WO2010113439A1 - Vehicle - Google Patents

Abstract

Disclosed is a vehicle, wherein the appropriate traveling state in a front-back direction can be achieved according to the amount of operation by an operator by accelerating and braking the vehicle at a vehicle acceleration that is determined according to the operation amount of an operation device and corrected according to the time history of the operation amount, and the vehicle can be operated easily and intuitively by the simple operation device. Specifically provided is a vehicle comprising a drive wheel (12) which is rotatably attached to a vehicle body, an operation device which is operated by an operator, and a vehicle control device which controls the posture of the vehicle body by controlling drive torque applied to the drive wheel (12) and controls traveling according to the operation amount of the operation device, the vehicle control device determining the vehicle acceleration according to the operation amount and defining a value obtained by correcting the determined vehicle acceleration according to the time history of the operation amount as a target value of the vehicle acceleration.

Description

vehicle

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 is driven while maintaining the inverted state of the vehicle body by controlling the operation of the vehicle body and driving wheels according to the operation input amount of the steering device by the driver.

JP 2004-129435 A

However, in the conventional vehicle, the driver commands the traveling target in the front-rear direction using the steering device, but the steering device is complicated and cannot be operated intuitively, and the traveling target is easily set. It can be difficult.

In the first place, in a vehicle in which the driver commands the driving target in the front-rear direction using the control device, the operation amount of the control device and the front-rear travel command value that enable intuitive and simple operation without requiring technology or experience. 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. For example, if the vehicle has a means by which the driver can quantitatively instruct the traveling target such as the traveling direction and speed of the vehicle and the acceleration and deceleration during acceleration and braking with one control device. The driver can steer the vehicle by a simple and intuitive operation.

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 “speed” of the vehicle, it is difficult to adjust the acceleration corresponding to the rate of change of the operation amount, and the driver may not be able to achieve the acceleration state or feeling of acceleration desired by the driver. is there. Further, since the operation for stopping the vehicle corresponds to setting the input value to zero, that is, not inputting, the driver may feel uncomfortable performing “do nothing” as a braking operation. is there. In particular, in the case of an inverted type vehicle, it is necessary to adjust the vehicle body posture according to the acceleration. Therefore, if the target value of acceleration is unstable, the vehicle body posture may be disturbed, resulting in poor ride comfort.

Further, for example, when the operation amount of the control device is made to correspond to the “acceleration” of the vehicle, the operation of stopping the vehicle corresponds to the operation of setting the integral value of acceleration to zero, so that the driver stops the vehicle. There may be a hard time. In addition, since the operation of driving the vehicle at a constant speed corresponds to setting the input value to zero, that is, not inputting, the driver may feel uncomfortable performing “do nothing” while driving. There is sex. Furthermore, when the vehicle speed is limited by a predetermined value, it is necessary to switch the acceleration to zero at the time of limitation, and the driver may feel uncomfortable at that time.

Furthermore, for example, when the operation amount of the control device is made to correspond to the “drive torque” of the vehicle, the running performance greatly changes depending on the slope of the road surface and the unevenness, and the weight of the occupant and the load, Maneuverability and usability deteriorate. In particular, this effect is significant in the case of a single-seater ultra-compact car.

In either case, there are multiple issues and the driver's request cannot be fully satisfied.

The present invention solves the problems of the conventional vehicle, and accelerates and brakes the vehicle with the vehicle acceleration determined according to the operation amount of the control device and corrected according to the time history of the operation amount. Accordingly, it is an object to provide a vehicle that can realize an appropriate front-rear traveling state according to the amount of operation of the operator and can be easily and intuitively operated with a simple control device.

For this purpose, in the vehicle according to the present invention, the driving wheel attached to the vehicle body rotatably, the steering device operated by the operator, and the driving torque applied to the driving wheel are controlled to control the posture of the vehicle body. And a vehicle control device that controls travel according to the operation amount of the control device, the vehicle control device determines vehicle acceleration according to the operation amount, and determines the determined vehicle acceleration to the operation amount. The value corrected according to the time history is set as the target value of vehicle acceleration.

In another vehicle of the present invention, the vehicle control device further determines a vehicle acceleration according to an operation direction and an operation amount of the steering device and a vehicle running state.

In still another vehicle of the present invention, the vehicle control device further includes an acceleration corresponding to an operation amount when the vehicle stops or moves forward when the operation direction of the control device is a predetermined direction. When the vehicle is moving backward, the deceleration corresponding to the amount of operation is set as the vehicle acceleration target value, and when the operating direction of the control device is opposite to the predetermined direction, The acceleration according to the operation amount is set as the target value of the vehicle acceleration, and the deceleration according to the operation amount is set as the target value of the vehicle acceleration when the vehicle moves forward.

In still another vehicle of the present invention, the vehicle control device further determines a travel mode as one of forward, reverse, or stop mode according to the time history of the operation amount, and the vehicle according to the determined travel mode. Limit acceleration.

In still another vehicle of the present invention, the vehicle control device further restricts backward acceleration when the traveling mode is the forward mode, and forwards when the traveling mode is the reverse mode. The travel mode is switched from forward to reverse and from reverse to forward only when no external force or external torque is applied to the control device and the vehicle speed is a predetermined value or less. Allow.

In still another vehicle of the present invention, the vehicle control device further corrects the vehicle acceleration according to the vehicle speed.

In still another vehicle of the present invention, the vehicle control device further corrects the vehicle acceleration by an amount proportional to the square of the vehicle speed.

In still another vehicle of the present invention, the vehicle control device further reduces the vehicle deceleration by an upper limit value of the vehicle deceleration proportional to the vehicle speed when the vehicle speed is equal to or less than a predetermined threshold (threshold value). Restrict.

In yet another vehicle of the present invention, the vehicle control device determines a predetermined vehicle deceleration when no external force or external torque is applied to the control device.

In still another vehicle of the present invention, the control device can be translated in a direction perpendicular to the rotation axis of the drive wheel, or can be rotated around a straight line parallel to the rotation axis of the drive wheel. The vehicle control device determines vehicle acceleration according to the position or rotation angle of the input means.

In yet another vehicle of the present invention, the vehicle control device further applies a drive torque corresponding to the target value of the vehicle acceleration to the drive wheels.

In still another vehicle of the present invention, the vehicle control device further responds to a difference between a value obtained by multiplying a target value of the vehicle acceleration by a time integral with a predetermined constant and a rotational angular velocity of the drive wheel. Apply drive torque to the drive wheels.

Still another vehicle of the present invention further includes an active weight portion movably attached to the vehicle body, and the vehicle control device controls the position of the active weight portion so that the vehicle The relative position of the center of gravity of the vehicle body with respect to the ground point of the driving wheel is moved by an amount corresponding to the target value of acceleration.

According to the configuration of claim 1, it is possible to realize an appropriate front-rear traveling state according to the operation amount of the control device, and it is possible to easily and intuitively control with a simple control device.

According to the configuration of claims 2 and 3, the vehicle acceleration can be commanded by an intuitive maneuvering method, and the operator can easily operate.

According to the configuration of claims 4 and 5, it is possible to provide a vehicle that facilitates traveling and can be handled safely.

According to the configuration of claims 6 and 7, it is possible to easily realize a traveling state suitable for practical use and to provide a natural feeling of maneuvering to the driver.

According to the configuration of claim 8, the vehicle deceleration can be easily adjusted during braking.

According to the configuration of the ninth aspect, the driver can be given a natural control feeling, and the vehicle can be surely stopped even when the driver reaches a state where input is impossible, thereby improving safety. Can do.

According to the configuration of claim 10, the configuration of the control device can be simplified and the vehicle can be controlled intuitively.

According to the configuration of claims 11 and 12, an appropriate driving torque can be applied to the driving wheels.

According to the configuration of the thirteenth aspect, it is possible to appropriately control the position of the center of gravity of the vehicle body without largely tilting the vehicle body.

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 state transition of the driving mode in the 1st Embodiment of this invention. It is a figure which shows the relationship between the vehicle acceleration target value in the advance mode in the 1st Embodiment of this invention, and the input rate of a joystick. It is a figure which shows the relationship between the vehicle acceleration target value in the reverse mode in the 1st Embodiment of this invention, and the input rate of a joystick. It is a figure which shows the restriction | limiting of the vehicle deceleration in the 1st Embodiment of this invention. It is a flowchart which shows operation | movement of the vehicle acceleration target value determination process in the 1st Embodiment of this invention. It is a figure which shows the operation example of the vehicle in the 1st Embodiment of this invention. It is the schematic which shows the structure of the vehicle in the 2nd Embodiment of this invention. It is a block diagram which shows the structure of the vehicle system in the 2nd Embodiment of this invention. It is a flowchart which shows operation | movement of the driving | running | working and attitude | position control processing in the 2nd Embodiment of this invention. It is a figure explaining the 1st correction | amendment in the vehicle acceleration target value determination process in the 2nd Embodiment of this invention. It is a figure which shows the result of the 3rd correction | amendment in the vehicle acceleration target value determination process in the 2nd Embodiment of this invention. It is a figure which shows the result of the 4th correction | amendment in the vehicle acceleration target value determination process in the 2nd Embodiment of this invention. It is a figure which shows the result of the 5th correction | amendment in the vehicle acceleration target value determination process in the 2nd Embodiment of this invention. It is a flowchart which shows the operation | movement of the vehicle acceleration target value determination process in the 2nd Embodiment of this invention. It is a block diagram which shows the structure of the vehicle system in the 3rd Embodiment of this invention. It is a flowchart which shows the operation | movement of the system control processing in the 3rd Embodiment of this invention. It is a figure explaining estimation of the coordinate axis rotation angle sine value in the 3rd Embodiment of this invention. It is a flowchart which shows the operation | movement of the vehicle acceleration target value determination process in the 3rd Embodiment of this invention. It is the schematic which shows the structure of the vehicle in the 4th Embodiment of this invention. It is a block diagram which shows the structure of the vehicle system in the 4th Embodiment of this invention. It is a figure explaining the 1st correction | amendment in the vehicle acceleration target value determination process in the 4th Embodiment of this invention. It is a figure which shows the result of the 4th correction | amendment in the vehicle acceleration target value determination process in the 4th Embodiment of this invention. It is a figure which shows the result of the 5th correction | amendment in the vehicle acceleration target value determination process in the 4th Embodiment of this invention. It is a flowchart which shows the operation | movement of the system control processing in the 4th Embodiment of this invention. It is a block diagram which shows the structure of the vehicle system in the 5th Embodiment of this invention. It is a block diagram which shows the structure of the vehicle system in the 6th Embodiment of this invention. It is the schematic which shows the structure of the vehicle in the 7th Embodiment of this invention. It is a block diagram which shows the structure of the vehicle system in the 7th Embodiment of this invention. It is the schematic which shows the structure of the vehicle in the 8th Embodiment of this invention. It is the schematic which shows the structure of the other example of the vehicle in the 8th Embodiment of this invention. It is a block diagram which shows the structure of the other example of the vehicle system in the 8th Embodiment of this invention. It is a flowchart which shows operation | movement of the driving | running | working and attitude | position control processing in the 8th 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 8th 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 8th 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 8th 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 8th 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 9th 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 9th 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 a 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 side view of the vehicle, (b) is a side view of the joystick, and (c) 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. Can be tilted. Then, the posture of the vehicle body is controlled similarly to the posture control of the inverted pendulum. In the example shown in FIG. 1A, the vehicle 10 can move forward in the right direction and move backward in the left direction.

The drive wheel 12 is rotatably supported with respect to the support portion 13 which is a part of the vehicle body, and is driven by a drive motor 52 as a drive actuator. The rotation axis of the drive wheel 12 exists in a direction perpendicular to the plane shown in FIG. 1A, and the drive wheel 12 rotates around the rotation 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.

Further, the main body 11 which is a part of the vehicle body is supported from below by the support 13 and is positioned above the drive wheel 12. And, in the main body part 11, the riding part 14 functioning as an active weight part can be translated relative to the main body part 11 in the longitudinal direction of the vehicle 10, in other words, the tangential direction of the vehicle body rotation circle It is attached so that it can move relatively.

Here, the active weight portion has a certain amount of mass and translates with respect to the main body portion 11, that is, by moving it back and forth, thereby actively correcting the position of the center of gravity of the vehicle 10. The active weight portion does not necessarily have to be the riding portion 14. For example, the active weight portion may be a device in which a heavy peripheral device such as a battery is attached to the main body portion 11 so as to be translatable. (Weight), a device in which a dedicated weight member such as a balancer is attached to the main body 11 so as to be translatable may be used. Moreover, you may use together the boarding part 14, a heavy peripheral device, an exclusive weight member, etc.

In this embodiment, for convenience of explanation, an example in which the riding part 14 on which the occupant 15 rides functions as an active weight part is described. However, the occupant 15 does not necessarily have to be on the riding part 14. For example, when the vehicle 10 is operated by remote control, the occupant 15 may not be on the riding section 14, or cargo may be loaded instead of the occupant 15. The boarding part 14 is the same as a seat used for automobiles such as passenger cars and buses, and includes a footrest part, a seat surface part, a backrest part, and a headrest, and is attached to the main body part 11 via a moving mechanism (not shown). It has been.

The moving mechanism includes a low-resistance linear moving mechanism such as a linear guide device, and an active weight motor 82 as an active weight actuator, and the active weight motor 82 drives the riding section 14 to It is made to move back and forth in the direction of travel with respect to the part 11. As the active weight actuator, for example, a hydraulic motor, a linear motor, or the like can be used. Here, the description will be made assuming that the active weight motor 82 that is a rotary electric motor is used.

The linear guide device includes, for example, a guide rail attached to the main body 11, a carriage attached to the riding part 14 and sliding along the guide rail, a ball, a roller, and the like interposed between the guide rail and the carriage. Rolling elements. In the guide rail, two track grooves are formed linearly along the longitudinal direction on the left and right side surfaces thereof. Moreover, the cross section of the carriage is formed in a U-shape, and two track grooves are formed on the inner sides of the two opposing side surfaces so as to face the track grooves of the guide rail. The rolling elements are incorporated between the raceway grooves, and roll in the raceway grooves with the relative linear motion of the guide rail and the carriage. The carriage is formed with a return passage that connects both ends of the raceway groove, and the rolling elements circulate through the raceway groove and the return passage.

Further, the linear guide device includes a brake or a clutch that fastens the movement of the linear guide device. When the operation of the riding section 14 is unnecessary, such as when the vehicle 10 is stopped, the relative positional relationship between the main body section 11 and the riding section 14 is maintained by fixing the carriage to the guide rail with a brake. . When the operation is necessary, the brake is released and the distance between the reference position on the main body 11 side and the reference position on the riding section 14 is controlled to be a predetermined value.

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. In the present embodiment, for convenience of explanation, a case where the travel command is acceleration, deceleration, stop, and braking of the vehicle 10 will be described.

As shown in FIG. 1, the joystick 31 includes a base 31a and a lever 31b as input means attached to the base 31a so as to be tiltable. Then, the occupant 15 as a pilot inputs a travel command by tilting the lever 31b back and forth as indicated by arrows in FIGS. 1 (b) and 1 (c). Then, the joystick 31 measures a state amount corresponding to the amount of inclination before and after the lever 31b, and evaluates the measured value as an operation amount. The lever 31b is urged by a spring member for returning to a neutral state (not shown), and automatically releases the neutral state corresponding to zero input when the operator releases the hand (FIGS. 1B and 1C). To the base 31a as shown in FIG.

Note that the lever 31b is not 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. When the vehicle 10 is operated by remote control, the joystick 31 is disposed on a remote controller (not shown), and the amount of operation of the lever 31b is disposed on the vehicle 10 by wire or wireless from the remote controller. It is transmitted to the receiving device. In this case, the operator of the joystick 31 may be a person other than the occupant 15.

