WO2011023862A1 - Path control for a narrow vehicle having controlled inclination - Google Patents

Path control for a narrow vehicle having controlled inclination Download PDF

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Publication number
WO2011023862A1
WO2011023862A1 PCT/FR2010/000576 FR2010000576W WO2011023862A1 WO 2011023862 A1 WO2011023862 A1 WO 2011023862A1 FR 2010000576 W FR2010000576 W FR 2010000576W WO 2011023862 A1 WO2011023862 A1 WO 2011023862A1
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WO
WIPO (PCT)
Prior art keywords
vehicle
trajectory
wheels
inclination
steering wheel
Prior art date
Application number
PCT/FR2010/000576
Other languages
French (fr)
Inventor
Gilbert Fauvel
Original Assignee
Gilbert Fauvel
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Gilbert Fauvel filed Critical Gilbert Fauvel
Publication of WO2011023862A1 publication Critical patent/WO2011023862A1/en

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D9/00—Steering deflectable wheels not otherwise provided for
    • B62D9/04—Steering deflectable wheels not otherwise provided for combined with means for inwardly inclining wheels on bends
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
    • B60G17/016—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input
    • B60G17/0162—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input mainly during a motion involving steering operation, e.g. cornering, overtaking
    • B60G17/0163—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input mainly during a motion involving steering operation, e.g. cornering, overtaking the control involving steering geometry, e.g. four-wheel steering
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G21/00—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces
    • B60G21/005—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces transversally
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
    • B62K21/00—Steering devices
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
    • B62K5/00—Cycles with handlebars, equipped with three or more main road wheels
    • B62K5/02—Tricycles
    • B62K5/027—Motorcycles with three wheels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
    • B62K5/00—Cycles with handlebars, equipped with three or more main road wheels
    • B62K5/10—Cycles with handlebars, equipped with three or more main road wheels with means for inwardly inclining the vehicle body on bends
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/10—Mounting of suspension elements
    • B60G2204/12—Mounting of springs or dampers
    • B60G2204/127—Mounting of springs or dampers with the mounting of springs or dampers moving so that the direction of the related force vector can be changed, thus contributing to a variation of the loading of the wheel
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/40—Auxiliary suspension parts; Adjustment of suspensions
    • B60G2204/419—Gears
    • B60G2204/4191—Planetary or epicyclic gears
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2300/00—Indexing codes relating to the type of vehicle
    • B60G2300/13—Small sized city motor vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/20—Speed
    • B60G2400/208—Speed of wheel rotation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/40—Steering conditions
    • B60G2400/41—Steering angle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/60—Load
    • B60G2400/64—Wheel forces, e.g. on hub, spindle or bearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2500/00—Indexing codes relating to the regulated action or device
    • B60G2500/40—Steering
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
    • B60G2800/01—Attitude or posture control
    • B60G2800/012—Rolling condition
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
    • B60G2800/90—System Controller type
    • B60G2800/96—ASC - Assisted or power Steering control
    • B60G2800/965—Automatic or driver-independent manoeuvre, e.g. for obstacle avoidance or roll-over prevention

