WO2011161856A1

WO2011161856A1 - Vehicle

Info

Publication number: WO2011161856A1
Application number: PCT/JP2011/001822
Authority: WO
Inventors: 山本　伸司; 林　弘毅; 裕司高倉
Original assignee: 株式会社エクォス・リサーチ
Priority date: 2010-06-25
Filing date: 2011-03-28
Publication date: 2011-12-29
Also published as: CN103079946A; JP5521994B2; JP2012025370A; CN103079946B

Abstract

The disclosed vehicle does not change in position, does not generate unnecessary vibrations, and does not require incline control when stopped, thus said vehicle is very safe, provides good ride quality and those riding therein do not feel any discomfort. The vehicle comprises: a vehicle provided with a drive unit and a steering unit which are connected to one another; a steering wheel for steering the vehicle; a drive wheel for driving the vehicle; a tilting actuator device for tilting a steering unit or a drive unit in the turning direction; a tilting brake device for stopping the tilting operation of the vehicle; a lateral acceleration sensor; and a control device. The control device controls so as to tilt in the turning direction on the basis of the lateral acceleration detected by the lateral acceleration sensor, and when the vehicle is stopped the control device stops the control of the vehicle tilt and operates the titling brake device and locks the position of the vehicle.

Description

vehicle

The present invention relates to a vehicle having at least a pair of left and right wheels.

In recent years, in view of the problem of exhaustion of energy resources, there has been a strong demand for fuel saving of vehicles. On the other hand, the number of vehicle owners is increasing due to the low price of vehicles, and one person tends to own one vehicle. Therefore, for example, there is a problem that energy is wasted when only one driver drives a four-seater vehicle. The most efficient way to save fuel consumption by reducing the size of the vehicle is to configure the vehicle as a one-seater tricycle or four-wheel vehicle.

However, depending on the driving condition, the stability of the vehicle may decrease. Therefore, a technique for improving the stability of the vehicle during turning by tilting the vehicle body in the lateral direction has been proposed (for example, see Patent Document 1).

JP 2008-155671 A

However, in the conventional vehicle, since the tilt control of the vehicle body is performed even when the vehicle is stopped, particularly when the vehicle is stopped for a long time (in order to maintain a constant tilt state). It is necessary to continue operating the actuator device for tilting, and the power consumption increases. In addition, since the control of the tilt actuator device is continued so as to maintain a constant tilt state, minute vibrations caused by control system noise, etc. may occur, causing the passengers to feel uncomfortable or uneasy. There is.

The present invention solves the problems of the conventional vehicle, by stopping the tilt control of the vehicle body when stopping, and by operating a tilt brake device that stops the tilt operation of the vehicle body and locks the posture of the vehicle body, There is no need to perform tilt control when the vehicle is stopped, no unnecessary vibration is generated, and the posture of the vehicle body does not change, so that passengers do not feel uncomfortable, provide a comfortable and high safety vehicle. For the purpose.

Therefore, in the vehicle according to the present invention, a vehicle body including a steering unit and a drive unit coupled to each other, and a wheel rotatably attached to the steering unit, the steering wheel steering the vehicle body, A wheel rotatably attached to the drive unit, the drive wheel for driving the vehicle body, a tilt actuator device for tilting the steering unit or the drive unit in a turning direction, and stopping the tilting operation of the vehicle body An inclination brake device, a lateral acceleration sensor that detects lateral acceleration acting on the vehicle body, and a control device that controls the tilt actuator device to control the vehicle body tilt, the control device comprising: The vehicle is controlled to incline in the turning direction based on the lateral acceleration detected by the lateral acceleration sensor, and when the vehicle stops, the vehicle body inclination control is stopped to produce the inclination brake device. It is not locking the vehicle body posture.

According to the configuration of the first aspect, since the vehicle body tilt is not controlled when the vehicle stops, unnecessary vibration does not occur, and the posture of the vehicle body does not change when the vehicle stops. Therefore, the rider does not feel uncomfortable and the ride comfort can be improved.

According to the configuration of claim 2, since electric power is not supplied to the tilt actuator device when the vehicle is stopped, the power consumption can be suppressed.

According to the configuration of claim 3, the change rate of the inclination of the vehicle body is suppressed and smoothly changes, so that the ride comfort is improved.

According to the configuration of claim 4, a large change in the inclination of the vehicle body can be surely prevented, and safety can be improved.

According to the configuration of claim 5, the stoppage determination accuracy is improved, and the posture of the vehicle body can be locked safely and reliably.

According to the configuration of claim 6, it is not necessary to continue the operation of the parking brake operating means, and the operation burden on the occupant is reduced.

According to the configuration of the seventh aspect, the tilt control of the vehicle body can be stopped under a wider range of conditions, the power consumption can be further suppressed, the change in the posture of the vehicle body can be prevented, and the ride comfort can be reduced. Can be improved.