Further, as shown in FIG. 2, the vehicle system has a control ECU (Electronic Control Unit) 20 as a vehicle control device, and the control ECU 20 includes a main control ECU 21, a drive wheel control ECU 22, and an active weight control ECU 23. Is provided. The control ECU 20, main control ECU 21, drive wheel control ECU 22 and active weight 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. The computer system controls the operation. For example, the computer system is disposed in the main body 11, 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 active weight 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 active weight part control system 80 that controls the operation of the riding part 14 that is the active weight part together with the active weight part control ECU 23, the active weight part sensor 81, and the active weight part motor 82. To do. The active weight part sensor 81 is composed of an encoder or the like, functions as an active weight part movement state measuring device, detects the active weight part position and / or movement speed indicating the movement state of the riding part 14, and transmits it to the main control ECU 21. To do. Then, the main control ECU 21 transmits the active weight part thrust command value to the active weight part control ECU 23, and the active weight part control ECU 23 sends the input voltage corresponding to the received active weight part thrust command value to the active weight part motor. 82. The active weight motor 82 applies a thrust force that translates the riding section 14 to the riding section 14 according to the input voltage, thereby functioning as an active weight actuator.

Further, 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 active weight unit control ECU 23, the vehicle body inclination sensor 41, the drive motor 52, and the active weight unit motor 82. . 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. The main control ECU 21 transmits a drive torque command value to the drive wheel control ECU 22 and transmits an active weight portion thrust command value to the active weight portion control ECU 23.

In addition, 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 amount of the lever 31b is input to the main control ECU 21 as a travel command from the joystick 31 of the input device 30. Then, the main control ECU 21 transmits a drive torque command value to the drive wheel control ECU 22 and transmits an active weight portion thrust command value to the active weight portion control ECU 23. The main control ECU 21 treats the input rate obtained by normalizing the input amount with the maximum input amount as the input amount. Then, the forward tilt or movement of the lever 31b, that is, the forward input is represented by a positive value, and the backward tilt or movement of the lever 31b, that is, the backward input is represented by a negative value. The maximum forward input amount is represented as 1, and the backward maximum input amount is represented as -1.

In the present embodiment, the uniaxial joystick 31 is used in order to realize intuitive control of the operator by a simple device, but other control devices may be used. For example, a throttle lever for inputting by grasping the lever may be provided, and the target value of the vehicle acceleration may be determined according to the rotation direction and the rotation amount.

Then, the vehicle system determines the vehicle acceleration according to the operation amount of the joystick 31, and sets a value obtained by correcting the determined vehicle acceleration according to the time history of the operation amount as a target value of the vehicle 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, and FIG. 3B is a side view.

The 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.

In the example shown in FIG. 3, the vehicle 10 changes the camber angles of the left and right wheels 12L and 12R by the link mechanism 60 and tilts the vehicle body including the riding portion 14 and the main body portion 11 toward the turning inner wheel side. That is, by tilting 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, but the vehicle body is not necessarily tilted in the lateral direction. It need not be something that can be done. 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.

Further, in the vehicle 10 in the example shown in FIG. 3, the wheels 12F are connected to the main body 11 via a front wheel fork 17 which is a part of a suspension device (suspension device). The suspension device is a device similar to a suspension device for a front wheel used in, for example, general motorcycles, bicycles, etc., 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 77 is disposed above the front end of the main body 11, and the rotation shaft of the front wheel fork 17 is rotatably supported by the steering portion 77. The steering section 77 includes a steering actuator 71 as a steering actuator and a steering angle sensor 72 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 72 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.

Note that the vehicle 10 in the example shown in FIG. 3 has a vehicle system as shown in FIG. Here, since the control ECU 20 does not perform the posture control in the front-rear direction, the control ECU 20 does not include the active weight unit control ECU 23 but instead includes the 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. Note that the active weight sensor 81 is also omitted. Then, the steering angle detected by the steering angle sensor 72 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.

Next, the operation of the vehicle 10 having the above configuration 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 and parameters are represented by the following symbols.
θ _W : Drive wheel rotation angle [rad]
θ ₁ : Body tilt angle (vertical axis reference) [rad]
λ _S : riding part position (active weight part position) [m]
g: Gravity acceleration [m / s ² ]
R _W : Driving wheel contact radius [m]
m ₁ : Body mass [kg]
m _S : Mass of riding part (mass of active weight part: including load) [kg]
l ₁ : Body center-of-gravity distance (from axle) [m]
α: Vehicle acceleration [m / s ² ]
V: Vehicle speed [m / s]

Subsequently, the main control ECU 21 acquires the steering operation amount of the occupant 15 (step S3). In this case, the occupant 15 acquires the operation amount of the joystick 31 that is operated to input a travel command such as acceleration, deceleration, stop, and braking of the vehicle 10.

Subsequently, the main control ECU 21 executes a vehicle acceleration target value determination process (step S4), and determines a vehicle acceleration target value α ^* based on the obtained operation amount of the joystick 31 and the like. Specifically, a value proportional to the amount of operation of the lever 31b in the front-rear direction is set as a target value for the front-rear vehicle acceleration.

Subsequently, the main control ECU 21 calculates the target value of the drive wheel rotational angular velocity from the target value of the vehicle acceleration (step S5). For example, a target value of vehicle acceleration is integrated over time, and a value obtained by dividing by a predetermined driving wheel grounding radius is set as a target value of driving wheel rotation angular velocity.

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

Further, λ _{S, Max, f} and λ _{S, Max, r} are the riding section movable limit positions, respectively, the distance from the reference position of the riding section 14 to the movable range leading edge, and the movable range trailing edge Shows the distance.

Also, the target value of the vehicle body tilt angle is determined from the target value of the vehicle acceleration by the following formula.

θ _{S, Max, f} and θ _{S, Max, r} are the vehicle body inclination angle converted values of the riding section movable limit positions λ _{S, Max, f} and λ _{S, Max, r} , respectively, and are expressed by the following equations. The

As described above, the target values of the vehicle body inclination angle and the riding section position are determined in consideration of the inertial force acting on the vehicle body along with the vehicle acceleration and the drive motor reaction torque. Then, the center of gravity of the vehicle body is moved so that these vehicle body inclination torques are canceled by the action of gravity. Specifically, when the vehicle 10 accelerates, the riding section 14 is moved forward and / or the vehicle body is tilted forward. On the other hand, when the vehicle 10 decelerates, the riding section 14 is moved backward and / or the vehicle body is tilted backward. Also, when the riding section movement reaches the limit, the body starts to tilt.

This eliminates the front / rear vehicle body inclination with respect to fine acceleration / deceleration, improving the ride comfort for the occupant 15. In addition, since the upright state is maintained even when traveling at a certain high speed, the change in the field of view of the occupant 15 is reduced.

In the present embodiment, the low-acceleration and / or low-speed traveling is handled only by the riding section movement, but part or all of the vehicle body tilt torque may be handled by the vehicle body tilt. By tilting the vehicle body, the longitudinal force acting on the occupant 15 can be reduced.

Subsequently, the main control ECU 21 calculates the remaining target value (step S7). That is, the target values of the drive wheel rotation angle, the vehicle body inclination angular velocity, and the riding section movement 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, the feedforward output of the drive motor 52 is determined by the following equation.

Thus, by adding the drive torque so as to cancel the inertia force estimated by the dynamic model, the accuracy of control can be improved.

Also, the feedforward output of the active weight motor 82 is determined by the following equation.

Thus, by adding thrust so as to cancel the gravity and inertia force estimated by the dynamic model, the control accuracy can be improved.

In this embodiment, more accurate control is realized by theoretically giving a feedforward output, but the above feedforward output may not be given. In that case, the feedback control indirectly gives a value close to the feedforward output with a steady deviation. In addition, the steady-state deviation can be reduced by applying an integral gain.

Subsequently, the main control ECU 21 determines the feedback output of each actuator (step S9). Specifically, the feedback output of the drive motor 52 is determined by the following equation.

Also, the feedback output of the active weight motor 82 is determined by the following equation.

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. Furthermore, as a simpler control, some of the gains excluding K _W2 , K _W3 and K _S5 may be set to zero. Further, an integral gain may be introduced in order to eliminate the steady deviation.

Further, in the vehicle 10 of the example shown in FIG. 3, since the posture control in the front-rear direction of the vehicle body is not performed, the equations shown in “Equation 6” and “Equation 7” are not used.

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 gives the sum of the feedforward output and the feedback output as command values to the drive wheel control ECU 22 and the active weight control ECU 23, respectively. Note that the running and posture control processing is repeatedly executed at predetermined time intervals (for example, every 100 [μs]).

Further, in the vehicle 10 of the example shown in FIG. 3, since the posture control in the front-rear direction is not performed, the operations in steps S5 to S10 are omitted.

Next, vehicle acceleration target value determination processing will be described.

FIG. 6 is a diagram showing state transitions in the travel mode in the first embodiment of the present invention, and FIG. 7 is a graph showing the vehicle acceleration target value and the joystick input rate in the forward mode in the first embodiment of the present invention. FIG. 8 is a diagram showing the relationship, FIG. 8 is a diagram showing the relationship between the vehicle acceleration target value in the reverse mode and the input rate of the joystick in the first embodiment of the present invention, and FIG. 9 is the first embodiment of the present invention. FIG. 10 is a flowchart showing the operation of the vehicle acceleration target value determination process in the first embodiment of the present invention.

In the vehicle acceleration 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 travel mode (step S4-2). Here, as shown in FIG. 6, there are three traveling modes of the vehicle 10, the forward mode, the stop mode, and the reverse mode, and the input rate U of the steering device (joystick 31) as the operation amount of the lever 31 b It is determined by the target value V ^* of the vehicle speed.

The input rate U of the control device is positive when the lever 31b is tilted or moved forward, and negative when the lever 31b is tilted or moved backward. As shown in FIG. 6, the lever 31b is moved forward in the stop mode. When the vehicle is tilted or moved, the vehicle 10 moves forward and the vehicle 10 moves forward. When the lever 31b is tilted or moved backward in the stop mode, the vehicle 10 moves backward and moves backward (reverses). In addition, when the lever 31b is in the neutral state in the forward mode and the reverse mode, the input rate U is zero, and the target value V ^* of the vehicle speed is zero, the mode is changed to the stop mode. Note that there is no direct transition between the forward mode and the reverse mode.

In this case, the main control ECU 21 determines which travel mode the occupant 15 desires between the stop, forward and reverse modes according to the history of the operation amount of the lever 31b. In this way, since the occupant 15 does not need to command the travel mode by another device, the operability for the occupant 15 is improved, and an extra input device is not required, reducing the cost and the design freedom of the riding section 14. Securement becomes easy.

Also, direct transition between forward mode and reverse mode is prohibited. That is, the transition between the forward mode and the reverse mode is not allowed unless the operation of the occupant 15 and the vehicle speed satisfy the stop condition. Thus, by forcing the occupant 15 to perform a specific operation when moving from forward to reverse or from reverse to forward, the possibility of traveling in the reverse direction due to an operation error is reduced, and the safety of the vehicle 10 is improved. .

Furthermore, in forward mode or reverse mode, if the manipulated variable is other than zero (U = 0), transition to another mode is prohibited. That is, once the occupant 15 returns the lever 31b to the neutral state, traveling in the reverse direction is permitted. Thus, the vehicle 10 which can be easily steered can be provided by making the specific operation permitting traveling in the reverse direction a simple method using the same control device.

In the present embodiment, the travel mode is automatically determined. However, the travel mode may be displayed by providing a display unit so that the occupant 15 can check the current travel mode. Thereby, the misrecognition of the passenger | crew 15 and the erroneous operation by it can be prevented. Further, a mode setting method selection unit may be provided so that it is possible to select whether to automatically switch the traveling mode between the forward mode and the reverse mode or to switch by the operation of the occupant 15 by another input device.

Finally, the main control ECU 21 determines a vehicle acceleration target value (step S4-3), and ends the vehicle acceleration target value determination process. Specifically, the target value α ^* of the vehicle acceleration is determined by the following equations (1) and (2) from the input rate U of the control device as the operation amount of the lever 31b and the travel mode.

First, in the forward mode, equation (1) is expressed as follows.

Α _{Max, Af} is the maximum acceleration, α _{Max, Df} is the maximum deceleration, and V _{Max, f} is the maximum speed. These values are all predetermined values. The subscript “f” represents the forward mode. The maximum acceleration, maximum deceleration, and maximum speed are set to be larger values in the forward mode than in the reverse mode.

Α _EB is a deceleration at zero input, and α _EB = γ _EB α _{EB, 0} . Γ _EB is a running resistance gain (predetermined value).

Furthermore, α _{EB, 0} is a running resistance deceleration estimated value, and α _{EB, 0} = μ ₀ + μ ₁ | V ^* |. Μ ₀ is a rolling resistance coefficient, and μ ₁ is a viscous resistance coefficient.

In the forward mode, the relationship between the vehicle acceleration target value and the input rate of the joystick 31 is as shown in FIG. FIG. 7 shows the case where μ ₁ = 0.

On the other hand, in the reverse mode, the expression (1) is expressed as follows.

Further, α _{Max, Ab} is the maximum acceleration, α _{Max, Db} is the maximum deceleration, and V _{Max, b} is the maximum velocity. These values are all predetermined values set in advance. The subscript “b” represents the reverse mode. The maximum acceleration, maximum deceleration, and maximum speed are set to be smaller values in the reverse mode than in the forward mode.

In the case of the reverse mode, the relationship between the vehicle acceleration target value and the input rate of the joystick 31 is as shown in FIG. FIG. 8 shows a case where μ ₁ = 0.

Thus, in the present embodiment, the vehicle acceleration is determined by the input rate of the control device. Specifically, an acceleration having a magnitude proportional to the input amount in the same direction as the input direction of the input device 30 is set as a target value of the vehicle acceleration. That is, in the forward mode, the vehicle is accelerated by the front input of the input device 30 and decelerated by the rear input. Moreover, at the time of reverse drive mode, it accelerates by the back input of the input device 30, and decelerates by the front input. In this way, the occupant 15 can be easily operated by using an intuitive control method of the acceleration command.

Also, the vehicle acceleration is determined according to the driving mode. Specifically, for the same input amount, the target values of the speed and acceleration in the reverse mode are made smaller than the values in the forward mode. As a result, the output acceleration and speed are automatically suppressed during reverse travel, which is expected to be used at a lower speed than during forward travel, so that the vehicle 10 that facilitates reverse travel and can be handled safely can be provided.

Furthermore, the vehicle acceleration is corrected according to the vehicle speed. Specifically, the target value of vehicle acceleration is reduced based on the target value of vehicle speed. The vehicle acceleration is reduced by a value proportional to the square of the vehicle speed. Thus, for example, if a constant input amount is continuously applied, the speed increases according to the input amount, and the acceleration decreases due to the increase in speed. It reaches. Therefore, it is possible to easily realize a traveling state suitable for practical use and to provide the occupant 15 with a natural maneuvering feeling. Further, the reduction amount of the target value of the vehicle acceleration at the maximum speed is set to a value equal to the maximum vehicle acceleration. Thereby, speed limitation in the acceleration command can be executed easily and smoothly. Further, at the time of deceleration, reduction of the target value of vehicle acceleration is prohibited. Thereby, the controllability can be improved without deteriorating the braking performance of the vehicle 10 and the responsiveness of the occupant 15 to the braking command.

Furthermore, given zero input, a predetermined deceleration is given as a target value for vehicle acceleration. Specifically, the deceleration due to running resistance is estimated from a dynamic model, and the deceleration is given according to the estimated value. As a result, the occupant 15 can be given a natural feeling of maneuvering, and even when the occupant 15 is unable to input, the vehicle 10 can be stopped reliably and safety can be improved.

Next, in the forward mode, Equation (2) is expressed as follows.

Further, к _f is a deceleration at zero input, V _{sh, f} is a speed threshold value, and these values are all predetermined values set in advance. The subscript “f” represents the forward mode.

On the other hand, in the reverse mode, the expression (2) is expressed as follows.

Further, κ _b is a deceleration at zero input, V _{sh, b} is a speed threshold value, and these values are all predetermined values set in advance. The subscript “b” represents the reverse mode.

And the vehicle deceleration is limited as shown in FIG.

Thus, in this embodiment, the vehicle deceleration is limited according to the vehicle speed. Specifically, the vehicle acceleration target value that accelerates in the reverse direction after braking is limited according to the travel mode. That is, in the forward mode, if the vehicle speed is less than or equal to zero, the vehicle acceleration is limited to be greater than or equal to zero. In the reverse mode, when the vehicle speed is zero or more, the vehicle acceleration is limited to zero or less. In this way, the occupant 15 can easily prevent the vehicle 10 from accelerating in the opposite direction when the occupant 15 operates the input device 30 to the braking side continuously even after braking is stopped. Can be stationary.