Definitions

  • the invention relates to the field of dynamic control of narrow vehicles whose inclination is slaved to transverse stresses to improve handling performance.
  • Narrow 3 or 4-wheeled vehicles which usually have only one front seat and possibly a second tandem, are designed to tilt in turns to increase the poor performance of their natural handling, particularly for 3-wheeled vehicles whose lifting polygon is unfavorable to good handling.
  • the behavior of the narrow vehicle with 3 or 4 wheels is comparable to that of 2 wheels.
  • the latter which can not accept by nature no load transfer, get their balance in the turns by deporting the path of the wheels outside the curve relative to the trajectory of the center of gravity of the vehicle to put said trajectory of the wheels in the direction of the oblique resultant of the vehicle weight and the centrifugal force.
  • the offset normally results from the configuration of the steering column according to the turning of the steering wheel, therefore the radius of the turn.
  • the pilot For high centrifugal acceleration resulting from a high speed, the pilot must perform a counter-bending to increase the offset to obtain the tilt required for balance. This sporty conduct requires learning.
  • the aerodynamic instability leads to enslaving the inclination to the transverse stress and to control said inclination via a mechanical, hydraulic or electrical device or a combination of these technologies.
  • the known devices take into account the only centrifugal force, either by a detection carried out by a pendulum device or an accelerometer, or by entering the parameters of speed and turning radius in an onboard computer.
  • the servo loop then compares the theoretical inclination to that achieved by the inclination control device.
  • French Patent No. 02 00876 of the present author is known to enslave the inclination of the vehicle to the resultant 3 types of transverse forces that are the centrifugal force, the lateral aerodynamic pressure and the slope of the roadway by detecting the effort with which the vehicle rests transversely on the roadway.
  • said inclination leads to the vehicle mass being shifted inside the turn relative to the average trajectory of the wheels which follow the nominal trajectory of the turn. This dynamic is therefore fundamentally different from the inclination of the two wheels from which it seems to be inspired.
  • the problem is to offer, to a public untrained driving performance, a vehicle whose driving is similar to that of a car and does not require an apprenticeship comparable to that of two wheels, sports type.
  • the present invention aims to solve this problem by leaving the driver the tracking of the turn and assigning the vehicle automatic management of the wheel path offset so that the median plane of the vehicle contains the resultant transverse forces by rotation around the center of gravity and not by lateral offset of the latter.
  • the servo slant of the vehicle according to the transverse stress is accompanied by an offset of the average trajectory of the wheels.
  • Said trajectory offset is simultaneous and proportional to the tilting operation so as not to induce lateral displacement of the center of gravity of the vehicle relative to the path of the turn. It implements a counterbraking of the wheel, or 2 front steering wheels, then a return to the nominal turning of the turn to follow a path concentric with that of the center of gravity.
  • this change of trajectory is accompanied by a differential variation in the speed of rotation of the drive wheels: in the first phase of counterbraking, the speed differential is in the opposite direction to that generated by the turn, in the second concentric trajectory phase, the speed differential is in the same direction.
  • the rotational speed differentials of the drive wheels retract into the first phase and add up in the second phase with respect to the difference concerning the turn.
  • the simultaneous operations of trajectory offset and inclination being completed, only the differential speed of the driving wheels due to the turn remains. At the end of the turn, all of these operations are reversed.
  • This independent management of speed of the drive wheels requires an electric motorization and control of each wheel.
  • a first example would relate to a pavement ideally raised in turns to be perpendicular to the direction of the resultant of the transverse stress and the weight of the vehicle. This configuration would cause the inclination of the vehicle to erroneously taking into account the centrifugal acceleration alone without the influence of the superelevation.