According to the configuration of the eighth aspect, the stoppage release determination accuracy is improved, and the vehicle body tilt control can be started reliably.

It is a right view which shows the structure of the vehicle in embodiment of this invention. It is a figure which shows the structure of the link mechanism of the vehicle in embodiment of this invention. It is a rear view which shows the structure of the vehicle in embodiment of this invention. It is a block diagram which shows the structure of the vehicle body tilt control system in embodiment of this invention. It is a figure which shows the time change of the inclination control gain in embodiment of this invention. It is a figure which shows the dynamic model explaining the inclination operation | movement of the vehicle body at the time of turning driving | running | working in embodiment of this invention. It is a block diagram of a control system in an embodiment of the present invention. It is a flowchart which shows the operation | movement of the whole vehicle body tilt control in embodiment of this invention. It is a subroutine which shows the operation | movement of the inclination control stop determination process in embodiment of this invention. It is a subroutine which shows the operation | movement of the inclination control process in embodiment of this invention.

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

1 is a right side view showing a configuration of a vehicle in an embodiment of the present invention, FIG. 2 is a diagram showing a configuration of a link mechanism of the vehicle in the embodiment of the present invention, and FIG. 3 is a vehicle in the embodiment of the present invention. It is a rear view which shows the structure. 3A is a diagram showing a state where the vehicle body is standing upright, and FIG. 3B is a diagram showing a state where the vehicle body is inclined.

In the figure, reference numeral 10 denotes a vehicle according to the present embodiment, which includes a main body 20 as a vehicle body drive unit, a riding unit 11 as a steering unit on which an occupant gets on and steer, and a center in the width direction in front of the vehicle body. The wheel 12F is a front wheel disposed as a steering wheel, and the left wheel 12L and the right wheel 12R are drive wheels disposed rearward as rear wheels. Furthermore, the vehicle 10 operates as a lean mechanism for leaning the vehicle body from side to side, that is, as a lean mechanism, that is, a vehicle body tilt mechanism, supporting the left and

right wheels

12L and 12R, and the link mechanism 30. And a link motor 25 as a tilt actuator device. The vehicle 10 may be a three-wheeled vehicle with two front wheels on the left and right and one wheel on the rear, or may be a four-wheeled vehicle with two wheels on the left and right. As shown in the figure, a case will be described in which the front wheel is a single wheel and the rear wheel is a left and right tricycle.

When turning, the angle of the left and

right wheels

12L and 12R with respect to the road surface 18, that is, the camber angle is changed, and the vehicle body including the riding portion 11 and the main body portion 20 is inclined toward the turning inner wheel, thereby improving turning performance and the occupant. It is possible to ensure the comfort of the car. That is, the vehicle 10 can tilt the vehicle body in the lateral direction (left and right direction). In the example shown in FIGS. 2 and 3 (a), the left and

right wheels

12L and 12R are upright with respect to the road surface 18, that is, the camber angle is 0 degree. In the example shown in FIG. 3B, the left and

right wheels

12L and 12R are inclined in the right direction with respect to the road surface 18, that is, a camber angle is given.

The link mechanism 30 includes a left vertical link unit 33L that supports a left wheel 12L and a left rotation driving device 51L including an electric motor that applies driving force to the wheel 12L, a right wheel 12R, and the wheel 12R. A right vertical link unit 33R that supports a right rotation drive device 51R composed of an electric motor or the like that applies a driving force to an upper side, and an upper horizontal link unit 31U that connects the upper ends of the left and right

vertical link units

33L and 33R; The lower horizontal link unit 31D that connects the lower ends of the left and right

vertical link units

33L and 33R, and the central vertical member 21 that has an upper end fixed to the main body 20 and extends vertically. The left and right

vertical link units

33L and 33R and the upper and lower

horizontal link units

31U and 31D are rotatably connected. Further, the upper and lower

horizontal link units

31U and 31D are rotatably connected to the central vertical member 21 at the center thereof. When the left and

right wheels

12L and 12R, the left and right

rotational drive devices

51L and 51R, the left and right

vertical link units

33L and 33R, and the upper and lower

horizontal link units

31U and 31D are described in an integrated manner, The rotation drive device 51, the vertical link unit 33, and the horizontal link unit 31 will be described.

The rotary drive device 51 as a drive actuator device is a so-called in-wheel motor, and a body as a stator is fixed to the vertical link unit 33 and is a rotor attached to the body so as to be rotatable. A rotating shaft is connected to the shaft of the wheel 12, and the wheel 12 is rotated by the rotation of the rotating shaft. The rotational drive device 51 may be a motor other than an in-wheel motor.