Also, the vehicle deceleration is limited according to the vehicle speed within a range where the vehicle speed is lower than a predetermined threshold. Specifically, the deceleration threshold value of the vehicle 10 is gradually decreased as the vehicle speed target value decreases. Thus, the comfort of the occupant 15 can be ensured by eliminating the phenomenon in which the deceleration changes discontinuously when the vehicle stops.

In the vehicle acceleration target value determination process as described above, the target value is used as the vehicle speed to be referred to. However, the vehicle acceleration target value may be determined based on the actual vehicle speed instead. For example, in the determination of the travel mode, the vehicle stop may be determined based on the actual vehicle speed. Further, it may be determined that the vehicle is stopped when one of the target value and the actual value becomes zero. Thereby, for example, even when a difference occurs between the target value and the actual value as an error in the state feedback control, the traveling mode can be set stably. Similarly, in determining the vehicle acceleration target value, each value may be determined based on the actual vehicle speed.

Next, an operation example of the vehicle 10 expected when the above-described control is adopted will be described.

FIG. 11 is a diagram showing an example of the operation of the vehicle in the first embodiment of the present invention.

Here, the relationship among the input rate U of the control device, the vehicle speed V, and the travel mode as the operation amount of the lever 31b that changes with the passage of time t will be described.
When t = t ₁ : The acceleration forward is started at the acceleration α (α <α _{Max, Af} ) according to the input rate U (U <1) of the control device. At the same time, the driving mode is switched to “forward”.
When t ₁ <t <t ₂ : As the vehicle speed V increases, the acceleration α decreases, saturates at the vehicle speed V <V _{Max, f} and reaches a constant speed running state.
When t ₂ ≦ t <t ₃ : Slowly decelerates at a predetermined deceleration rate α (α = −α _EB ) according to the input rate U (U = 0) of the control device.
When t = t ₃ : In accordance with the input rate U (U = −1) of the control device, braking is started with deceleration α = maximum deceleration (−α _{Max, Df} ).
When t ₃ <t <t ₄ : After decelerating at the maximum deceleration until the vehicle speed V = V _{sh, f} is reached _{, the} vehicle slowly stops under the deceleration limitation. Note that there is no response to the input rate U (U = −1) after the stop, and the traveling mode is maintained in the “forward” state.
When t = t ₄ : The travel mode is switched to “stop” according to a specific input rate U (U = 0).
When t = t ₅ : Reverse acceleration is started at the maximum acceleration α (α = α _{Max, Ab} ) during reverse movement according to the input rate U (U = −1) of the control device. At the same time, the driving mode is switched to “reverse”.
When t ₅ <t <t ₆ : As the vehicle speed V increases, the acceleration α decreases, and the vehicle speed V = saturates at the reverse maximum speed V _{Max, b} and reaches a constant speed running state.
When t = t ₆ : Braking is started at a deceleration α = maximum deceleration (α _{Max, Db} ) according to the input rate U (U = 1) of the control device.
When t ₆ <t <t ₇ : After decelerating at the maximum deceleration until the vehicle speed V = −V _{sh, b} is reached _{, the} vehicle slowly stops under the deceleration limitation. In addition, it does not react to the input rate U (U = 1) after the stop, and the traveling mode is maintained in the “reverse” state.
When t = t ₇ : The traveling mode is switched to “stop” according to a specific input rate U (U = 0).

As described above, in the present embodiment, the vehicle 10 is accelerated and braked at the vehicle acceleration determined according to the operation amount (input amount) of the control device and corrected according to the time history of the operation amount. Specifically, the vehicle acceleration is determined according to the input direction (inclination direction) and the operation amount (input amount) of the control device (lever 31b) and the traveling state of the vehicle 10 (forward, reverse and stop states). To do. When the input direction of the control device is a predetermined direction and the vehicle 10 is stopped and moving forward, an acceleration corresponding to the input amount is given, and when the vehicle 10 is moving backward, the input amount is changed. Give deceleration. On the other hand, when the input direction of the control device is opposite to the predetermined direction and the vehicle 10 is stopped and moving backward, acceleration according to the input amount is given and the vehicle 10 is moving forward Is given a deceleration according to the input amount.

Also, the vehicle acceleration is limited by the travel mode determined according to the operation amount time history. Specifically, the acceleration that accelerates in the reverse direction after braking of the vehicle 10 is limited. In addition, with respect to the forward mode for restricting the backward movement of the vehicle 10 and the reverse mode for restricting the forward movement of the vehicle 10, only when a specific operation is performed, that is, when a specific operation input is given, between both modes. Allow transitions. The specific operation input is to input a specific operation input amount. The specific operation input amount is an operation input amount when no external force or external torque is applied to the control device.

Furthermore, the vehicle acceleration is corrected according to the vehicle speed. Specifically, during vehicle acceleration, the vehicle acceleration is decreased as the vehicle speed increases. When traveling at maximum speed, the vehicle acceleration is decreased by an amount equal to the maximum vehicle acceleration. The vehicle acceleration is reduced by an amount proportional to the square of the vehicle speed. Further, during vehicle braking, the vehicle deceleration is limited when the vehicle speed is less than a predetermined threshold. The vehicle deceleration upper limit value is decreased as the vehicle speed decreases.

Furthermore, when no external force or torque is applied to the control device, the vehicle is decelerated at a predetermined vehicle deceleration. In this case, the running resistance of the vehicle 10 is estimated, and the deceleration is determined according to the estimated value.

Furthermore, the joystick 31 as the control device includes a lever 31b as input means that can translate in a direction perpendicular to the rotation axis of the drive wheel 12 or can rotate around a straight line parallel to the rotation axis of the drive wheel 12. The vehicle acceleration is determined in accordance with the position or rotation angle of the lever 31b. The predetermined direction is the driving wheel rotation direction when the vehicle 10 is in front or forward.

Further, a target value of vehicle acceleration is determined according to the operation input amount, and a torque corresponding to the target value is applied to the drive wheels 12. Specifically, a value obtained by multiplying a target value of the vehicle acceleration by a predetermined constant is set as a target value of the driving wheel rotational angular velocity, and a torque having a magnitude proportional to the difference between the target value and the measured value is obtained. The driving wheel 12 is given.

Furthermore, the relative position of the center of gravity of the vehicle body with respect to the contact point of the drive wheel 12 is moved by an amount corresponding to the vehicle acceleration. Specifically, a riding part 14 that functions as an active weight part is provided, and the riding part 14 is relatively moved by an amount corresponding to the vehicle acceleration.

Thereby, in the present embodiment, it is possible to realize an appropriate front-rear traveling state according to the operation input amount of the occupant 15. And the vehicle 10 which can be steered easily and intuitively with a simple steering device can be provided.

Next, second to seventh embodiments of the present invention will be described.

In the case of a conventional vehicle as described in the section of “Background Art”, the driver commands the driving target using the control device. However, the control device is complicated and cannot be operated intuitively. May be difficult to set easily.

In the first place, in a vehicle in which the driver commands a driving target using a control device, the relationship between the operation amount of the control device and the travel command value that enables intuitive and simple control without requiring technology or experience is appropriate. It is desirable to be set to. In order to enable 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.

A joystick can be adopted as one of the control devices that may satisfy such requirements. In this case, the tilt amount of the joystick in the direction perpendicular to the rotation axis of the drive wheel is used as the front-rear operation amount, and the tilt amount of the joystick in the direction parallel to the rotation axis of the drive wheel is acquired as the left-right operation amount. Then, the value proportional to the acquired front / rear operation amount is set as the front / rear travel target value, the value proportional to the acquired left / right operation amount is determined as the turning target value, and each drive wheel is set to achieve the determined travel target value. Appropriate driving torque is added.

However, in such a control, there may be a quantitative difference between the vehicle traveling operation intended by the driver and the actual vehicle traveling operation. In the first place, the structure, motion characteristics, sensory characteristics, etc. of a complex human body must be adapted in a complicated manner, but it has been difficult to achieve this with a simple joystick. For this reason, the driver has poor maneuverability, and the driver may be anxious and dissatisfied with the safety and comfort of the vehicle.

The second to seventh embodiments of the present invention solve the above-mentioned problems of the conventional vehicle, include a joystick as an input device, and in a vehicle input by a driver, By acquiring the joystick tilt amount in the parallel direction as the front and rear and left and right input amounts, setting the front and rear and turning traveling state, correcting the set traveling state according to the time history, the structure of the human body, An object of the present invention is to provide a vehicle with high maneuverability that can realize maneuvering characteristics adapted to operating characteristics, sensory characteristics, etc., and that anyone can maneuver easily and comfortably.

First, the second embodiment 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. 12 is a schematic diagram showing the configuration of the vehicle according to the second embodiment of the present invention, and FIG. 13 is a block diagram showing the configuration of the vehicle system according to the second embodiment of the present invention. In FIG. 12, (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.

The vehicle 10 according to the present embodiment has a link mechanism 60 as a vehicle body left-right tilt mechanism that tilts the vehicle body to the left and right. When turning, as shown in FIG. By changing the angle, that is, the camber angle, and tilting the vehicle body including the riding portion 14 and the main body portion 11 toward the turning inner wheel, the turning performance can be improved and the comfort of the occupant 15 can be ensured. It has become. That is, the vehicle 10 can tilt the vehicle body in the lateral direction (left and right direction).

In the present embodiment, the riding section 14 does not function as an active weight section and cannot translate relative to the main body section 11.

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. The left and right vertical link units 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.

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. It has become.

The occupant 15 as a pilot inputs a travel command by tilting the lever 31b back and forth and left and right as indicated by arrows in FIGS. 12 (c) and 12 (d). Then, the joystick 31 is in front of and behind the lever 31b, that is, in a direction perpendicular to the rotation axis of the drive wheel 12 (x-axis direction) and left and right, that is, in a direction parallel to the rotation axis of the drive wheel 12 (y-axis direction). A state amount corresponding to the amount of inclination is measured, and the measured value is transmitted to the main control ECU 21 shown in FIG. 13 as a front / rear input amount (front / rear operation amount) and a left / right input amount (left / right operation amount) input by the operator. To do.

In this way, by utilizing two pieces of information that can be provided by one input means provided in the joystick 31, it is possible to input a variety of maneuvering intentions of the operator without adding a maneuvering device, and more intuitively and freely. Thus, the vehicle 10 that can be operated easily can be realized.

Further, the lever 31b is biased by a spring member for returning to a neutral state (not shown), and when the operator releases it and releases it, the lever 31b automatically returns to a 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.

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.

The main control ECU 21, together with the drive wheel control ECU 22, the vehicle body tilt sensor 41, the drive motor 52, and the link motor 61, functions as a part of the vehicle body control system 40 that controls the posture of the vehicle body. 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 25, and the link control ECU 25 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.

Further, the operation amount of the lever 31b is 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 25.

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.

Next, the operation of the vehicle 10 in the present embodiment will be described in detail. First, the traveling and attitude control processing will be described.

FIG. 14 is a flowchart showing the operation of the running and posture control processing in the second 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]
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 ₁ : Body inertia moment (around the center of gravity) [kgm ² ]
I _W : Moment of inertia of drive wheels (total of 2 wheels) [kgm ² ]
α _X : Vehicle longitudinal acceleration [m / s ² ]
α _Y : Vehicle lateral 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 S11). 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.

Subsequently, the main control ECU 21 calculates the remaining state quantity (step S12). 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 acquires the pilot operation amount (step S13). 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 vehicle acceleration target value determination process (step S14), and determines a vehicle acceleration target value of the vehicle 10 based on the obtained operation amount of the joystick 31 and the like.

Subsequently, the main control ECU 21 calculates the target value of the drive wheel rotational angular velocity from the vehicle acceleration target value (step S15). Specifically, the target value of the average driving wheel rotation angular velocity is determined by the following equation.

Note that Δt is a control processing cycle (data acquisition interval), which is a predetermined value. In the description of the present embodiment, the superscript * represents the target value, the superscript (n) represents the nth data in the time series, and one dot on the symbol is 1 The value obtained by differentiating the floor time, that is, the speed, and the two dots on the symbol represent the value obtained by differentiating the second floor time, that is, the acceleration. The subscript X represents front and rear (x-axis direction), the subscript Y represents left and right (y-axis direction), and the subscript d represents a steering command value. .

Also, the target value of the left and right difference of the rotational angular speed of the drive wheel is determined by the following formula.

Thus, the target value of the drive wheel rotational angular velocity corresponding to the vehicle acceleration target value is determined. That is, the average driving wheel rotational angular velocity target value, which is the target of the average rotational angular velocity of the left and right driving wheels, is determined by time integration of the vehicle longitudinal acceleration target value. Further, a driving wheel rotational angular velocity left / right difference target value, which is a target of the difference between the rotational angular speeds of the left and right driving wheels, is determined from the vehicle lateral acceleration target value and the average driving wheel rotational angular velocity target value.

In the present embodiment, the operation amount of the joystick 31 that is a control device is associated with the longitudinal and lateral acceleration, but may be associated with the vehicle speed, the yaw rate, or the like. Further, feedback control may be executed using the vehicle speed or the yaw rate itself as a state quantity. Furthermore, in the present embodiment, the vehicle speed and yaw rate are converted into the rotational angular speed of the drive wheels 12 under the assumption that there is no slip 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.

Subsequently, the main control ECU 21 determines a target value of the vehicle body inclination angle (step S16). Specifically, the target value of the vehicle body tilt pitch angle is determined from the vehicle acceleration target value by the following formula.

Also, the target value of the vehicle body tilt roll angle is determined by the following formula.

Thus, the target value of the vehicle body inclination angle is determined according to the vehicle acceleration target value. 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 other values 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 S17). 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 S18). 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 feedforward amount of the total drive torque is determined so that the travel target in the front-rear direction can be achieved. Specifically, by estimating the inertial force generated according to the vehicle longitudinal acceleration and the running resistance generated according to the average driving wheel rotational angular velocity corresponding to the vehicle speed, and giving the total driving torque that cancels it The target front-rear running state is realized.

Also, determine the feed forward amount of link torque so that the target of left and right vehicle body tilt can be achieved. Specifically, the target is obtained by predicting the torque of gravity generated according to the vehicle body tilt roll angle and the torque of centrifugal force generated according to the vehicle lateral acceleration, and giving a link torque that cancels the torque. Realizes left and right body tilt.

In this embodiment, all the main elements in the dynamic model are considered, and the necessary output is given as the feedforward amount. The feedforward amount may be determined by a simple model. In addition, elements not considered in the present embodiment may be newly taken into consideration. For example, rolling resistance of the driving wheel 12 and dry friction at the link mechanism 60 may be taken into consideration.

Furthermore, in the present embodiment, the necessary output is given as the feedforward amount according to the target value of the running state and the vehicle body posture, but it may be given as a quasi feedback amount based on the measured value. Thereby, even when there is a large gap between the target value and the actual value, it is possible to appropriately control.

Subsequently, the main control ECU 21 determines the feedback output of each actuator from the deviation between each target value and the state quantity (step S19). Specifically, the feedback amount τ _{W, FB} of the total drive torque, the feedback amount Δτ _{W, FB of the} left / right difference of the drive torque _, and the feedback amount τ _{L, FB} of the link torque are determined as feedback outputs by the following equations.

Note that the value of each feedback gain K _** is set in advance, for example, as determined by the pole placement method or the like. Further, nonlinear feedback control such as sliding mode control may be introduced. Furthermore, as a simpler control, some of the gains excluding K _W2 , K _W3 , K _d2 and K _L3 may be set to zero. Further, an integral gain may be introduced in order to eliminate the steady deviation.

In this way, feedback output is given so as to bring the actual state closer to the target state by state feedback control. Specifically, for the average driving wheel rotation state corresponding to the front-rear driving state and the vehicle body inclination pitch angle corresponding to the vehicle body inverted state, the vehicle is given a total driving torque proportional to the difference between the measured value and the target value. The vehicle is stably maintained in a state where the front-rear running state of 10 and the inverted posture of the vehicle body are targeted.

Further, with respect to the left / right difference of the driving wheel rotation state corresponding to the turning traveling state, a driving torque left / right difference proportional to the difference between the measured value and the target value is given, so that the turning traveling state of the vehicle 10 is stably maintained in the target state. To do.

Furthermore, by providing a link torque proportional to the difference between the measured value and the target value for the vehicle body tilt roll angle corresponding to the left-right tilt state, the left-right tilt state of the vehicle body is stably maintained in the target state.