  • a second example would be a strong side wind in a straight line. In this case, the possibility of taking into account the lateral aerodynamic pressure makes it possible to incline the vehicle against the wind and to cause the displacement of trajectory of the wheels relative to the trajectory of the center of gravity, to put the vehicle in balance without having to intervene on the steering wheel or the handlebars.
  • the device is designed to integrate these components and maintain the trajectory of the center of gravity closer to the theoretical trajectory, given the system response time and parasitic friction.
  • the steering control of the vehicle is equipped with a differential orientation device between the steering wheel and the wheel or the front steering wheels.
  • This device can be an electric stepper motor controlled by the electronic onboard computer via a power electronics, simultaneously with the tilting device and with the differential speed management of drive wheels. These three simultaneous actions are determined by the onboard computer in proportion to the signal delivered by the transverse force sensor.
  • the tilting and offset time of the wheel path defines the time required between two signal taps by the on-board computer.
  • the servo loop starts again so that the inclination of the vehicle balances the transverse force detected by the sensor on the wheels of the vehicle.
  • FIG. 1 shows in a nonlimiting manner a schematic embodiment of the device according to the invention on a 3-wheeled vehicle with a front steering wheel and two rear drive wheels:
  • the flexible washers (2) placed between the suspension arm (3) and the bearings (4) fixed on the frame (1) are deformed.
  • the position sensor (5) placed at the end of the hinge axis (18) integral with the suspension arm (3) detects the deformation of the washers, which is almost proportional to the force (F), and sends a proportional signal the electronic computer (6) which defines, on the one hand, the inclination necessary to establish the transverse balance and on the other hand the duration of the inclination.
  • Said computer consequently defines the distance of trajectory of the wheels to be executed during the tilting of the vehicle as well as the variation of the speed differential of the drive wheels.
  • Said computer controls, via the power electronics (7), the electric motor (8) of the tilt cylinder (9), the electric motor (10) of the trajectory control device (11) as well as the differential speed variation of the propulsion engines (12).
  • the device (11) of offset of trajectory of the wheels relative to the trajectory of the center of gravity of the vehicle consists of a housing (12) controlled in rotation by the steering wheel or the handlebar (15).
  • Figure 2 shows the different phases of trajectory management, particularly the phases (A) and (B) during the change of inclination of the vehicle.
  • the principle of the present description is retained in the case of two steered wheels comprising a known type of connection for the simultaneous orientation of the wheels.
  • the principle of the present invention is still preserved in the case of an entirely electric direction.
  • the electric motor for steering the wheel or the front wheels receives the pulses due to the control of the steering wheel to which are added the pulses due to the control of concentric trajectory related to the inclination of the vehicle.
  • the symmetrical orientation of the suspension arms, causing the inclination of the vehicle, is obtained by the action of the electric cylinders (309) on the articulated levers (320).
  • Each wheel is powered by an electric motor (321) attached to the suspension arm (403).
  • the steering differential represented in FIG. 5 controls the offset of the trajectory of the wheels in a manner transparent to the driver.
  • the housing (501) which mechanically transmits the rotational movement of the steering wheel from the inlet (502) to the steering axis of the steering wheel (503), comprises a non-reversible wheel (504) and -without end (505).
  • Said endless screw is integral with the outer part of an electric motor (506) controlled by the on-board computer as a function of the signal communicated by the transverse load sensor or sensors.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Automatic Cycles, And Cycles In General (AREA)
  • Motorcycle And Bicycle Frame (AREA)
  • Vehicle Body Suspensions (AREA)