The link motor 25 is a rotary electric actuator including an electric motor or the like, and includes a cylindrical body as a stator and a rotating shaft as a rotor rotatably attached to the body. The body is fixed to the main body portion 20 via the mounting flange 22, and the rotating shaft is fixed to the lateral link unit 31 </ b> U on the upper side of the link mechanism 30. The rotation axis of the link motor 25 functions as an inclination axis for inclining the main body 20 and is coaxial with the rotation axis of the connecting portion between the central vertical member 21 and the upper horizontal link unit 31U. When the link motor 25 is driven to rotate the rotation shaft with respect to the body, the upper horizontal link unit 31U rotates with respect to the main body 20 and the central vertical member 21 fixed to the main body 20, The link mechanism 30 operates, that is, bends and stretches. Thereby, the main-body part 20 can be inclined. Note that the rotation axis of the link motor 25 may be fixed to the main body 20 and the central vertical member 21, and the body may be fixed to the upper horizontal link unit 31U.

In the present embodiment, the link motor 25 includes a link brake 26, which will be described later, as an inclination brake device that fixes the rotation shaft to the body in a non-rotatable manner. The link brake 26 is preferably a mechanical lock mechanism that does not consume power while the rotation shaft is fixed to the body in a non-rotatable manner. The link brake 26 can fix the rotation shaft so as not to rotate at a predetermined angle with respect to the body.

The boarding part 11 is connected to the front end of the main body part 20 via a connecting part (not shown). The connecting part may have a function of connecting the riding part 11 and the main body part 20 so as to be relatively displaceable in a predetermined direction.

The boarding unit 11 includes a seat 11a, a footrest 11b, and a windbreak unit 11c. The seat 11 a is a part for a passenger to sit while the vehicle 10 is traveling. The footrest 11b is a part for supporting the occupant's foot, and is disposed on the front side (right side in FIG. 1A) and below the seat 11a.

Furthermore, a battery device (not shown) is arranged behind or below the boarding unit 11 or in the main body unit 20. The battery device is an energy supply source for the rotation drive device 51 and the link motor 25. In addition, a control device, an inverter device, various sensors, and the like (not shown) are accommodated in the rear portion or the lower portion of the riding portion 11 or the main body portion 20.

And, a steering device 41 is disposed in front of the seat 11a. The steering device 41 is provided with members necessary for steering such as a handle bar 41a as a steering device, a meter such as a speed meter, an indicator, and a switch. The occupant operates the handle bar 41a and other members to instruct the traveling state of the vehicle 10 (for example, traveling direction, traveling speed, turning direction, turning radius, etc.). As a steering device that is a means for outputting the required turning amount of the vehicle body requested by the occupant, other devices such as a steering wheel, a jog dial, a touch panel, and a push button are used instead of the handlebar 41a as the steering device. It can also be used as

The wheel 12F is connected to the riding section 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 front wheels used in, for example, general motorcycles, bicycles, and the like, and the front wheel fork 17 is, for example, a telescopic type fork with a built-in spring. As in the case of a general motorcycle, bicycle, etc., the wheel 12F as the steered wheel changes the steering angle in accordance with the operation of the handlebar 41a by the occupant, thereby changing the traveling direction of the vehicle 10.

Specifically, the handle bar 41a is connected to the upper end of a steering shaft member (not shown), and the upper end of the front wheel fork 17 is connected to the lower end of the steering shaft member. The steering shaft member is rotatably attached to a frame member (not shown) included in the riding section 11 in a state where the steering shaft member is inclined obliquely so that the upper end is located behind the lower end.

Furthermore, the vehicle 10 includes a throttle grip 35 and a hand brake 36, which will be described later, as part of the control device. The throttle grip 35 is a member similar to a throttle grip used in general motorcycles, bicycles, and the like, and is rotatably attached to one end of the handle bar 41a, depending on the rotation angle, that is, the throttle opening. Thus, it is a device for inputting a travel command for accelerating the vehicle 10. The hand brake 36 is a parking brake instruction device or a parking brake instruction device. Specifically, the hand brake 36 includes operation means such as a lever and a button. A device for operating the device.

In the present embodiment, the vehicle 10 has a lateral acceleration sensor 44. The lateral acceleration sensor 44 is a sensor composed of a general acceleration sensor, a gyro sensor, or the like, and detects the lateral acceleration of the vehicle 10, that is, the acceleration in the lateral direction (horizontal direction in FIG. 3) as the width direction of the vehicle body. To do.

Since the vehicle 10 is stabilized by tilting the vehicle body toward the inside of the turn when turning, the vehicle 10 is controlled so that the centrifugal force to the outside of the turn and the gravity are balanced with each other by tilting the vehicle body. By performing such control, for example, even if the road surface 18 is inclined in a direction perpendicular to the traveling direction (left and right direction with respect to the traveling direction), the vehicle body can always be kept horizontal. As a result, the vehicle body and the occupant are apparently always subjected to gravity downward in the vertical direction, so that a sense of discomfort is reduced and the stability of the vehicle 10 is improved.