Furthermore, the drive wheel rotation angular velocity left-right difference is used as a state quantity corresponding to the turning traveling state. In this way, by controlling the rotational state of the drive wheel 12, the possibility that the drive wheel 12 will be locked or idling can be reduced.

Finally, the main control ECU 21 gives a command value to each element control system (step S20), and ends the running and posture control processing. The main control ECU 21 sends to the drive wheel control ECU 22 and the link control ECU 25 command values determined by the following formulas as a right drive torque command value τ _WR , a left drive torque command value τ _WL , a total drive torque command value τ _W , A drive torque left / right difference command value Δτ _W and a link torque command value τ _L are given.

Note that ξ is the ground load transfer rate.

In this way, the sum of each feedforward output and each feedback output is given as a command value. Further, command values for the right drive torque and the left drive torque are given so that the total drive torque and the left-right difference between the drive torques are required values.

Note that the running and posture control processing is repeatedly executed at predetermined time intervals (for example, every 100 [μs]).

Next, vehicle acceleration target value determination processing will be described.

FIG. 15 is a diagram for explaining the first correction in the vehicle acceleration target value determination process in the second embodiment of the present invention, and FIG. 16 is the vehicle acceleration target value determination process in the second embodiment of the present invention. The figure which shows the result of 3rd correction, FIG. 17 is the figure which shows the result of the 4th correction | amendment in the vehicle acceleration target value determination process in the 2nd Embodiment of this invention, FIG. 18 is 2nd Embodiment of this invention. The figure which shows the result of the 5th correction | amendment in the vehicle acceleration target value determination process in a form, FIG. 19 is a flowchart which shows the operation | movement of the vehicle acceleration target value determination process in the 2nd Embodiment of this invention. 15, (a) is a side view of the vehicle, (b) is a side view of the joystick, (c) is a top view of the joystick, and (d) is a relationship with a target value corresponding to the input amount of the joystick. FIGS. 16 and 17 are diagrams showing coordinate axes shown, in which FIGS. 16 and 17 show a vehicle longitudinal acceleration target value, and FIG. 16B shows a vehicle lateral acceleration target value.

In the vehicle acceleration target value determination process, the main control ECU 21 first determines a reference vehicle acceleration target value (step S14-1). Specifically, the vehicle longitudinal acceleration target value is determined by the following equation.

U _X is the joystick longitudinal input amount, and α _{X, Max} is the vehicle longitudinal acceleration.

Also, the vehicle lateral acceleration target value is determined by the following formula.

U _Y is the joystick left / right input amount, and α _{Y, Max} is the vehicle left / right maximum acceleration.

Thus, the vehicle acceleration target value is determined in accordance with the joystick input amount. Specifically, a value proportional to the front / rear input amount of the joystick 31 is defined as the vehicle longitudinal acceleration. In this case, the input to the front is the acceleration command, and the input to the rear is the deceleration command. In addition, a value proportional to the left / right input amount of the joystick 31 is defined as the vehicle lateral acceleration. In this case, a turn in the input direction is commanded.

In the present embodiment, the maximum acceleration and the maximum deceleration are set to the same value for the vehicle longitudinal acceleration, but different values may be set. In this case, a value obtained by multiplying the maximum acceleration by the input rate at the time of forward input of the joystick 31 may be used as the acceleration target value, and a value obtained by multiplying the maximum deceleration by the input rate at the time of the rear input of the joystick 31 may be used as the acceleration target value.

In the present embodiment, for the vehicle longitudinal acceleration, the forward input of the joystick 31 corresponds to acceleration and the backward input corresponds to deceleration, but this may be reversed. That is, the rear input may be accelerated and the front input may be decelerated. As a result, the intuitive operational feeling of the control system is slightly reduced, but the stability against inertial force acting on the pilot is improved.

Further, in the present embodiment, various corrections are performed after the input amount of the joystick 31 is converted into the vehicle acceleration target value. However, the input amount may be converted into the vehicle acceleration target value after the input amount is corrected. .

Subsequently, the main control ECU 21 determines a first corrected vehicle acceleration target value (step S14-2). Specifically, the vehicle longitudinal acceleration target value after the first correction is determined by the following equation.

Also, the vehicle right / left acceleration target value after the first correction is determined by the following formula.

Note that β is a coordinate axis rotation angle sine value, and β = sβ ₀ . Β ₀ is the absolute value of the coordinate axis rotation angle sine value. Further, s is a joystick attachment position coefficient, which is 1 when the joystick 31 is disposed on the right side of the riding section 14 and -1 when disposed on the left side.

In this way, a value obtained by multiplying the longitudinal acceleration by the predetermined coordinate axis rotation angle sine value is added to the lateral acceleration. Specifically, when the vehicle longitudinal acceleration target value is positive, that is, when the vehicle 10 is accelerated by inputting the joystick 31 forward, the direction from the attachment position of the joystick 31 toward the inside of the vehicle 10 (FIG. 15C The vehicle lateral acceleration target value in the upward direction) is added. On the other hand, when the vehicle longitudinal acceleration target value is negative, that is, when the vehicle 10 is decelerated by inputting the joystick 31 rearward, the vehicle 10 is moved downward from the attachment position of the joystick 31 in the direction toward the outside of the vehicle 10 (FIG. 15C). Direction) vehicle lateral acceleration target value.

This is because the coordinate axis of the joystick 31 that is perpendicular to the rotation axis of the drive wheel 12 serving as a reference for setting the vehicle lateral acceleration target value is predetermined from the front of the vehicle 10 to the outside of the vehicle 10 as shown in FIG. This is equivalent to rotating the angle β. Note that the coordinate axis of the joystick 31 parallel to the rotation axis of the drive wheel 12 is not rotated.

Thus, by adapting the reception characteristics of the vehicle 10 by the non-orthogonal coordinate system to the input characteristics that are the trap when the person operates the joystick 31 diagonally forward, the occupant 15 who is the driver does not feel uncomfortable. You can maneuver comfortably.

In the present embodiment, the input amount is evaluated based on the linear coordinate axis obtained by rotating the coordinate axis in the front-rear direction of the joystick 31. Coordinate axes may be used. Moreover, you may use the curvilinear coordinate axis | shaft which made the break point part smooth.

Subsequently, the main control ECU 21 determines a second corrected vehicle acceleration target value (step S14-3). Specifically, the vehicle longitudinal acceleration target value after the second correction is determined by the following equation.

Note that ζ _X is a filter coefficient, and ζ _X = Δt / T _X. T _X is a low-pass filter time constant.

Also, the vehicle corrected lateral acceleration target value after the second correction is determined by the following formula.

Note that ζ _Y is a filter coefficient, and ζ _Y = Δt / T _Y. T _Y is a low-pass filter time constant. In this embodiment, the low-pass filter time constant is set as follows.

In this way, the vehicle acceleration target value is corrected by the low-pass filter. That is, the high frequency component of the vehicle longitudinal acceleration target value is removed by the low pass filter. In the inverted vehicle 10, it is necessary to change the vehicle body posture in accordance with the longitudinal acceleration, so that unnecessary high frequency components are removed together with noise so that vibrations and disturbances are not generated in the vehicle body posture. Thereby, the more comfortable inverted vehicle 10 can be provided.

In addition, a moderate time delay is given to the response of the lateral acceleration to the joystick input by the low pass filter. In the coaxial two-wheel inverted vehicle 10, the responsiveness of the turning traveling is too high compared to the responsiveness of the forward / rearward traveling, and therefore the characteristic time related to the vehicle body posture change of the vehicle 10 is given as an intentional time delay. This reduces the uncomfortable feeling of the occupant 15 as a driver for the sensitive response of turning, and facilitates the operation.

In the present embodiment, the time constant is set based on the dynamic characteristic time of the inverted vehicle 10, but the time constant may be determined based on another characteristic time. For example, the characteristic time related to the longitudinal acceleration / deceleration motion of the vehicle 10 may be a time constant. In addition, when the characteristic time related to the turning of the vehicle 10 is longer than the characteristic time related to the longitudinal acceleration / deceleration movement of the vehicle 10, the time constant of the low-pass filter for the vehicle longitudinal acceleration target value is set based on the characteristic time. You may set large.

Subsequently, the main control ECU 21 determines a third corrected vehicle acceleration target value (step S14-4). Specifically, the vehicle longitudinal acceleration target value after the third correction is determined by the following equation.

Also, the vehicle right / left acceleration target value after the third correction is determined by the following formula.

Further, α _{Y, IS, 0} is a left and right dead zone threshold, C _{IS, V} is a dead zone expansion speed coefficient (predetermined value), and C _{IS, D} is a dead zone extended deceleration coefficient (predetermined value). In the present embodiment, the front-rear dead zone threshold and the left-right dead zone threshold are set such that α _{Y, IS, 0} > α _{X, IS, 0} .

In this way, the vehicle acceleration target value is corrected by the dead zone. Specifically, as shown in FIG. 16A, when the absolute value of the vehicle longitudinal acceleration target value is equal to or less than a predetermined longitudinal dead zone threshold α _{X, IS, 0} , the vehicle longitudinal acceleration target value is set to zero. . This is to prevent a minute driving torque from being added when the vehicle is stopped due to noise or offset of an electrical signal corresponding to the operation amount of the joystick 31 or a minute input of the joystick 31 due to a disturbance. Thereby, the vehicle 10 with higher comfort and maneuverability can be provided.

Further, as shown in FIG. 16B, when the absolute value of the vehicle left-right acceleration target value is equal to or less than a predetermined left-right dead zone threshold α _{Y, IS, 0} , the vehicle left-right acceleration target value is set to zero. This takes into account the lateral shift when the joystick 31 is intended to be driven straight by the operator, and the intentional left / right direction input during the straight forward operation and the intentional left / right direction input by the left / right dead zone threshold. And ignoring the unintentional left-right direction input during the straight-ahead operation, thereby compensating for the straight traveling performance of the vehicle 10. Thereby, the vehicle 10 with higher maneuverability and comfort can be provided.

Furthermore, the left and right dead zone thresholds are increased as the driving wheel rotation angular speed increases as the vehicle speed. In this way, by extending the left and right dead band widths according to the vehicle speed, it is possible to reliably ensure straightness, which is more important during high-speed driving, regardless of the operator's skill. Further, at the time of deceleration, the left and right dead zone thresholds are increased as the vehicle deceleration increases. In this way, higher maneuverability and safety can be realized by reliably preventing the traveling direction of the vehicle 10 from shifting from side to side during sudden braking.

Furthermore, a predetermined correction coefficient is multiplied so that the maximum value of the vehicle acceleration target value does not change.

Subsequently, the main control ECU 21 determines a fourth corrected vehicle acceleration target value (step S14-5). Specifically, the vehicle longitudinal acceleration target value after the fourth correction is determined by the following equation.

Further, P _X is a front / rear input index, and P _X = p _X + q _X. Here, p _X is an integer part of the front and rear input index, and q _X is a decimal part (0 ≦ q _X <1) of the front and rear input index.

Also, the vehicle right / left acceleration target value after the fourth correction is determined by the following formula.

Here, p _Y is an integer part of the left and right input index, and q _Y is a decimal part (0 ≦ q _Y <1) of the left and right input index. P _{Y, In} is a left / right inner input index, and P _{Y, Out} is a left / right outer input index. In the present embodiment, P _{Y, In} > P _{Y, Out} is set.

Thus, the vehicle acceleration target value is corrected by a non-linear function. Specifically, as shown in FIGS. 17A and 17B, the rate of change when the value is large is the rate of change when the value is small, as shown in FIGS. The vehicle longitudinal acceleration target value and the vehicle lateral acceleration target value are corrected so as to be larger. In this way, by adapting the sensation characteristic of the vehicle 10 to the non-linear sensation characteristic of the operation amount that a person has, the occupant 15, who is the driver, can comfortably maneuver without feeling uncomfortable. As a result, the vehicle 10 with higher comfort and maneuverability can be provided.

Also, different left / right input indices are used depending on the left / right input direction of the pilot. As shown in FIG. 17B, the left / right input index for the vehicle left / right acceleration target value in the direction toward the inside of the vehicle 10 from the attachment position of the joystick 31 is set to the vehicle left / right acceleration target value in the direction toward the outside of the vehicle 10. Make it larger than the left / right input index. In this way, by adapting the sensitivity characteristics of the vehicle 10 to the difference between the left and right due to the asymmetric structure of the human body and the asymmetric sensitivity characteristics of the operation amount, the occupant 15 as the driver can comfortably maneuver without feeling uncomfortable. be able to. As a result, the vehicle 10 with higher comfort and maneuverability can be provided.

In the present embodiment, for the exponential function based on the input exponent, when the input exponent is not an integer, the function value is obtained by simply approximating the exponent with an integer function. May be. For example, it may be calculated by approximating with a Taylor series.

Subsequently, the main control ECU 21 determines a fifth corrected vehicle acceleration target value (step S14-6). Specifically, the vehicle longitudinal acceleration target value after the fifth correction is determined by the following equation.

Also, the vehicle right / left acceleration target value after the fifth correction is determined by the following formula.

In the fifth correction, as shown in FIG. 18, the vehicle lateral acceleration target value is corrected so that the output characteristic is asymmetric in the lateral direction. Specifically, the vehicle left-right acceleration target value in the direction from the attachment position of the joystick 31 toward the outside of the vehicle 10 is multiplied by an asymmetric coefficient that is a predetermined value of 1 or more. In this way, by adapting the sensitivity characteristics of the vehicle 10 to the difference between the left and right due to the asymmetric structure of the human body and the asymmetric sensitivity characteristics of the operation amount, the occupant 15 as the driver can comfortably maneuver without feeling uncomfortable. be able to. As a result, the vehicle 10 with higher maneuverability and comfort can be provided.

Note that the value is limited by multiplying the asymmetry coefficient so that the vehicle lateral acceleration target value does not exceed a predetermined maximum value.

Finally, the main control ECU 21 determines a vehicle acceleration target value (step S14-7), and ends the vehicle acceleration target value determination process. As described above, the vehicle acceleration target value corrected by the first to fifth corrections is determined as the final vehicle acceleration target value.

As described above, in the present embodiment, the input device 30 includes the joystick 31 operated by the operator, and the amount of inclination of the joystick 31 in the direction perpendicular to the rotation axis of the drive wheel 12 is set as the front-rear input amount. The amount of tilt of the joystick 31 in the direction parallel to the rotation axis is acquired as the left and right input amount, the value proportional to the corrected front and rear input amount is set as the front and rear running state, and the value proportional to the corrected left and right input amount is turned Driving torque that is set as a running state, corrects the set longitudinal traveling state and turning traveling state according to the time history of the longitudinal traveling state and / or turning traveling state, and achieves the set longitudinal traveling state and turning traveling state Is applied to each drive wheel 12.

Also, the longitudinal traveling state is defined as vehicle longitudinal acceleration, and the turning traveling state is defined as vehicle lateral acceleration. Then, the vehicle body is tilted back and forth according to the vehicle longitudinal acceleration, and the vehicle body is tilted left and right according to the vehicle lateral acceleration.

Furthermore, a low pass filter is applied to the vehicle longitudinal acceleration and vehicle lateral acceleration. Specifically, a low-pass filter having a time constant larger than the time constant of the low-pass filter for vehicle longitudinal acceleration is used as a low-pass filter for vehicle lateral acceleration. In addition, the time delay in the longitudinal posture control of the vehicle body is set as the time constant of the low-pass filter for vehicle lateral acceleration.

Furthermore, a value obtained by multiplying the longitudinal acceleration by a predetermined coordinate axis rotation angle sine value is added to the lateral acceleration. Specifically, when the longitudinal acceleration is positive, the lateral acceleration in the direction toward the inside of the vehicle from the position of the joystick 31 as the control device is added, and when the longitudinal acceleration is negative, the lateral acceleration in the direction toward the outside is applied. Add acceleration.

Further, when the absolute value of the vehicle longitudinal acceleration is smaller than the predetermined longitudinal dead zone threshold, the vehicle longitudinal acceleration is set to zero, and when the absolute value of the vehicle lateral acceleration is smaller than the predetermined lateral dead zone threshold, the vehicle lateral acceleration is Is zero. In this case, the left and right dead zone threshold values are set larger than the front and rear dead zone threshold values. Then, the left and right dead zone thresholds are increased as the vehicle speed increases. Further, when the longitudinal acceleration is negative, the left and right dead zone thresholds are increased as the absolute value thereof increases.