Abstract

The invention relates to a device for automatically offsetting the path of the wheels during the inclination of a vehicle subjected to transverse bias in order to avoid moving the center of gravity of the vehicle toward the inside of the turn relative to the nominal path of said turn. The device includes an electric servomotor (10) between the shaft of the steering wheel (15) and the shaft (19) for steering the wheel. Said electric motor, associated with a wheel and irreversible worm drive pair, perform counter-locking and a locking to automatically put the wheels on a concentric path relative to the path of the centre of gravity during the inclination of the vehicle. The invention enables a narrow inclinable vehicle to be driven like a car without having to learn how to drive a two-wheeled vehicle, by keeping the vehicle balanced without load transfer in the event of transverse bias.

Description

CONTROLE DE TRAJECTOIRE POUR VEHICULE ETROIT A INCLINAISON ASSERVIE  TRACK CONTROL FOR CLOSE TOWED VEHICLE
DOMAINE TECHNIQUE TECHNICAL AREA
L'invention concerne le domaine du contrôle dynamique des véhicules étroits dont l'inclinaison est asservie aux sollicitations transversales afin d'améliorer les performances de tenue de route.  The invention relates to the field of dynamic control of narrow vehicles whose inclination is slaved to transverse stresses to improve handling performance.
TECHNIQUE ANTERIEURE PRIOR ART
Les véhicules étroits à 3 ou 4 roues, qui comportent le plus souvent une seule place de front et éventuellement une deuxième en tandem, sont conçus de manière à s'incliner en virage pour augmenter les faibles performances de leur tenue de route naturelle, en particulier pour les véhicules à 3 roues dont le polygone de sustentation est défavorable à une bonne tenue de route.  Narrow 3 or 4-wheeled vehicles, which usually have only one front seat and possibly a second tandem, are designed to tilt in turns to increase the poor performance of their natural handling, particularly for 3-wheeled vehicles whose lifting polygon is unfavorable to good handling.
Lorsque l'inclinaison est libre, principalement pour les véhicules non carrossés qui subissent peu d'influence aérodynamique, le comportement du véhicule étroit à 3 ou 4 roues est comparable à celui des 2 roues. Ces derniers, qui ne peuvent accepter par nature aucun transfert de charge, obtiennent leur équilibre dans les virages en déportant à l'extérieur du virage la trajectoire des roues par rapport à la trajectoire du centre de gravité du véhicule pour mettre ladite trajectoire des roues dans la direction de la résultante oblique du poids du véhicule et de la force centrifuge. Pour une vitesse moyenne, le déport résulte normalement de la configuration de la colonne de direction en fonction du braquage de la roue directrice, donc du rayon du virage. Pour une accélération centrifuge importante résultant d'une vitesse élevée, le pilote doit exécuter un contrebraquage pour augmenter le déport afin d'obtenir l'inclinaison nécessaire à l'équilibre. Cette conduite sportive nécessite un apprentissage.  When the inclination is free, mainly for vehicles without bodywork that undergo little aerodynamic influence, the behavior of the narrow vehicle with 3 or 4 wheels is comparable to that of 2 wheels. The latter, which can not accept by nature no load transfer, get their balance in the turns by deporting the path of the wheels outside the curve relative to the trajectory of the center of gravity of the vehicle to put said trajectory of the wheels in the direction of the oblique resultant of the vehicle weight and the centrifugal force. For an average speed, the offset normally results from the configuration of the steering column according to the turning of the steering wheel, therefore the radius of the turn. For high centrifugal acceleration resulting from a high speed, the pilot must perform a counter-bending to increase the offset to obtain the tilt required for balance. This sporty conduct requires learning.
Pour les véhicules étroits carrossés, l'instabilité aérodynamique conduit à asservir l'inclinaison à la sollicitation transversale et à commander ladite inclinaison par l'intermédiaire d'un dispositif mécanique, hydraulique ou électrique ou une combinaison de ces technologies. Les dispositifs connus prennent en compte la seule force centrifuge, soit par une détection réalisée par un dispositif pendulaire ou un accéléromètre, soit en entrant les paramètres de vitesse et de rayon de braquage dans un calculateur de bord. La boucle d'asservissement compare alors l'inclinaison théorique à celle réalisée par le dispositif de commande d'inclinaison. For narrow bodied vehicles, the aerodynamic instability leads to enslaving the inclination to the transverse stress and to control said inclination via a mechanical, hydraulic or electrical device or a combination of these technologies. The known devices take into account the only centrifugal force, either by a detection carried out by a pendulum device or an accelerometer, or by entering the parameters of speed and turning radius in an onboard computer. The servo loop then compares the theoretical inclination to that achieved by the inclination control device.
Le brevet français n° 02 00876 du présent auteur est connu pour asservir l'inclinaison du véhicule à la résultante des 3 types d'efforts transversaux que sont la force centrifuge, la pression aérodynamique latérale et le dévers de la chaussée en détectant l'effort avec lequel le véhicule s'appuie transversalement sur la chaussée. Dans tous les cas connus d'inclinaison asservie de véhicules étroits, ladite inclinaison conduit à déporter la masse du véhicule à l'intérieur du virage par rapport à la trajectoire moyenne des roues qui suivent la trajectoire nominale du virage. Cette dynamique est donc fondamentalement différente de l'inclinaison des 2 roues dont elle semble s'inspirer. French Patent No. 02 00876 of the present author is known to enslave the inclination of the vehicle to the resultant 3 types of transverse forces that are the centrifugal force, the lateral aerodynamic pressure and the slope of the roadway by detecting the effort with which the vehicle rests transversely on the roadway. In all known cases of slanting of narrow vehicles, said inclination leads to the vehicle mass being shifted inside the turn relative to the average trajectory of the wheels which follow the nominal trajectory of the turn. This dynamic is therefore fundamentally different from the inclination of the two wheels from which it seems to be inspired.
Elle engendre une sollicitation dissymétrique de la suspension qui nuit à la tenue de route, principalement en cas de trajectoire d'évitement ou de slalom.  It generates an asymmetrical solicitation of the suspension which impairs the handling, mainly in case of avoidance trajectory or slalom.
EXPOSE DE L'INVENTION SUMMARY OF THE INVENTION
La problématique consiste à proposer, à un public non formé à une conduite performante, un véhicule dont la conduite s'apparente à celle d'une voiture et ne nécessite pas un apprentissage comparable à celui des 2 roues, de type sportif. The problem is to offer, to a public untrained driving performance, a vehicle whose driving is similar to that of a car and does not require an apprenticeship comparable to that of two wheels, sports type.
La présente invention a pour but de résoudre cette problématique en laissant au conducteur le suivi de trajectoire du virage et en attribuant au véhicule la gestion automatique du déport de trajectoire des roues pour que le plan médian du véhicule contienne la résultante transversale des forces par rotation autour du centre de gravité et non pas par déport latéral de ce dernier. Pour obtenir ce résultat, l'asservissement d'inclinaison du véhicule en fonction de la sollicitation transversale est accompagné d'un déport de la trajectoire moyenne des roues. Ledit déport de trajectoire est simultané et proportionnel à l'opération d'inclinaison pour ne pas induire de déplacement latéral du centre de gravité du véhicule par rapport à la trajectoire du virage. Il met en oeuvre un contrebraquage de la roue, ou des 2 roues directrices avant, puis un retour au braquage nominal du virage pour suivre une trajectoire concentrique à celle du centre de gravité. En toute rigueur, ce changement de trajectoire est accompagné d'une variation différentielle de vitesse de rotation des roues motrices : dans la première phase de contrebraquage, le différentiel de vitesse est en sens inverse de celui engendré par le virage, dans la deuxième phase de mise sur trajectoire concentrique, le différentiel de vitesse est dans le même sens. En conséquence, les différentiels de vitesse de rotation des roues motrices se retranchent dans la première phase et s'additionnent dans la deuxième phase par rapport au différentiel concernant le virage. Les opérations simultanées de déport de trajectoire et d'inclinaison étant terminées, seul subsiste le différentiel de vitesse des roues motrices dû au virage. En sortie de virage, l'ensemble de ces opérations est inversé. Cette gestion indépendante de vitesse des roues motrices nécessite une motorisation et un contrôle électriques de chaque roue. The present invention aims to solve this problem by leaving the driver the tracking of the turn and assigning the vehicle automatic management of the wheel path offset so that the median plane of the vehicle contains the resultant transverse forces by rotation around the center of gravity and not by lateral offset of the latter. To obtain this result, the servo slant of the vehicle according to the transverse stress is accompanied by an offset of the average trajectory of the wheels. Said trajectory offset is simultaneous and proportional to the tilting operation so as not to induce lateral displacement of the center of gravity of the vehicle relative to the path of the turn. It implements a counterbraking of the wheel, or 2 front steering wheels, then a return to the nominal turning of the turn to follow a path concentric with that of the center of gravity. Strictly speaking, this change of trajectory is accompanied by a differential variation in the speed of rotation of the drive wheels: in the first phase of counterbraking, the speed differential is in the opposite direction to that generated by the turn, in the second concentric trajectory phase, the speed differential is in the same direction. As a result, the rotational speed differentials of the drive wheels retract into the first phase and add up in the second phase with respect to the difference concerning the turn. The simultaneous operations of trajectory offset and inclination being completed, only the differential speed of the driving wheels due to the turn remains. At the end of the turn, all of these operations are reversed. This independent management of speed of the drive wheels requires an electric motorization and control of each wheel.
Cette description est présentée de façon classique concernant une sollicitation simple de force centrifuge sur un sol horizontal pour une bonne compréhension du contrôle dynamique du véhicule. Dans le cas d'une détection transversale intégrant les trois types d'efforts transversaux ci-dessus mentionnés, le dispositif prend en compte la résultante et produit l'inclinaison et le déport de trajectoire correspondant.  This description is presented in a conventional manner concerning a simple solicitation of centrifugal force on a horizontal ground for a good understanding of the dynamic control of the vehicle. In the case of a transversal detection integrating the three types of transverse forces mentioned above, the device takes into account the resultant and produces the corresponding tilt and offset trajectory.