Furthermore, a value proportional to a value obtained by multiplying the vehicle longitudinal acceleration value by a predetermined longitudinal input index is defined as a vehicle longitudinal acceleration, and a value proportional to a value obtained by multiplying the vehicle lateral acceleration value by a predetermined lateral input index is defined as a vehicle lateral acceleration. And In this case, a left / right input index that varies depending on whether the vehicle left / right acceleration is positive or negative is used, and a left / right input index used for vehicle left / right acceleration in the direction toward the inside of the vehicle 10 from the position of the joystick 31 It is larger than the left / right input index used for the left / right acceleration.

Further, the vehicle lateral acceleration in the direction from the position of the joystick 31 toward the outside of the vehicle 10 is multiplied by a predetermined asymmetry coefficient.

As a result, it is possible to provide a vehicle 10 with high maneuverability that can realize maneuvering characteristics adapted to the structure, motion characteristics, sensory characteristics, etc. of the human body and that anyone can maneuver easily and easily. .

Next, a third embodiment of the present invention will be described. In addition, about the thing which has the same structure as 1st and 2nd embodiment, the description is abbreviate | omitted by providing the same code | symbol. Also, the description of the same operations and effects as those of the first and second embodiments is omitted.

FIG. 20 is a block diagram showing a configuration of a vehicle system according to the third embodiment of the present invention.

In the second embodiment, the correction of the vehicle acceleration target value is executed by a predetermined parameter assuming an “average” driver. However, since the structure, motion characteristics, sensory characteristics, etc. of the human body are different for each individual, some pilots may feel that the maneuverability is poor and that their intention to steer and the actual vehicle travel behavior do not match. .

Therefore, in the present embodiment, the correction parameter is corrected according to the vehicle acceleration time history. In addition, it includes a read / write unit that acquires and rewrites the correction parameter stored in the external storage device, acquires the correction parameter stored when the vehicle starts, sets the acquired value as the initial value of the correction parameter, and sets the correction parameter when the vehicle stops Are stored in the external storage device. As a result, it is possible to immediately realize the steering characteristics adapted to the skill, experience, habit, etc. of the driver, and to provide the vehicle 10 that anyone can easily control.

As shown in FIG. 20, in the present embodiment, the input device 30 transmits and receives a control switch 32 that outputs an operation command of the vehicle system and an ID card 34 as an external storage device in addition to the joystick 31. An ID card interface 33 is provided as read / write means for reading and writing data stored in the ID card 34.

When the driver 15 who is a driver operates the control switch 32, the control switch 32 outputs an operation command, and the main control ECU 21 that has received the operation command starts control of the vehicle system.

In addition, the occupant 15 has an ID card 34 for identifying itself. The ID card 34 includes data storage means such as a magnetic stripe and a semiconductor memory, and stores correction parameters dedicated to the occupant 15 as data. Then, when the occupant 15 connects the ID card 34 owned by the occupant 15 to the ID card interface 33 so as to communicate with the ID card interface 33, the main control ECU 21 reads the correction parameters stored in the ID card 34 into the ID card interface 33. The correction parameter is received from the ID card interface 33 and set as an initial value of the correction parameter used for correcting the vehicle acceleration target value. When the control of the vehicle system is finished, the main control ECU 21 transmits the corrected correction parameter to the ID card interface 33 and stores it in the ID card 34.

The configuration of other points is the same as that of the second embodiment, and a description thereof will be omitted.

Next, the operation of the vehicle 10 in the present embodiment will be described. First, system control processing for controlling the operation of the vehicle system will be described.

FIG. 21 is a flowchart showing the operation of the system control process in the third embodiment of the present invention.

In the system control process, the main control ECU 21 determines whether or not the control is started (step S21). Specifically, the process waits until an operation command is received from the control switch 32. When the operation command is received, it is determined that the control is started.

If it is determined that the control is started, the main control ECU 21 determines whether or not the data of the ID card 34 can be read (step S22). In this case, it is determined that the data stored in the ID card 34 can be read by the ID card interface 33 and can be read when the data is a correction parameter.

If it is determined that the data can be read, the main control ECU 21 acquires a correction parameter (step S23). Specifically, the correction parameter stored in the ID card 34 read by the ID card interface 33 is received from the ID card interface 33 and set as the initial value of the correction parameter used for correcting the vehicle acceleration target value.

If it is determined that reading is not possible, the main control ECU 21 sets a correction parameter (step S24). In this case, a predetermined value is set as an initial value of a correction parameter used for correcting the vehicle acceleration target value.

Subsequently, the main control ECU 21 executes travel and attitude control processing (step S25). In this case, the running and posture control process similar to that of the second embodiment is executed while correcting the correction parameter set as the initial value.

Subsequently, it is determined whether or not the control is finished (step S26). Specifically, when the operation command from the control switch 32 cannot be received, it is determined that the control is finished. When an operation command from the control switch 32 can be received, it is determined that the control is not finished, and the running and posture control processing is repeatedly executed.

If it is determined that the control is terminated, the main control ECU 21 stores the correction parameter (step S27) and terminates the system control process. Specifically, the main control ECU 21 transmits the final value of the corrected correction parameter to the ID card interface 33, and the ID card interface 33 writes and stores the final value of the correction parameter in the ID card 34.

In this way, the correction parameters adapted to each pilot are stored in the external storage device possessed by each pilot. That is, at the end of the control, the final value of the corrected correction parameter is stored in the ID card 34. At the start of control, the correction parameters stored in the ID card 34 are acquired and set as initial values before correction. In addition, when acquisition is impossible, the predetermined value equivalent to an average steering characteristic is set as an initial value. As described above, the correction parameter is stored as one piece of information in the ID card 34 corresponding to each pilot, so that the time required to correct the correction parameter can be saved and a single vehicle 10 can be used by a plurality of people. By adapting to the characteristics of each operator easily and instantaneously in the environment, the vehicle 10 with higher comfort and convenience can be provided.

In the present embodiment, the ID card 34 is used as an external storage device for correction parameters adapted to each individual, but may be used in combination with other functions. For example, the ID card 34 stores an ID number, the vehicle 10 stores a use permission ID number string, and authentication means for permitting control start when one of the data in the use permission ID number string matches the ID number. It may also serve as.

In this embodiment, the ID card 34 that can be removed from the vehicle 10 is used as an external storage device, but a storage device provided in the vehicle 10 may be used. In this case, before starting the control, information such as a password is entered, or an individual pilot is identified by selecting himself / herself from a plurality of user lists. The value of the correction parameter stored in the storage device provided is acquired.

Next, the vehicle acceleration target value determination process in the present embodiment will be described.

FIG. 22 is a diagram for explaining the estimation of the coordinate axis rotation angle sine value in the third embodiment of the present invention, and FIG. 23 is a flowchart showing the operation of the vehicle acceleration target value determination process in the third embodiment of the present invention. is there.

In the vehicle acceleration target value determination process, the main control ECU 21 first determines a reference vehicle acceleration target value (step S14-11). The operation for determining the reference vehicle acceleration target value is the same as the operation in step S14-1 shown in FIG. 19 in the second embodiment, and a description thereof will be omitted.

Subsequently, the main control ECU 21 determines a correction parameter (step S14-12). In this case, the coordinate axis rotation angle sine value β, the left / right dead zone threshold value α _{Y, IS, 0} , the left / right outer input index P _{Y, Out} and the asymmetry coefficient γ _{Y, As} are determined by the following equations.

Where β _Init is the coordinate axis rotation angle sine value initial value, α _{Y, IS, 0, Init} is the left and right dead zone threshold initial value, P _{Y, Out, Init} is the left and right outside input index initial value, and γ _{Y, As, Init} is This is the initial value of the asymmetry coefficient. N _TR is the initial value fixed data number, N _TR = T _TR / Δt, T _TR is the initial value fixed time (predetermined value), ξ is the filter coefficient, ξ = Δt / T _LP , T _LP is Filter time constant (initial value).

Also, the estimated value of the coordinate axis rotation angle sine value β, the estimated value of the left and right dead zone threshold α _{Y, IS, 0} , the estimated value of the left and right outer input indices P _{Y, Out and} the estimated value of the asymmetry coefficient γ _{Y, As} To decide.

Further, the longitudinal acceleration square sum S _XX , the lateral acceleration square sum S _YY and the acceleration synergistic sum S _XY are determined by the following equations.

N is the number of reference data, N = T _ref / Δt, and T _ref is a reference time (predetermined value).

Furthermore, the selection acceleration is determined by the following formula.

Furthermore, the selection judgment value is determined by the following formula.

T _sh is a maximum input transition time selection threshold (predetermined value).

Furthermore, the variance value is determined by the following formula.

Δσ is a dispersion difference, and Δσ = σ _In −σ _Out . Further, the inner dispersion value is determined by the following equation.

Further, the inner left / right acceleration square sum S _{YY, In} and the inner acceleration synergistic sum S _{XY, In} are determined by the following equations.

Here, N _In is the number of inner acceleration data, and is the number of times corresponding to the first row in the inner acceleration formula.

Also, the outer dispersion value is determined by the following formula.

Further, the outer left / right acceleration square sum S _{YY, Out} and the outer acceleration synergistic sum S _{XY, Out} are determined by the following equations.

Here, N _Out is the number of outer acceleration data, and is the number of times corresponding to the first row in the outer acceleration equation.

In this way, the correction parameters are corrected based on the vehicle acceleration time history. First, the inclination of the reference axis is corrected according to the average value of the ratio between the vehicle lateral acceleration target value and the vehicle longitudinal acceleration target value. In this case, as shown in FIG. 22, as a time-average relationship between the vehicle lateral acceleration target value and the vehicle longitudinal acceleration target value, a proportional relationship corresponding to a straight line is assumed, and the proportionality constant is represented by the least square method. Estimated by Then, a straight line indicating a time-average proportional relationship is used as a reference axis, and the proportional constant is set as a coordinate axis rotation angle sine value β. In this way, based on the assumption that the right turn operation and the left turn operation are executed with the same frequency and degree, the time average of the maneuvering operation is used as the sensuous reference axis of the driver, and the inclination of the reference axis is the coordinate axis rotation angle sine. By setting the value β, individual differences in input characteristics, which are the traps when a person operates the joystick 31 diagonally forward, are compensated for by the correction on the vehicle 10 side, so that the occupant 15 who is the driver can comfortably drive without feeling uncomfortable. can do.

Also, the width of the left and right dead zone is corrected according to the variation in the vehicle left and right acceleration target value with respect to the reference axis. First, a value obtained by multiplying the vehicle longitudinal acceleration target value by the average value of the ratio is set as a reference vehicle lateral acceleration, and a square average of deviations of the vehicle lateral acceleration target value with respect to the reference vehicle lateral acceleration is obtained as a variance value. Then, a value proportional to a standard deviation value that is a positive square root of the variance value is set as a left and right dead zone threshold. Thus, the frequency of the turning operation is much less than that of the straight-ahead operation, and the straight-ahead operation is performed based on the assumption that the majority of the left-right steering operations with respect to the reference axis are unintended deviations in the straight-ahead operation of the pilot. By appropriately correcting the threshold value that distinguishes unintentional left-right direction input during operation and intentional left-right input desired to turn, it compensates for individual differences in maneuvering technology and does not depend on the skill or habit of the driver. In addition, it is possible to guarantee the straight traveling performance of the vehicle 10.

Furthermore, the degree of left-right asymmetry is corrected according to the degree of asymmetry of the variation in the vehicle left-right acceleration target value with respect to the reference axis. First, the difference between the variance value of the vehicle lateral acceleration when the vehicle lateral acceleration target value is larger than the reference vehicle acceleration and the variance value of the vehicle lateral acceleration when the vehicle lateral acceleration target value is smaller than the reference vehicle acceleration is calculated as the vehicle lateral acceleration. Obtained as the target value asymmetry. Then, the left and right outer input indices and the asymmetry coefficient are corrected by an amount proportional to the degree of asymmetry. In this way, based on the assumption that the right turn operation and the left turn operation are executed with the same frequency and degree, and the asymmetry of the maneuvering operation is an unintended result of the maneuver, the inward variation of the vehicle 10 with respect to the reference axis By appropriately correcting the degree of left-right asymmetry so as to reduce the difference from the variation to the outside of the vehicle 10, individual differences in the maneuvering characteristics that are the driver's habits are compensated, and the occupant 15, who is the driver, It can be operated comfortably without a sense of incongruity.

Furthermore, when the instantaneous value of the vehicle acceleration target value and its time change rate are small, the data is excluded from the time history and is not considered. Specifically, the vehicle acceleration target value is ignored when the absolute value of the product of the vehicle translational acceleration target value, which is the vector sum of the vehicle longitudinal acceleration and the vehicle lateral acceleration, and its rate of time change is equal to or less than a predetermined threshold. Thus, each correction parameter is determined. In this way, it is possible to more appropriately correct by selectively extracting the operation history at the time of large operation or quick operation where the individual difference by the pilot is more remarkable, and ignoring the small operation corresponding to the subsequent correction operation You can modify the parameters.

Furthermore, correction of correction parameters is prohibited for a predetermined time from the start of control. The value of the correction parameter stored in the ID card 34 is used until a predetermined time has elapsed from the start of control. In this way, by using past data, the time required to adapt the correction parameters from the second use is omitted, and the maneuverability and comfort are immediately guaranteed by the characteristics suitable for the driver immediately after the start of driving. it can.

Furthermore, low-pass filter processing is applied to the correction parameter value after a predetermined time has elapsed. Thus, even when the reference time of the least squares method is shortened by using an IIR type low-pass filter that requires a small amount of data, that is, even if the data amount of the vast vehicle acceleration target value is reduced, Correction parameter correction can be executed stably.

In the present embodiment, the adaptation of the steering characteristics is executed without directly acquiring the driver's wishes regarding the steering characteristics, but the driver's wishes regarding the steering characteristics are acquired and taken into consideration. The steering characteristics may be adapted. For example, it is possible for the crew member 15 who is a pilot to input a selection of discrete steering characteristics and a desired qualitative correction direction of the steering characteristics using the input device 30 provided in the riding section 14. Correction of correction parameters that violate 15 wishes may be prohibited. Further, an adjuster for manually adjusting the maneuvering characteristics by the operator and a switch for switching between manual adaptation and automatic adaptation are arranged in the riding section 14, and the switch is in a state instructing manual adaptation. In some cases, the correction parameter is corrected in accordance with the input amount of the adjuster, and when the switch is in a state of instructing automatic adaptation, the automatic adaptation control in the present embodiment may be executed.

In this embodiment, the correction intention is corrected based on a large assumption and averaging without detecting or estimating the pilot's steering intention. However, the pilot's pilot intention is detected or estimated, and the correction parameter is corrected. The correction parameter may be corrected in consideration of the above. For example, a car navigation system is provided with map data and a vehicle position detection sensor, which determines whether the driving path is slightly bent or is bent by an unintentional operation of the driver. When it is determined that the operation is a simple operation, the vehicle acceleration target value at that time may be excluded from the time history. In addition, the pilot's intention of steering may be estimated and taken into account according to the amount of operation of other elements operated by the pilot, such as a direction indicator.

Subsequently, the main control ECU 21 determines a first corrected vehicle acceleration target value (step S14-13). The subsequent operations, that is, the operations of steps S14-13 to S14-18 are the same as the operations of steps S14-2 to S14-7 shown in FIG. 19 in the second embodiment. Is omitted.

Thus, in the present embodiment, the correction parameter is corrected according to the time history of vehicle acceleration. Specifically, at least one of a coordinate axis rotation angle sine value, a left / right dead zone threshold value, a left / right input index, or an asymmetric coefficient is corrected as a correction parameter.

Then, the correction parameter is corrected according to the average value of the ratio between the vehicle lateral acceleration and the vehicle longitudinal acceleration. In this case, the average value of the ratio is determined by the least square method. Then, the average value of the ratio is set as the coordinate axis rotation angle sine value. Further, the left and right dead zone threshold values are corrected according to a variance value that is the average of the squares of deviations of the vehicle lateral acceleration with respect to the reference vehicle lateral acceleration, which is a value obtained by multiplying the vehicle longitudinal acceleration by the average value of the ratio. Further, the left / right input index and / or the asymmetry coefficient are corrected according to the difference between the variance value of the vehicle lateral acceleration equal to or greater than the reference vehicle lateral acceleration and the variance value of the vehicle lateral acceleration equal to or less than the reference vehicle lateral acceleration.