Un premier exemple concernerait une chaussée idéalement relevée en virage pour être perpendiculaire à la direction de la résultante de la sollicitation transversale et du poids du véhicule. Cette configuration provoquerait à tort l'inclinaison du véhicule avec la prise en compte de l'accélération centrifuge seule sans l'influence du dévers de chaussée. Un deuxième exemple concernerait un fort vent latéral en ligne droite. Dans ce cas, la possibilité de prendre en compte la pression aérodynamique latérale permet d'incliner le véhicule contre le vent et de provoquer le déport de trajectoire des roues par rapport à la trajectoire du centre de gravité, pour mettre le véhicule en équilibre sans avoir à intervenir sur le volant ou le guidon. Le dispositif est conçu pour intégrer ces différentes composantes et maintenir la trajectoire du centre de gravité au plus près de la trajectoire théorique, compte tenu du temps de réponse du système et des frottements parasites. A first example would relate to a pavement ideally raised in turns to be perpendicular to the direction of the resultant of the transverse stress and the weight of the vehicle. This configuration would cause the inclination of the vehicle to erroneously taking into account the centrifugal acceleration alone without the influence of the superelevation. A second example would be a strong side wind in a straight line. In this case, the possibility of taking into account the lateral aerodynamic pressure makes it possible to incline the vehicle against the wind and to cause the displacement of trajectory of the wheels relative to the trajectory of the center of gravity, to put the vehicle in balance without having to intervene on the steering wheel or the handlebars. The device is designed to integrate these components and maintain the trajectory of the center of gravity closer to the theoretical trajectory, given the system response time and parasitic friction.
Pour obtenir cet asservissement automatique, la commande de direction du véhicule est équipée d'un dispositif d'orientation différentielle entre le volant et la roue ou les roues directrices avant. Ce dispositif peut être un moteur électrique pas à pas commandé par le calculateur électronique de bord par l'intermédiaire d'une électronique de puissance, simultanément avec le dispositif d'inclinaison et avec la gestion du différentiel de vitesse des roues motrices. Ces trois actions simultanées sont déterminées par le calculateur de bord proportionnellement au signal délivré par le capteur d'effort transversal. Le temps de mise en inclinaison et de mise en déport de la trajectoire des roues définit le temps nécessaire entre deux prises de signal par le calculateur électronique de bord. La boucle d'asservissement recommence ainsi pour que l'inclinaison du véhicule équilibre l'effort transversal détecté par le capteur sur les roues du véhicule. To achieve this automatic control, the steering control of the vehicle is equipped with a differential orientation device between the steering wheel and the wheel or the front steering wheels. This device can be an electric stepper motor controlled by the electronic onboard computer via a power electronics, simultaneously with the tilting device and with the differential speed management of drive wheels. These three simultaneous actions are determined by the onboard computer in proportion to the signal delivered by the transverse force sensor. The tilting and offset time of the wheel path defines the time required between two signal taps by the on-board computer. The servo loop starts again so that the inclination of the vehicle balances the transverse force detected by the sensor on the wheels of the vehicle.
DESCRIPTION SOMMAIRE DES DESSINS  SUMMARY DESCRIPTION OF THE DRAWINGS
La figure 1 montre de façon non limitative un exemple schématique de réalisation du dispositif selon l'invention sur un véhicule 3 roues avec une roue directrice avant et deux roues motrices arrière : FIG. 1 shows in a nonlimiting manner a schematic embodiment of the device according to the invention on a 3-wheeled vehicle with a front steering wheel and two rear drive wheels:
Lorsque le véhicule reçoit une sollicitation transversale résultante (F), les rondelles flexibles (2) placées entre le bras de suspension (3) et les paliers (4) fixés sur le châssis (1) se déforment. Le capteur de position (5), placé en bout de l'axe d'articulation (18) solidaire du bras de suspension (3) détecte la déformation des rondelles, quasi proportionnelle à l'effort (F), et envoie un signal proportionnel au calculateur électronique (6) qui définit, d'une part, l'inclinaison nécessaire pour établir l'équilibre transversal et d'autre part la durée de la mise en inclinaison.  When the vehicle receives a resulting transverse stress (F), the flexible washers (2) placed between the suspension arm (3) and the bearings (4) fixed on the frame (1) are deformed. The position sensor (5) placed at the end of the hinge axis (18) integral with the suspension arm (3) detects the deformation of the washers, which is almost proportional to the force (F), and sends a proportional signal the electronic computer (6) which defines, on the one hand, the inclination necessary to establish the transverse balance and on the other hand the duration of the inclination.