Also, the vehicle acceleration when the vehicle acceleration and / or the time change rate of the vehicle acceleration is smaller than a predetermined threshold is excluded from the time history. Specifically, it is excluded when the absolute value of the product of the vehicle acceleration and the rate of change with the same time is equal to or less than a predetermined threshold value.

Further, as a reading / writing means for acquiring and rewriting correction parameters stored in an ID card 34 as an external storage device, an ID card interface 33 is provided to acquire correction parameters stored at the time of starting the vehicle and correct the acquired values. The initial value of the parameter is used, and the final value of the correction parameter is stored in the ID card 34 when the vehicle is stopped.

This makes it possible to immediately realize the steering characteristics adapted to the skill, experience, habit, etc. of the pilot, and to provide the vehicle 10 that anyone can easily control.

Next, a fourth embodiment of the present invention will be described. Note that components having the same structure as those of the first to third embodiments are denoted by the same reference numerals and description thereof is omitted. The description of the same operations and effects as those of the first to third embodiments is also omitted.

FIG. 24 is a schematic diagram showing the configuration of the vehicle in the fourth embodiment of the present invention, and FIG. 25 is a block diagram showing the configuration of the vehicle system in the fourth embodiment of the present invention. In FIG. 24, (a) is a diagram showing the operation of the attachment switch when the steering device is attached to the right side, (b) is a front view of the vehicle when the steering device is attached to the right side, and (c) is a diagram. The front view of the vehicle when the control device is attached to the left side, (d) is a diagram showing the operation of the attachment portion switch when the control device is attached to the left side, and (e) is the diagram showing the internal structure of the attachment portion switch. is there.

In the first to third embodiments, when the joystick 31 is disposed on the side of the riding section 14 and the occupant 15 as a driver operates it with one hand, the dominant arm side and the joystick 31 are arranged. If it is different from the installation side, it is very difficult to control. Of course, as a means for solving the problem, it is conceivable to dispose the joysticks 31 on both the left and right sides of the riding section 14, but in that case, it may hinder the realization of an inexpensive, light and simple vehicle 10.

Therefore, in the present embodiment, the steering device mounting portions are arranged on both the left and right sides of the riding portion 14, and the joystick 31 as the steering device can be connected to one of them. As a result, regardless of whether the dominant arm is left or right, anyone can operate comfortably, and it is possible to provide a vehicle 10 that is highly maneuverable and comfortable and inexpensive.

As shown in FIG. 24, the joystick 31 in the present embodiment has a mounting portion switch 35 disposed in the base portion 31a. The mounting portion switch 35 is connected to and separated from the right mounting switch 35R and the left mounting switch 35L which are swingably mounted on the left and right sides of the base portion 31a, the switch ECU 35a, and the right mounting switch 35R and the left mounting switch 35L. And a pair of switch contacts 35b functioning as an attachment side recognition device. The joystick 31 is detachably attached to a steering device right side mounting portion 18R or a steering device left side mounting portion 18L as a steering device mounting portion disposed on the right side and the left side of the riding portion 14.

Further, as shown in FIG. 24 (e), an urging member 38 made of a coil spring or the like is disposed around the swing shaft connected to the bases of the right mounting switch 35R and the left mounting switch 35L. The right mounting switch 35R and the left mounting switch 35L are biased by the biasing member 38 so that the tips thereof are separated from the switch contact 35b. In other words, the right mounting switch 35R and the left mounting switch 35L are urged by the urging member 38 so that the tips thereof move vertically downward. Therefore, in a state where the joystick 31 is not attached to the steering device right side mounting portion 18R or the steering device left side mounting portion 18L, the right mounting switch 35R, the left mounting switch 35L, and the switch contact 35b are maintained in the open state.

Furthermore, a pair of left and right through holes 36 are formed in the bottom plate of the base portion 31a. Then, when the joystick 31 is attached to the steering device right side mounting portion 18R, as shown in FIG. 24A, the right convex portion 19R that protrudes upward from the upper surface of the steering device right side mounting portion 18R is formed on the right side. It enters the base 31a from the through hole 36 and pushes up the right mounting switch 35R. As a result, the tip of the right mounting switch 35R is displaced vertically upward and contacts the switch contact 35b. Then, the switch ECU 35a senses a change in the potential difference, and indicates to the main control ECU 21 that the connection state of the right attachment switch 35R, that is, that the joystick 31 is attached to the right side attachment portion 18R of the control device is used as a right connection signal. Send.

Further, when the joystick 31 is attached to the left side mounting portion 18L of the control device, as shown in FIG. 24D, the left convex portion 19L that protrudes upward from the upper surface of the left side mounting portion 18L of the control device has a left side. It enters the base 31a from the through hole 36 and pushes up the left mounting switch 35L. Thereby, the tip of the left mounting switch 35L is displaced vertically upward and contacts the switch contact 35b. Then, the switch ECU 35a senses a change in the potential difference, and indicates to the main control ECU 21 as a left connection signal that the left mounting switch 35L is connected, that is, the joystick 31 is attached to the left side mounting portion 18L of the steering device. Send.

As described above, in the present embodiment, it is possible to reliably determine whether or not the joystick 31 is attached or whether it is attached on the left or right side with a simple system. All signals transmitted from the input device 30 to the main control ECU 21 are radio signals. Therefore, the left and right of the joystick 31 can be changed regardless of the electrical wiring, and the vehicle 10 with higher convenience and comfort can be provided.

In the present embodiment, the connection state of the joystick 31 is determined by a mechanical structure, but the connection state may be recognized by other electromagnetic or electronic information. For example, in the case of the vehicle 10 that acquires an electric signal corresponding to the operation amount of the joystick by wire, when the left and right electric connectors are provided and a signal is received from one of them, the joystick 31 is connected to that side. You may judge. Further, it may be input via the input device 30 to which the operator is connected.

Further, since the configuration of other points of the vehicle system is the same as that of the second embodiment, description thereof is omitted.

Next, the operation of the vehicle 10 in the present embodiment will be described. Here, only system control processing for controlling the operation of the vehicle system will be described.

FIG. 26 is a diagram for explaining the first correction in the vehicle acceleration target value determination process in the fourth embodiment of the present invention, and FIG. 27 is the vehicle acceleration target value determination process in the fourth embodiment of the present invention. The figure which shows the result of 4th correction, FIG. 28 is the figure which shows the result of 5th correction | amendment in the vehicle acceleration target value determination process in the 4th Embodiment of this invention, FIG. 29 is 4th Embodiment of this invention. It is a flowchart which shows the operation | movement of the system control process in a form. 26 to 28, (a) shows the case where the control device is attached to the right side, and (b) shows the case where the control device is attached to the left side.

In the system control process, the main control ECU 21 determines whether or not the control is started (step S31). Specifically, the process waits until an operation command is received from the control switch 32. When the operation command is received, it is determined that the control is started.

If it is determined that the control is started, the main control ECU 21 determines whether or not it is right-side mounting (step S32). In this case, when only the right side connection signal is received from the attachment portion switch 35, it is determined that the attachment is on the right side, that is, the joystick 31 is attached to the steering device right side attachment portion 18R.

If it is determined that the mounting is on the right side, the main control ECU 21 sets s = 1 (step S33). That is, the value of the joystick attachment position coefficient s is set to 1 corresponding to the state where the joystick 31 is attached to the steering device right side attachment portion 18R.

If it is determined that the mounting is not on the right side, the main control ECU 21 determines whether the mounting is on the left side (step S34). In this case, when only the left side connection signal is received from the attachment part switch 35, it is determined that the attachment is left side, that is, the joystick 31 is attached to the left side attachment part 18L of the control device.

If it is determined that the left side mounting, the main control ECU 21 sets s = −1 (step S35). That is, the value of the joystick attachment position coefficient s is set to −1 corresponding to the state in which the joystick 31 is attached to the left side mounting portion 18L of the control device.

If it is determined that the left-side mounting is not performed, the main control ECU 21 ends the system control process as it is.

Thus, the mounting state of the joystick 31 is determined based on the connection signal. That is, when the right connection signal is received and the left connection signal is not received, it is determined that the joystick 31 is attached to the right side of the riding section 14, and the joystick attachment position coefficient s = 1 corresponding to the right attachment state. Then, the running and attitude control process is started. When the left connection signal is received and the right connection signal is not received, it is determined that the joystick 31 is attached to the left side of the riding section 14, and the joystick attachment position coefficient s = − corresponding to the left attachment state. After setting 1, the running and attitude control processing is started.

As described above, the attachment state of the joystick 31 is surely recognized, and the joystick attachment position coefficient is switched in accordance with the attachment state, so that the vehicle acceleration target value suitable for the attachment state is corrected, regardless of the attachment state. High maneuverability and comfort can be achieved.

If both the right side connection signal and the left side connection signal are received, or if both are not received, it is determined that the attachment state of the joystick 31 is abnormal, and the system control process is terminated. In this way, the operation in the abnormal state is prohibited to ensure sufficient safety, and the maneuvering without fixing the joystick 31 is prohibited to promote the maneuvering in the safe state with the joystick 31 fixed. .

Subsequently, the main control ECU 21 executes travel and attitude control processing (step S36). In this case, according to the set joystick attachment position coefficient s, the same running and posture control processing as in the second embodiment is executed.

In the present embodiment, since the joystick attachment position coefficient s is set to 1 or −1 according to the attachment state of the joystick 31, the first correction in the vehicle acceleration target value determination process in the travel and attitude control process Is performed as shown in FIG. FIG. 26A shows the right side mounting state, that is, the case where the joystick mounting position coefficient s = 1, and FIG. 26B shows the left side mounting state, ie, the case where the joystick mounting position coefficient s = −1. Is shown.

Further, the fourth correction and the fifth correction are performed as shown in FIGS. 27 and 28, (a) shows the right side mounting state, that is, the case where the joystick mounting position coefficient s = 1, and (b) shows the left side mounting state, ie, the joystick mounting position coefficient s = −1. Shows the case.

Finally, it is determined whether or not the control is finished (step S37). Specifically, if the operation command from the control switch 32 cannot be received, it is determined that the control is terminated, and the system control process is terminated. When an operation command from the control switch 32 can be received, it is determined that the control is not finished, and the running and posture control processing is repeatedly executed.

Thus, in the present embodiment, the right side mounting portion 18R and the left side mounting portion 18L of the steering device can be disposed on both the left and right sides of the riding portion 14, and the joystick 31 can be attached to one of them. Then, two attachment side recognition switches disposed on the base 31a of the joystick 31, that is, a right attachment switch 35R and a left attachment switch 35L are provided, and the right attachment switch 35R or the left attachment switch 35L with the joystick 31 fixed. One of these is automatically pressed. Further, the sensibility characteristics of the joystick 31 with respect to the left and right inputs are reversed in accordance with the right connection signal and the left connection signal transmitted by the attachment switch 35. Specifically, the coordinate axis rotation angle sine value, the left / right input index, and the asymmetry coefficient are switched. Also, the value of the joystick attachment position coefficient is changed. Furthermore, when both the right connection signal and the left connection signal cannot be acquired, the vehicle 10 is prohibited from starting. Further, the operation amount of the joystick 31 is transmitted by a radio signal from the input device 30 to the main control ECU 21.

Thus, regardless of whether the dominant arm is left or right, anyone can operate comfortably, and it is possible to provide an inexpensive vehicle 10 that is highly maneuverable and comfortable.

Next, a fifth embodiment of the present invention will be described. Note that components having the same structure as those of the first to fourth embodiments are denoted by the same reference numerals and description thereof is omitted. Explanation of the same operations and effects as those in the first to fourth embodiments is also omitted.

FIG. 30 is a block diagram showing a configuration of a vehicle system according to the fifth embodiment of the present invention.

In the present embodiment, the case where the vehicle 10 has three or more wheels will be described. 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, it is a front wheel that is disposed in front of the vehicle body and functions as a steering wheel, like the vehicle 10 shown in FIG. 3 described as another example in the first embodiment. Only an example of a three-wheeled vehicle having a certain wheel 12F and wheels 12L and 12R which are two rear wheels arranged on the rear side of the vehicle body and functioning as drive wheels 12 will be described.

In this case, the vehicle 10 changes the camber angles of the left and right wheels 12L and 12R by the same link mechanism 60 as in the first to fourth embodiments, and turns the vehicle body including the riding portion 14 and the main body portion 11. The vehicle body can be tilted in the lateral direction (left-right direction). Note that posture control such as posture control of an inverted pendulum is not performed. That is, the posture control of the vehicle body in the front-rear direction is not performed.

Further, the wheel 12F is connected to the main body 11 through a front wheel fork 17 which is a part of the suspension device. Specifically, a steering portion 77 is disposed above the front end of the main body 11, and the rotating shaft of the front wheel fork 17 is rotatably supported by the steering portion 77. The steering section 77 includes a steering actuator 71 as a steering actuator and a steering angle sensor 72 as a steering amount detector.

The steering actuator 71 rotates the rotating shaft of the front wheel fork 17 in response to a travel command from the input device 30, 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 72 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.

And the vehicle 10 in this Embodiment has a vehicle system as shown in FIG. The input device 30 includes a steering angle sensor 72, a throttle grip 73, and a brake lever 74 as a steering device. The throttle grip 73 is a device that detects the amount of operation of the joystick 31 in the front-rear direction during acceleration operation and inputs a travel command for accelerating the vehicle 10 according to the amount of operation. The brake lever 74 is a device that detects an operation amount of the joystick 31 in the front-rear direction during a deceleration operation, and inputs a travel command for decelerating the vehicle 10 according to the operation amount.

The control ECU 20 has 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 72 is transmitted to the main control ECU 21.

Furthermore, the vehicle system includes a lateral acceleration sensor 42 and a link sensor 43. The lateral acceleration sensor 42 is a sensor including a general acceleration sensor, a gyro sensor, and the like, and detects the lateral acceleration of the vehicle 10. The link sensor 43 is a sensor composed of a rotary encoder or the like, and detects the link rotation angle and / or the rotation angular velocity by detecting a change in the rotation angle between the link members of the link mechanism 60.

The configuration of other points is the same as that of the first and second embodiments, and the description thereof is omitted.

Next, the operation of the vehicle 10 in the present embodiment will be described in detail. First, the traveling and attitude control processing will be described.

In the running and attitude control process, the main control ECU 21 first acquires each state quantity from the sensor. In the present embodiment, since the posture control in the front-rear direction is not performed, the vehicle body tilt pitch angle or the pitch angular velocity is not acquired because it is unnecessary.

Subsequently, the main control ECU 21 calculates the remaining state quantity, but does not calculate the pitch angular velocity or the vehicle body tilt pitch angle because they are unnecessary.

In addition, since the operation | movement which acquires the driver | operator's steering operation amount performed next and the operation | movement which determines the target value of vehicle acceleration are the same as that of the said 2nd Embodiment, description is abbreviate | omitted.

Subsequently, the main control ECU 21 calculates the target value of the drive wheel rotational angular velocity from the target value of the vehicle acceleration. Here, since the operation for determining the target value of the average driving wheel rotation angular velocity is the same as that of the second embodiment, the description thereof will be omitted.

In the present embodiment, the main control ECU 21 determines the target value of the left / right difference of the drive wheel rotation angular velocity by the following equation.

Thus, in the present embodiment, the drive wheel rotation angular velocity left / right difference target value, which is the target of the difference between the rotation angular velocities of the left and right drive wheels 12, is determined from the steering angle and the average drive wheel rotation angular velocity target value.

Subsequently, the main control ECU 21 determines a target value of the vehicle body inclination angle. In the present embodiment, the posture control in the front-rear direction is not performed, so the main control ECU 21 does not calculate the target value of the vehicle body tilt pitch angle when determining the target value of the vehicle body tilt angle, but instead calculates the target value of the vehicle body tilt pitch angle. Only the roll angle target value is determined. Since the determination of the target value of the vehicle body tilt roll angle is performed in the same manner as in the second embodiment, description thereof is omitted.

Regarding the vehicle body tilt roll angle, the target posture can be freely set within the range where the ground load center exists in the stable region between the ground points of the two drive wheels 12, but in this embodiment, the load on the occupant 15 is the most. Give a few postures as target values.

Since the subsequent operations in the running and posture control processing are the same as those in the second embodiment, description thereof is omitted.