Ledit calculateur définit en conséquence le déport de trajectoire des roues à exécuter pendant la mise en inclinaison du véhicule ainsi que la variation du différentiel de vitesse des roues motrices. Ledit calculateur commande, par l'intermédiaire de l'électronique de puissance (7), le moteur électrique (8) du vérin d'inclinaison (9), le moteur électrique (10) du dispositif de contrôle de trajectoire (11) ainsi que la variation de vitesse différentielle des moteurs de propulsion (12). Said computer consequently defines the distance of trajectory of the wheels to be executed during the tilting of the vehicle as well as the variation of the speed differential of the drive wheels. Said computer controls, via the power electronics (7), the electric motor (8) of the tilt cylinder (9), the electric motor (10) of the trajectory control device (11) as well as the differential speed variation of the propulsion engines (12).
Le dispositif (11) de déport de trajectoire des roues par rapport à la trajectoire du centre de gravité du véhicule est constitué d'un boîtier (12) commandé en rotation par le volant ou le guidon (15). The device (11) of offset of trajectory of the wheels relative to the trajectory of the center of gravity of the vehicle consists of a housing (12) controlled in rotation by the steering wheel or the handlebar (15).
Le moteur électrique (10), qui est équipé d'une vis-sans-fin (14), est fixé sur ledit boîtier (12). Ladite vis-sans-fin commande de façon irréversible un engrenage (13) solidaire d'un renvoi d'angle (16) d'orientation de la roue directrice (17). La figure 2 représente les différentes phases de gestion de trajectoire, particulièrement les phases (A) et (B) pendant le changement d'inclinaison du véhicule. The electric motor (10), which is equipped with a worm (14), is fixed on said housing (12). Said endless screw irreversibly controls a gear (13) integral with a steering angle (16) of orientation of the steering wheel (17). Figure 2 shows the different phases of trajectory management, particularly the phases (A) and (B) during the change of inclination of the vehicle.
Le principe de la présente description est conservé dans le cas de deux roues directrices comportant une liaison de type connu pour l'orientation simultanée des roues. Le principe de la présente invention est encore conservé dans le cas d'une direction intégralement électrique. Dans ce cas, le moteur électrique d'orientation de la roue ou des roues avant reçoit les impulsions dues à la commande du volant auxquelles s'ajoutent les impulsions dues à Ia commande de mise en trajectoire concentrique liée à l'inclinaison du véhicule.  The principle of the present description is retained in the case of two steered wheels comprising a known type of connection for the simultaneous orientation of the wheels. The principle of the present invention is still preserved in the case of an entirely electric direction. In this case, the electric motor for steering the wheel or the front wheels receives the pulses due to the control of the steering wheel to which are added the pulses due to the control of concentric trajectory related to the inclination of the vehicle.
MEILLEURE MANIERE DE REALISER L'INVENTION  BEST MODE OF REALIZING THE INVENTION
Les figures 3 à 5 représentent la meilleure façon connue de réaliser l'invention. Sur la figure 4 d'un train arrière de véhicule étroit vu en plan et sur la figure 3 dudit train routier vu en élévation, un capteur de déplacement (405) est disposé à l'extrémité centrale soit d'un bras, soit de chaque bras de suspension arrière pour une redondance de sécurité. L'orientation symétrique des bras de suspension, provoquant l'inclinaison du véhicule, est obtenue par l'action des vérins électriques (309) sur les leviers articulés (320). Chaque roue est motorisée par un moteur électrique (321) fixé sur le bras de suspension (403).  Figures 3 to 5 represent the best known way to realize the invention. In FIG. 4 of a narrow vehicle rear axle seen in plan and in FIG. 3 of said road train seen in elevation, a displacement sensor (405) is disposed at the central end of either one arm or each rear suspension arm for safety redundancy. The symmetrical orientation of the suspension arms, causing the inclination of the vehicle, is obtained by the action of the electric cylinders (309) on the articulated levers (320). Each wheel is powered by an electric motor (321) attached to the suspension arm (403).
Pendant la variation d'inclinaison du véhicule, le différentiel de direction représenté sur la figure 5 commande le déport de trajectoire des roues de façon transparente pour le conducteur. Le boîtier (501), qui transmet de façon mécanique le mouvement de rotation du volant depuis l'entrée (502) vers l'axe d'orientation de la roue directrice (503), comporte un couple non réversible roue (504) et vis-sans-fin (505). Ladite vis- sans-fin est solidaire de la partie extérieure d'un moteur électrique (506) commandé par le calculateur de bord en fonction du signal communiqué par le ou les capteurs de sollicitation transversale. During the variation of inclination of the vehicle, the steering differential represented in FIG. 5 controls the offset of the trajectory of the wheels in a manner transparent to the driver. The housing (501), which mechanically transmits the rotational movement of the steering wheel from the inlet (502) to the steering axis of the steering wheel (503), comprises a non-reversible wheel (504) and -without end (505). Said endless screw is integral with the outer part of an electric motor (506) controlled by the on-board computer as a function of the signal communicated by the transverse load sensor or sensors.