Also, the vehicle acceleration target value determination process is the same as that in the second embodiment, and thus the description thereof is omitted.

Also in the present embodiment, the input device 30 includes the joystick 31 operated by the operator, the amount of inclination of the joystick 31 in the direction perpendicular to the rotation axis of the drive wheel 12 is set as the front-rear input amount, and the rotation axis of the drive wheel 12 The amount of tilt of the joystick 31 in the direction parallel to is acquired as the left and right input amount, a value proportional to the corrected front and rear input amount is set as the front and rear traveling state, and the value proportional to the corrected left and right input amount is set as the turning traveling state. Set and correct the set front / rear driving state and turning state according to the time history of the front / rear driving state and / or turning state, and drive torque to achieve the set front / rear state and turning state It is given to the ring 12.

Also, the longitudinal traveling state is defined as vehicle longitudinal acceleration, and the turning traveling state is defined as vehicle lateral acceleration. Then, the vehicle body is tilted left and right according to the vehicle lateral acceleration.

Other points are the same as those in the second embodiment, and a description thereof will be omitted.

Next, a sixth embodiment of the present invention will be described. Note that components having the same structure as those of the first to fifth embodiments are denoted by the same reference numerals and description thereof is omitted. Explanation of the same operations and effects as those of the first to fifth embodiments is also omitted.

FIG. 31 is a block diagram showing a configuration of a vehicle system according to the sixth embodiment of the present invention.

In the fifth embodiment, the correction of the vehicle acceleration target value is executed by a predetermined parameter assuming an “average” driver. However, since the structure, motion characteristics, sensory characteristics, etc. of the human body are different for each individual, some pilots may feel that the maneuverability is poor and that their intention to steer and the actual vehicle travel behavior do not match. .

Therefore, in the present embodiment, the correction parameter is corrected according to the vehicle acceleration time history. In addition, it includes a read / write unit that acquires and rewrites the correction parameter stored in the external storage device, acquires the correction parameter stored when the vehicle starts, sets the acquired value as the initial value of the correction parameter, and sets the correction parameter when the vehicle stops Are stored in the external storage device. As a result, it is possible to immediately realize the steering characteristics adapted to the skill, experience, habit, etc. of the driver, and to provide the vehicle 10 that anyone can easily control.

As shown in FIG. 31, in this embodiment, the input device 30 performs transmission / reception with the ID card 34 as an external storage device in addition to the steering angle sensor 72, the throttle grip 73, and the brake lever 74. An ID card interface 33 is provided as read / write means for reading and writing data stored in the ID card 34.

And the crew member 15 who is a pilot possesses ID card 34 which identifies himself / herself. The ID card 34 includes data storage means such as a magnetic stripe and a semiconductor memory, and stores correction parameters dedicated to the occupant 15 as data. Then, when the occupant 15 connects the ID card 34 owned by the occupant 15 to the ID card interface 33 so as to communicate with the ID card interface 33, the main control ECU 21 reads the correction parameters stored in the ID card 34 into the ID card interface 33. The correction parameter is received from the ID card interface 33 and set as an initial value of the correction parameter used for correcting the vehicle acceleration target value. When the control of the vehicle system is finished, the main control ECU 21 transmits the corrected correction parameter to the ID card interface 33 and stores it in the ID card 34.

The configuration of other points is the same as that of the third and fifth embodiments, and the description thereof is omitted.

Further, the operation of the vehicle 10 in the present embodiment is also the same as that in the third and fifth embodiments, and thus the description thereof is omitted.

Next, a seventh embodiment of the present invention will be described. Note that components having the same structure as those of the first to sixth embodiments are denoted by the same reference numerals and description thereof is omitted. Explanation of the same operations and effects as those in the first to sixth embodiments is also omitted.

FIG. 32 is a schematic diagram showing the configuration of the vehicle in the seventh embodiment of the present invention, and FIG. 33 is a block diagram showing the configuration of the vehicle system in the seventh embodiment of the present invention. 32A is a rear view of the vehicle when the control device is attached to the left side, and FIG. 32B is a rear view of the vehicle when the control device is attached to the right side.

In the fifth and sixth embodiments, when the joystick 31 is disposed on the side of the riding section 14 and the occupant 15 as a driver operates it with one hand, the dominant arm side and the joystick 31 are arranged. If it is different from the installation side, it is very difficult to control. Of course, as a means for solving the problem, it is conceivable to dispose the joysticks 31 on both the left and right sides of the riding section 14, but in that case, it may hinder the realization of an inexpensive, light and simple vehicle 10.

Therefore, in the present embodiment, the steering device mounting portions are arranged on both the left and right sides of the riding portion 14, and the joystick 31 as the steering device can be connected to one of them. As a result, regardless of whether the dominant arm is left or right, anyone can operate comfortably, and it is possible to provide a vehicle 10 that is highly maneuverable and comfortable and inexpensive.

As shown in FIG. 33, the input device 30 in the present embodiment has an attachment switch 35. The attachment portion switch 35 functions as an attachment side recognition device. The joystick 31 is detachably attached to the steering device attachment portions disposed on the right side and the left side of the riding portion 14.

In addition, since it is the same as that of the said 4th and 5th embodiment about the structure of another point, description is abbreviate | omitted.

Also, the operation of the vehicle 10 in the present embodiment is also the same as that in the fourth and fifth embodiments, and the description thereof is omitted.

Further, in the second to seventh embodiments of the present invention, the following can be shown as means for solving the problems of the prior art.

Controlling the posture of the vehicle body by controlling left and right drive wheels rotatably attached to the vehicle body, a steering device having a joystick operated by the operator, and a drive torque applied to each of the drive wheels, A vehicle control device that controls travel according to the input amount of the joystick, the vehicle control device acquires the input amount of the joystick in a direction perpendicular to the rotation axis of the drive wheel as a front-rear input amount, The input amount of the joystick in the direction parallel to the rotation axis of the drive wheel is acquired as a left / right input amount, and a value proportional to the acquired front / rear input amount is set as a front / rear traveling state that is an amount representing a traveling state in the front / rear direction. Then, a value proportional to the acquired left / right input amount is set as a turning traveling state which is an amount representing a turning traveling state, and the set front / rear traveling state and turning traveling state are set as the setting. Vehicle is corrected according to the time history of the longitudinal running state and / or the turning traveling state, to impart driving torque so as to achieve the corrected longitudinal running state and the turning traveling state to each of the driving wheels were.

According to this configuration, it is possible to provide a vehicle with high maneuverability that can realize maneuvering characteristics adapted to the structure, motion characteristics, sensory characteristics, etc. of a human body, and that anyone can maneuver easily and easily. Can do.

In other vehicles, the front-rear traveling state is vehicle longitudinal acceleration, and the turning state is vehicle lateral acceleration.

According to this configuration, by making two pieces of information that can be input with the joystick correspond to the longitudinal and lateral accelerations, it becomes possible to input various piloting intentions of the pilot without requiring other input means, Intuitive and free maneuverability can be achieved.

In yet another vehicle, the vehicle control device further tilts the vehicle body forward and backward according to the corrected vehicle longitudinal acceleration, and tilts the vehicle body left and right according to the corrected vehicle lateral acceleration.

According to this configuration, by tilting the vehicle body according to the maneuvering operation, it is possible to give a sense of unity with the vehicle that is particularly important in the microminiature vehicle and to improve the maneuvering feeling.

In still another vehicle, the vehicle control device applies a low-pass filter having a predetermined first temporary constant to the set front and rear running state, and is larger than the first temporary constant to the set turning driving state. Apply a low pass filter with a second time constant.

According to this configuration, it is possible to provide a vehicle that can be comfortably and easily steered by reducing the driver's uncomfortable feeling with respect to the difference in response speed between the front and rear traveling and the turning traveling, which is a feature of the microminiature vehicle.

In still other vehicles, the second time constant is the delay time in the posture control in the longitudinal direction of the vehicle body.

According to this configuration, it is possible to provide a vehicle that can be comfortably and easily steered by reducing the driver's uncomfortable feeling with respect to the difference in response speed between front and rear traveling and turning traveling, which is a feature of inverted vehicles, and compatibility between front and rear traveling and posture control. it can.

In still another vehicle, the vehicle control device further adds a value obtained by multiplying the set forward / backward travel state by a predetermined coordinate axis rotation angle sine value to the set turning travel state.

In yet another vehicle, the vehicle control device further sets a value in a direction toward the inside of the vehicle body from the position of the control device when the set front and rear traveling state is a value toward the front of the vehicle. In addition to the set turning state, if the set back and forth state is a value toward the rear of the vehicle, a value in a direction from the position of the control device toward the outside of the vehicle body is added to the set turning state. .

According to these configurations, the driver can comfortably operate the vehicle without having a sense of incongruity by adapting the reception characteristics on the vehicle side to the input characteristics as a trap when operating the joystick placed diagonally forward. can do.

In yet another vehicle, the vehicle control device further sets the set front / rear running state to zero when the absolute value of the set front / rear running state is smaller than a predetermined front / rear dead zone threshold, and sets the turning When the absolute value of the traveling state is smaller than a predetermined left and right dead zone threshold, the set turning traveling state is set to zero.

According to this configuration, a minute driving torque is added when the vehicle stops due to noise or offset of an electrical signal corresponding to the amount of operation of the joystick, or a minute input of the joystick due to a disturbance, etc. It can be surely prevented.

Further, in other vehicles, the left and right dead zone threshold is larger than the front and rear dead zone threshold.

According to this configuration, the unintentional left / right direction input during the straight-ahead operation can be ignored, and the straight running performance of the vehicle can be ensured.

In still other vehicles, the left and right dead zone thresholds increase as the vehicle speed increases.

According to this configuration, it is possible to reliably ensure straightness, which is more important during high-speed driving, regardless of the operator's skill.

In still other vehicles, the left and right dead zone thresholds increase when the set absolute value of the front / rear driving state increases when the set front / rear driving state is opposite to the traveling direction of the vehicle.

According to this configuration, at the time of an emergency braking command where it is difficult to make fine adjustments to the steering operation, such as during emergency braking, the vehicle can be prevented from turning unintentionally to the left and right, thereby providing higher maneuverability and safety. realizable.

In still another vehicle, the vehicle control device further sets the value of the set front / rear running state to a value obtained by multiplying a value obtained by multiplying a predetermined front / rear input index by the corrected front / rear running state, and sets the turning A value proportional to a value obtained by multiplying the value of the traveling state by a predetermined left / right input index is set as the corrected turning traveling state.

According to this configuration, the pilot can comfortably drive without any sense of incongruity by adapting the vehicle-side sensitivity characteristics to the nonlinear sensitivity characteristics of the operation amount of the person.

In still another vehicle, the left / right input index used for the set turning state in the direction from the position of the control device toward the inside of the vehicle body is a direction from the position of the control device toward the outside of the vehicle body. Is greater than the left / right input index used in the set turning state.

In still another vehicle, the vehicle control device multiplies the set turning state in the direction from the position of the control device toward the outside of the vehicle body by an asymmetry coefficient that is a predetermined value of 1 or more.

According to these configurations, the driver can operate the vehicle more easily and comfortably by adapting the vehicle's sensitivity characteristics to the left and right differences due to the asymmetric structure of the human body and the asymmetric sensitivity characteristics of the operation amount. be able to.

In yet another vehicle, the vehicle control device further includes a parameter for correcting the set front / rear traveling state and the turning traveling state according to the set front / rear traveling state and / or the time history of the turning traveling state. The correction parameter is corrected.

This configuration makes it possible to provide a vehicle that can be easily and comfortably operated by anyone by adapting the sensitivity characteristics on the vehicle side to the driver's skill, experience, habit, etc. to some extent.

In still other vehicles, the correction parameter is at least one of the coordinate axis rotation angle sine value, the left / right dead zone threshold, the left / right input index, and the asymmetric coefficient.

According to this configuration, by targeting characteristic parameters, it is possible to appropriately compensate for characteristics that tend to cause individual differences in handling characteristics.

In still another vehicle, the vehicle control device further corrects the correction parameter according to an average of a ratio between the set front and rear traveling state and the set turning traveling state.

According to this configuration, it is possible to easily estimate and compensate the individual maneuvering characteristics by appropriately extracting characteristic elements in the time history of the operation amount.

In still other vehicles, the vehicle control device obtains the average of the ratios by the least square method.

This configuration makes it possible to estimate each person's handling characteristics with a simpler calculation method.

In still other vehicles, the vehicle control device further sets the average of the ratios to the coordinate axis rotation angle sine value.

According to this configuration, it is possible to compensate for individual differences in input characteristics as a trap when the operator operates a joystick disposed diagonally forward, and anyone can operate comfortably without a sense of incongruity.

In still another vehicle, the vehicle control device further includes an average of squares of deviations of the set turning traveling state with respect to a reference turning traveling state that is a value obtained by multiplying the set front and rear traveling state by the average of the ratio. The left and right dead zone threshold values are corrected according to the variance value.

According to this configuration, it is possible to appropriately ensure the straight traveling performance of the vehicle without sacrificing the responsiveness of the turning traveling according to the skill of the driver.

In yet another vehicle, the vehicle control device further includes the variance value relating to the set turning state not less than the reference turning state and the variance relating to the set turning state not more than the reference turning state. The left / right input index and / or the asymmetry coefficient are corrected according to a difference from the value.

According to this configuration, any vehicle can be operated easily and comfortably by adapting the vehicle's sensitivity characteristics to individual differences regarding the asymmetric structure of the human body and the asymmetric sensitivity characteristics of the operation amount.

In still another vehicle, the vehicle control device further includes the acquired front-rear driving state in which the absolute value of the acquired front-rear traveling state and the turning traveling state and / or the time change rate of the absolute value is smaller than a predetermined threshold. The state and the turning traveling state are excluded from the time history.

In still another vehicle, the vehicle control device further acquires the acquired front-rear travel in which a product of the acquired absolute value of the front-rear traveling state and the turning traveling state and a time change rate of the absolute value is smaller than a predetermined threshold. The state and the turning traveling state are excluded from the time history.

According to these configurations, it is possible to more appropriately and quickly adapt to individual differences by extracting a characteristic part from the time history data of the operation amount.

Still another vehicle further includes a read / write means for reading and writing correction parameters stored in the external storage device, and the vehicle control device stores the read / write means in the external storage device when the vehicle is started. The obtained correction parameter is acquired as an initial value, and the final value of the correction parameter corrected when the vehicle is stopped is stored in the external storage device from the read / write unit.

According to this configuration, by utilizing past data, the time required for adapting the correction parameters from the second use is omitted, and the maneuverability and comfort are immediately improved by the characteristics suitable for the driver immediately after the start of traveling. Can be guaranteed. In addition, even in a usage environment where a single vehicle is used by multiple people, each user can easily and instantaneously adapt to the characteristics of each pilot by using his own external storage means. A vehicle with higher comfort and convenience can be realized.

Further, the other vehicle further includes a steering device mounting portion disposed on both the left and right sides of the riding portion on which the pilot rides, and the steering device can be attached to either the left or right steering device mounting portion. is there.

In still another vehicle, the control device further includes an attachment side recognition device that recognizes whether the control device is attached to the left or right control device attachment portion, and the vehicle control device receives a signal received from the attachment side recognition device. Accordingly, the set front / rear traveling state and / or turning traveling state is corrected.

According to these configurations, both right-handed and left-handed people can operate easily and comfortably.

Next, eighth and ninth embodiments of the present invention will be described.

In the case of a conventional vehicle as described in the section of “Background Art”, the driver commands a turning target by a steering device, but the steering device is complicated and cannot be operated intuitively. It is difficult to set a travel target easily.

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 eighth and ninth embodiments of the present invention solve the problems of the conventional vehicle, determine the yaw rate and the left / right acceleration according to the input amount of the input means, and the yaw rate or the left / right according to the vehicle speed. By correcting at least one of the accelerations and turning at the corrected yaw rate and / or left / right acceleration, an appropriate turning state can be realized according to the input amount of the operator, and it is easy with a simple control device. An object is to provide a vehicle that can be intuitively operated.

First, an eighth embodiment will be described. Note that components having the same structure as those of the first to seventh embodiments are denoted by the same reference numerals and description thereof is omitted. Explanation of the same operations and effects as those of the first to seventh embodiments is also omitted.

FIG. 34 is a schematic diagram showing the configuration of the vehicle in the eighth embodiment of the present invention. In the figure, (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.