Claims

REVENDICATIONS
1 ) Dispositif de contrôle de trajectoire pour véhicule étroit à motorisation électrique indépendante des roues et inclinaison asservie, constitué d'un moteur électrique positionné entre le volant ou le guidon et l'axe d'orientation de la roue directrice ou les axes d'orientation des roues directrices, constitué également d'un capteur d'effort transversal et d'un calculateur électronique, 1) Device for the control of trajectory for a narrow vehicle with electric motorization independent of the wheels and slave inclination, consisting of an electric motor positioned between the steering wheel or the handlebars and the axis of orientation of the steering wheel or the axes of orientation steering wheels, also consisting of a transverse force sensor and an electronic calculator,
Caractérisé en ce que le capteur d'effort transversal et le calculateur électronique sont communs au dispositif d'inclinaison du véhicule et au dispositif produisant automatiquement un différentiel de rotation entre le volant ou le guidon et la roue directrice ou les roues directrices simultanément à la variation d'inclinaison du véhicule en fonction du signal produit par ledit capteur d'effort transversal.  Characterized in that the transverse force sensor and the electronic computer are common to the vehicle tilt device and the device automatically producing a rotation differential between the steering wheel or the handlebar and the steering wheel or the steering wheels simultaneously with the variation. of inclination of the vehicle according to the signal produced by said transverse force sensor.
2 ) Dispositif selon la revendication 1,  2) Device according to claim 1,
Caractérisé en ce que ledit différentiel de rotation, produit par le moteur électrique positionné entre le volant ou le guidon et la roue directrice ou les roues directrices, provoque un déport de trajectoire des roues par rapport à la trajectoire nominale du centre de gravité du véhicule pendant la mise en inclinaison du véhicule, ledit déport et ladite inclinaison étant proportionnels à l'effort transversal détecté par le capteur, ces actions conjuguées maintenant la résultante du poids du véhicule et de l'effort transversal au plus près du plan médian du véhicule par pivotement de la masse dudit véhicule autour de son centre de gravité, contrairement aux dispositifs connus dont la seule inclinaison provoque un déplacement du centre de gravité vers l'intérieur du virage par rapport à la trajectoire nominale du véhicule.  Characterized in that said rotation differential, produced by the electric motor positioned between the steering wheel or the handlebar and the steering wheel or the steering wheels, causes a displacement of trajectory of the wheels relative to the nominal trajectory of the center of gravity of the vehicle during the tilting of the vehicle, said offset and said inclination being proportional to the transverse force detected by the sensor, these combined actions maintaining the resultant vehicle weight and transverse force closer to the median plane of the vehicle by pivoting the mass of said vehicle around its center of gravity, unlike known devices whose only inclination causes a shift of the center of gravity to the inside of the turn relative to the nominal path of the vehicle.
3 ) Dispositif selon les revendications 1 et 2,  3) Device according to claims 1 and 2,
Caractérisé en ce que la commande de direction peut être soit de type mécanique, le moteur électrique étant dans ce cas entraîné mécaniquement en rotation par le volant ou le guidon, soit de type électrique, les impulsions électriques délivrées au moteur électrique du fait de la trajectoire nominale du véhicule se conjuguant dans ce cas aux Impulsions électriques délivrées audit moteur électrique du fait du déport de trajectoire des roues par rapport à Ia trajectoire du centre de gravité du véhicule. 4 ) Dispositif selon les revendications 1 et 2 Characterized in that the steering control can be either of the mechanical type, the electric motor being in this case mechanically driven in rotation by the steering wheel or the handlebars, or of the electric type, the electrical pulses delivered to the electric motor due to the trajectory of the vehicle in this case Electrical impulses delivered to said electric motor due to the offset of trajectory of the wheels relative to the trajectory of the center of gravity of the vehicle. 4) Device according to claims 1 and 2
Caractérisé en ce que la mise en déport de la trajectoire des roues par rapport à la trajectoire du centre gravité, simultanée à la mise en inclinaison du véhicule, est accompagnée d'une variation adéquate de la vitesse de rotation différentielle des roues motrices, ladite variation étant commandée par le calculateur électronique en fonction de l'inclinaison du véhicule et du déport de trajectoire des roues.  Characterized in that the offset of the trajectory of the wheels relative to the trajectory of the center of gravity, simultaneously with the tilting of the vehicle, is accompanied by an adequate variation of the differential rotation speed of the driving wheels, said variation being controlled by the electronic computer according to the inclination of the vehicle and the wheel path offset.
PCT/FR2010/000576 2009-08-28 2010-08-18 Path control for a narrow vehicle having controlled inclination WO2011023862A1 (en)

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FR0904114 2009-08-28
FR0904114A FR2949421B1 (en) 2009-08-28 2009-08-28 TRACK CONTROL DEVICE FOR NARROW ELECTRIC MOTORIZED VEHICLE AND INCLINED TILT

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US9145168B2 (en) 2013-03-07 2015-09-29 Ford Global Technologies, Llc Laterally tiltable, multitrack vehicle
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US9821620B2 (en) 2014-09-01 2017-11-21 Ford Technologies Corporation Method for operating a tilting running gear and an active tilting running gear for a non-rail-borne vehicle
US9845129B2 (en) 2014-08-29 2017-12-19 Ford Global Technologies, Llc Stabilizing arrangement for a tilting running gear of a vehicle and tilting running gear
US9925843B2 (en) 2015-02-24 2018-03-27 Ford Global Technologies, Llc Rear suspension systems for laterally tiltable multitrack vehicles
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US10076939B2 (en) 2014-11-26 2018-09-18 Ford Global Technologies, Llc Suspension systems for laterally tiltable multitrack vehicles

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WO2006130007A2 (en) * 2005-05-31 2006-12-07 Brinks Westmaas B.V. Self-balancing vehicle

Cited By (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US9045015B2 (en) 2013-03-07 2015-06-02 Ford Global Technologies, Llc Laterally tiltable, multitrack vehicle
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US9145168B2 (en) 2013-03-07 2015-09-29 Ford Global Technologies, Llc Laterally tiltable, multitrack vehicle
US9248857B2 (en) 2013-03-07 2016-02-02 Ford Global Technologies, Llc Laterally tiltable, multitrack vehicle
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US9821620B2 (en) 2014-09-01 2017-11-21 Ford Technologies Corporation Method for operating a tilting running gear and an active tilting running gear for a non-rail-borne vehicle
US10076939B2 (en) 2014-11-26 2018-09-18 Ford Global Technologies, Llc Suspension systems for laterally tiltable multitrack vehicles
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US10023019B2 (en) 2015-02-24 2018-07-17 Ford Global Technologies, Llc Rear suspension systems with rotary devices for laterally tiltable multitrack vehicles

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FR2949421A1 (en) 2011-03-04

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