As shown in FIGS. 34 (c) and (d), the joystick 31 in the present embodiment is a base 31a, is attached to the base 31a so as to be tiltable, and is a means for inputting by tilting back and forth and left and right. The lever 31b as the first input means, and the rotating portion as the second input means that can be freely rotated within a predetermined angle range around the reference axis of the lever 31b and are input by rotating. 31c.

And the crew member 15 as a driver inputs a run command by inclining the lever 31b back and forth and right and left as indicated by arrows in FIGS. 34 (c) and 34 (d). 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 the main control ECU 21.

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. 34 (c) and 34 (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.

Note that the lever 31b is not 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. 34C and 34D, 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.

Also, the lever 31b and the rotating part 31c are each urged by a neutral state return spring member (not shown), and when the operator releases and releases the hand, the lever 31b and the rotary part 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.

Note that the configuration of the vehicle system including the main control ECU 21, the drive wheel control ECU 22, and the link control ECU 25 is the same as that of the second embodiment, and thus the description thereof is omitted.

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.

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. 35 is a schematic diagram illustrating the configuration of another example of the vehicle according to the eighth embodiment of the present invention, and FIG. 36 is a block diagram illustrating the configuration of another example of the vehicle system according to the eighth embodiment of the present invention. It is. 35A is a rear view, FIG. 35B is a side view, and FIG. 35C is a rear view in a state where the vehicle body is inclined.

The 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. 35, the vehicle 10 is disposed in front of the vehicle body, and is disposed in the rear of the vehicle body, with the wheel 12F being one front wheel functioning as a steering wheel. Only an example of a three-wheeled vehicle having wheels 12L and 12R, which are two rear wheels functioning as drive wheels 12, will be described.

The vehicle 10 of the example shown in FIG. 35 changes the camber angles of the left and right wheels 12L and 12R by the link mechanism 60 and includes the riding portion 14 and the main body 11 as shown in FIG. 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. Since the link mechanism 60 has the same configuration as that of the vehicle 10 shown in FIG. 34, the description thereof is omitted. 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.

Further, in the vehicle 10 of the example shown in FIG. 35, the wheel 12F is connected to the main body 11 via a front wheel fork 17 which is a part of the suspension device. 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. 35, a steering portion 77 is disposed above the front end of the main body 11, and the rotating shaft of the front wheel fork 17 is rotatably supported by the steering portion 77. The steering section 77 includes a steering actuator 71 as a steering actuator and a steering angle sensor 72 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 72 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. 35 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 72 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.

The configuration of other points in the vehicle 10 of the example shown in FIG. 35 is the same as that of the vehicle 10 of the example shown in FIG.

Next, the operation of the vehicle 10 in the present embodiment will be described in detail. First, the traveling and attitude control processing will be described.

FIG. 37 is a flowchart showing the operation of the running and posture control process in the eighth embodiment of the present invention.

In the present embodiment, ψ is the vehicle body yaw angle [rad], and α is the vehicle acceleration [m / s ² ].

In the running and attitude control process, the main control ECU 21 first acquires each state quantity from the sensor (step S41). 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.

Incidentally, in the vehicle 10 in the example shown in FIG. 35, since the posture control in the front-rear 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 S42). 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 acquires the pilot operation amount (step S43). 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 S44), 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 S45). 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.

Also, the target value of the left and right difference of the rotational angular speed of the drive wheel is determined by the following formula.

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 left and right driving wheel rotation angular velocities 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 S46). 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 in the example shown in FIG. 35, 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, the subscript X indicates front and rear (x-axis direction), and the subscript Y indicates left and right (y-axis direction).

Thus, the target value of the vehicle body inclination 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 other values 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 S47). 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 S48). 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 S49). 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. 35, since attitude control in the front-rear direction is not performed _, 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 S50), 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 25 as right drive torque command value τ _WR , left drive torque command value τ _WL , total drive torque as command values determined by the following formulas. 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. In addition, command values for the right drive torque and the left drive torque are given so that the average drive torque and the left-right difference between the drive torques are required values. In the vehicle 10 of the example shown in FIG. 35, since attitude control in the front-rear direction is not performed _, 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.

Further, the running and posture 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. 38 is a diagram showing the relationship between the first turning target value and the vehicle speed target value in the eighth embodiment of the present invention, and FIG. 39 is the second turning target in the eighth embodiment of the present invention. FIG. 40 is a diagram showing the relationship between the value and the vehicle speed target value, FIG. 40 is a diagram showing the relationship between the longitudinal acceleration target value correction amount and the vehicle speed target value in the eighth embodiment of the present invention, and FIG. It is a flowchart which shows operation | movement of the driving | running | working state target value determination process in the 8th Embodiment of invention. 38A shows the relationship between the first lateral acceleration target value and the vehicle speed target value, and FIG. 38B shows the relationship between the first yaw rate target value and the vehicle speed target value. 39, (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 S44-1). 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 the first turning target value (step S44-2). 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 of FIG. 38A shows 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).

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

Then, the relationship between the first yaw rate target value and the vehicle speed target value is as shown in FIG. The graph of FIG. 38B shows a case where the left and right input amount of the lever 31b is a positive value, as in the graph of FIG. 38A, and the left and right input amount of the lever 31b is a negative value. In this case, the graph shown in FIG. 38B is moved symmetrically with respect to the horizontal axis. Further, the graphs of FIGS. 38A and 38B 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. 38), 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.

Furthermore, in the present embodiment, the joystick 31 as the control device includes a lever 31b as a first input means, and determines the target value so that the left and right input direction of the lever 31b matches the left and right acceleration direction. 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 (first speed threshold value in the example shown in FIG. 38), 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 target value (step S44-3). 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. Note that the graph of FIG. 39A 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).

Also, 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.

And the relationship between the second yaw rate target value and the vehicle speed target value is as shown in FIG. Note that the graph of FIG. 39B represents the case where the rotation input amount of the rotation unit 31c is a positive value, as in the graph of FIG. 39A, and the rotation input amount of the rotation unit 31c is negative. When the value is, the graph of FIG. 39 (b) is moved symmetrically with respect to the horizontal axis. Also, the graphs of FIGS. 39A and 39B 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 rotation input amount of the control device and the target value of the vehicle speed. When the vehicle speed target value is less than a predetermined threshold value (third speed threshold value in the example shown in FIG. 39), 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.

Also, a value proportional to the rotational input rate 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. Thereby, it is possible to quantitatively command the conversion speed in the vehicle body direction, and the vehicle 10 with higher maneuverability is realized.

Furthermore, in the present embodiment, a rotation unit 31c as a second input means is provided, and the target value is determined so that the rotation input direction of the rotation unit 31c matches the yaw rate direction. 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.

Furthermore, when the target value of the vehicle speed 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. 39), the turning target value is limited according to the vehicle speed so as to become 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 S44-4). 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 this 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, target values for the lateral acceleration and the yaw rate are set. However, 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 a target value for forward and backward travel (step S44-5), 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.

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

Thus, in the present embodiment, the target value of the longitudinal acceleration is corrected by 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.

Further, when the vehicle speed target value is equal to or less than a predetermined threshold value (V _{sh, 0} in the example shown in FIG. 40), 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 equation for determining the second turning travel target value in step S44-3, and the target values for front and rear travel in step S44-5. 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 travel in step S44-5 to be larger values, the turning travel 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 this 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 the state quantity is selected according to the vehicle speed, and the value obtained by converting the value of the 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.

Also, 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.

Furthermore, the absolute value of the corrected yaw rate is reduced when the vehicle speed is below 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.

Also, in the transition state between the forward travel state and the reverse travel state, the positive / negative 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.

Furthermore, 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, target values for the yaw rate and the lateral acceleration are determined, and a drive torque corresponding to the target values is applied to the left and right drive 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 the present embodiment, it is possible to realize an appropriate turning traveling state according to the operation input amount of the operator. And the vehicle 10 which can be steered easily and intuitively with a simple steering device can be provided.

Next, a ninth embodiment of the present invention will be described. Note that components having the same structure as those of the first to eighth embodiments are denoted by the same reference numerals and description thereof is omitted. Explanation of the same operations and effects as those in the first to eighth embodiments is also omitted.

FIG. 42 is a diagram showing the relationship between the first turning target value and the vehicle speed target value in the ninth embodiment of the present invention, and FIG. 43 is the second turning target in the ninth embodiment of the present invention. It is a figure which shows the relationship between a value and the target value of vehicle speed. 42, (a) shows the relationship between the first lateral acceleration target value and the vehicle speed target value, and (b) shows the relationship between the first yaw rate target value and the vehicle speed target value. 43, (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 eighth embodiment, the equation for determining the first turning target value used in step S44-2 and the equation for determining the second turning target value used in step S44-3 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 expression 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.

As a result, the relationship between the first lateral acceleration target value and the vehicle speed target value in the present embodiment is as shown in FIG. Note that the graph of FIG. 42 (a) represents a case where the left / right input amount of the lever 31b is a positive value, and when the left / right input amount of the lever 31b is a negative value, FIG. This graph is obtained by symmetrically moving with respect to the horizontal axis (V ^* axis).

Also, the first yaw rate target value is determined by the following formula.

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. Note that the graph of FIG. 42B shows a case where the left and right input amount of the lever 31b is a positive value, as in the graph of FIG. 42A, and the left and right input amount of the lever 31b is a negative value. In this case, the graph of FIG. 42B is a graph obtained by moving the graph 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. The graph of FIG. 43A represents a case where the rotation input amount of the rotation unit 31c is a positive value. 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).

Also, the second yaw rate target value is determined by the following formula.

Thus, the relationship between the second yaw rate target value and the vehicle speed target value in the present embodiment is as shown in FIG. Note that the graph of FIG. 43B represents the case where the rotation input amount of the rotation unit 31c is a positive value, as in the graph of FIG. 43A, and the rotation input amount of the rotation unit 31c is negative. When the value is, the graph of FIG. 43B is a graph obtained by symmetrically moving the graph with respect to the horizontal axis.

Since other points are the same as those in the eighth embodiment, description thereof will be 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.

Furthermore, in the eighth and ninth embodiments of the present invention, the following can be shown as means for solving the problems of the prior art.

Controlling the posture of the vehicle body by controlling left and right drive wheels rotatably attached to the vehicle body, first input means operated by the operator, and drive torque applied to each of the drive wheels, A vehicle control device that controls traveling according to an input amount of one input means, the vehicle control device determines a yaw rate and a lateral acceleration according to an input amount of the first input means, A vehicle that corrects at least one of the lateral acceleration in accordance with the vehicle speed and controls turning based on the corrected yaw rate and / or lateral acceleration.

According to this configuration, it is possible to realize an appropriate turning traveling state according to the input amount of the control device, and it is possible to easily and intuitively control with a simple control device.

In other vehicles, the vehicle control device further selects one of the yaw rate and the left / right acceleration according to the vehicle speed, and sets a value obtained by converting the one value according to the vehicle speed as the other correction value.

こ の According to this configuration, it is possible to realize a turning traveling state in accordance with a human sense and improve a feeling of steering.

In yet another vehicle, the vehicle control device further 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.

In yet another vehicle, the vehicle control device further determines 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. Select, otherwise select the other.

According to these configurations, by appropriately and smoothly switching between the yaw rate and the lateral acceleration, it is possible to prevent the driver from feeling uncomfortable and to further improve the handling feeling.

In still other vehicles, the vehicle control device further reverses the sign of the yaw rate with respect to the input amount of the first input means in the transition state between the forward travel state and the reverse travel state.

This configuration does not give the operator a sense of incongruity about 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.

In still other vehicles, 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 value.

According to this configuration, it is possible to prevent the rotation direction of the vehicle body from changing suddenly at the time of transition between the forward state and the reverse state, and to further improve the handling feeling and the maneuverability.

In another vehicle, the vehicle control device further includes second input means operated by a driver, wherein the vehicle control device includes the yaw rate and the lateral acceleration determined according to the input amount of the first input means, and the second Turning is controlled based on the yaw rate and left / right acceleration, which is the sum of the yaw rate and left / right acceleration determined according to the input amount of the input means.

According to this configuration, 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.

In still another vehicle, 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 as an input amount of the second input unit. Replace with the lateral acceleration value determined accordingly.

According to this configuration, more intuitive operation is possible, and the feeling of maneuvering and maneuverability can be further improved.

In yet another vehicle, the vehicle control device further 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.

This configuration does not give the driver a sense of incongruity about 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.

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

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

In still other vehicles, the vehicle control device further corrects the longitudinal acceleration according to the input amount of the second input means.

According to this configuration, it is possible to improve the maneuverability and comfort of super-revolution (turn on the spot).

The present invention is not limited to the above-described embodiment, and various modifications can be made based on the spirit of the present invention, and they are not excluded from the scope of the present invention.

The present invention can be applied to vehicles.

DESCRIPTION OF SYMBOLS 10 Vehicle 12 Drive wheel 12L, 12R Wheel 14 Riding part 15 Crew 20 Control ECU
31 Joystick 31b Lever

Claims (13)

1. A drive wheel rotatably mounted on the vehicle body,
   A control device operated by a pilot;
   A vehicle control device that controls a driving torque applied to the driving wheel to control the posture of the vehicle body and controls traveling according to an operation amount of the steering device;
   The vehicle control apparatus determines a vehicle acceleration according to the operation amount, and uses a value obtained by correcting the determined vehicle acceleration according to a time history of the operation amount as a vehicle acceleration target value.
2. The vehicle according to claim 1, wherein the vehicle control device determines a vehicle acceleration according to an operation direction and an operation amount of the control device and a vehicle running state.
3. When the operation direction of the control device is a predetermined direction, the vehicle control device sets the acceleration according to the operation amount when the vehicle stops or moves forward as a target value of the vehicle acceleration, and sets the operation amount when the vehicle moves backward. When the corresponding deceleration is set as the target value of the vehicle acceleration and the operation direction of the control device is opposite to the predetermined direction, the acceleration corresponding to the operation amount when the vehicle is stopped or reverse is determined. The vehicle according to claim 2, wherein when the vehicle moves forward, a deceleration according to an operation amount is set as a target value of the vehicle acceleration.
4. 4. The vehicle control device according to claim 2, wherein the vehicle control device determines a travel mode as one of forward, reverse, or stop mode according to a time history of the operation amount, and limits the vehicle acceleration according to the determined travel mode. 5. vehicle.
5. The vehicle control device restricts acceleration to the rear when the traveling mode is the forward mode, and restricts acceleration to the forward when the traveling mode is the reverse mode. 5. The vehicle according to claim 4, wherein switching from forward to reverse and reverse to forward is permitted in the travel mode only when no external torque is applied and the vehicle speed is equal to or less than a predetermined value.
6. The vehicle according to any one of claims 1 to 3, wherein the vehicle control device corrects the vehicle acceleration according to a vehicle speed.
7. The vehicle according to claim 6, wherein the vehicle control device corrects the vehicle acceleration by an amount proportional to the square of the vehicle speed.
8. The vehicle according to claim 7, wherein the vehicle control device limits the vehicle deceleration by an upper limit value of the vehicle deceleration proportional to the vehicle speed when the vehicle speed is equal to or less than a predetermined threshold value.
9. The vehicle according to any one of claims 1 to 8, wherein the vehicle control device determines a predetermined vehicle deceleration when an external force or an external torque is not applied to the control device.
10. The steering device includes input means that can translate in a direction perpendicular to the rotation axis of the drive wheel, or can rotate about a straight line parallel to the rotation axis of the drive wheel,
    The vehicle according to any one of claims 1 to 9, wherein the vehicle control device determines vehicle acceleration according to a position or a rotation angle of the input means.
11. The vehicle according to any one of claims 1 to 10, wherein the vehicle control device applies a drive torque according to a target value of the vehicle acceleration to a drive wheel.
12. 12. The vehicle control device according to claim 11, wherein the vehicle control device applies a drive torque to the drive wheels according to a difference between a value obtained by multiplying a target value of the vehicle acceleration by a predetermined constant and a rotation angular velocity of the drive wheels. The vehicle described.
13. An active weight portion movably attached to the vehicle body;
    The vehicle control device controls the position of the active weight portion to move the relative position of the center of gravity of the vehicle body with respect to the ground point of the driving wheel by an amount corresponding to a target value of the vehicle acceleration. The vehicle according to any one of 12 above.

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