Therefore, in the present embodiment, in order to detect the lateral acceleration of the leaning vehicle body, the lateral acceleration sensor 44 is attached to the vehicle body, and feedback control is performed so that the output of the lateral acceleration sensor 44 becomes zero. As a result, the vehicle body can be tilted to an inclination angle at which the centrifugal force acting during turning and gravity are balanced. Further, even when the road surface 18 is inclined in a direction perpendicular to the traveling direction, the vehicle body can be controlled to have an inclination angle that makes the vehicle body vertical. The lateral acceleration sensor 44 is disposed so as to be positioned at the center in the width direction of the vehicle body, that is, on the longitudinal axis of the vehicle body.

However, if there is one lateral acceleration sensor 44, an unnecessary acceleration component may be detected. For example, while the vehicle 10 is traveling, only one of the left and

right wheels

12L and 12R may fall into the depression of the road surface 18. In this case, since the vehicle body is inclined, the lateral acceleration sensor 44 is displaced in the circumferential direction and detects the acceleration in the circumferential direction. That is, an acceleration component that is not directly derived from centrifugal force or gravity, that is, an unnecessary acceleration component is detected.

Further, for example, the vehicle 10 includes a portion that functions as a spring with elasticity such as the tire portions of the

wheels

12L and 12R, and includes inevitable backlash at the connection portion of each member. For this reason, the lateral acceleration sensor 44 is considered to be attached to the vehicle body through inevitable play and springs, and therefore acceleration generated by the displacement of the play and springs is also detected as an unnecessary acceleration component.

Such an unnecessary acceleration component may deteriorate the controllability of the vehicle body tilt control system. For example, if the control gain of the vehicle body tilt control system is increased, control system vibration, divergence, and the like due to unnecessary acceleration components occur, so that it is not possible to increase the control gain even if responsiveness is to be improved. .

Therefore, in the present embodiment, there are a plurality of lateral acceleration sensors 44, which are arranged at different heights. In the example shown in FIGS. 1 and 3, there are two lateral acceleration sensors 44, a first lateral acceleration sensor 44a and a second lateral acceleration sensor 44b, which are a first lateral acceleration sensor 44a and a second lateral acceleration sensor 44b. Are arranged at different height positions. By appropriately selecting the positions of the first lateral acceleration sensor 44a and the second lateral acceleration sensor 44b, unnecessary acceleration components can be effectively removed.

Specifically, as shown in FIG. 3 (a), the first lateral acceleration sensor 44a is in the back of the riding section 11, the distance from the road surface 18, i.e., is disposed at the position of L ₁ Height ing. The second lateral acceleration sensor 44b is the upper surface of the rear or body portion 20 of the riding portion 11, the distance from the road surface 18, i.e., is disposed at a position of L ₂ height. Note that L ₁ > L ₂ . When turning, when the vehicle is turned with the vehicle body tilted inward (right side in the drawing) as shown in FIG. 3B, the first lateral acceleration sensor 44a detects the lateral acceleration. The detection value a ₁ is output, and the second lateral acceleration sensor 44b detects the lateral acceleration and outputs the detection value a ₂ . Although the center of the tilting motion when the vehicle body tilts, that is, the roll center, is strictly located slightly below the road surface 18, it is considered that the center is substantially equal to the road surface 18 in practice.

It is desirable that both the first lateral acceleration sensor 44a and the second lateral acceleration sensor 44b are attached to a sufficiently rigid member. Further, if the difference between L ₁ and L ₂ is small, the difference between the detection values a ₁ and a ₂ is small. Therefore, it is desirable that the difference be sufficiently large, for example, 0.3 [m] or more. Furthermore, it is desirable that both the first lateral acceleration sensor 44 a and the second lateral acceleration sensor 44 b are disposed above the link mechanism 30. Further, when the vehicle body is supported by a spring such as a suspension, it is desirable that both the first lateral acceleration sensor 44a and the second lateral acceleration sensor 44b are arranged on a so-called “spring top”. Furthermore, it is desirable that the first lateral acceleration sensor 44a and the second lateral acceleration sensor 44b are both disposed between the axle of the front wheel 12F and the axle of the

rear wheels

12L and 12R. Further, it is desirable that both the first lateral acceleration sensor 44a and the second lateral acceleration sensor 44b are disposed as close to the occupant as possible. Furthermore, it is desirable that both the first lateral acceleration sensor 44a and the second lateral acceleration sensor 44b are located on the vehicle center axis extending in the traveling direction when viewed from above, that is, not offset with respect to the traveling direction.

Further, the vehicle 10 has a vehicle speed sensor 54, which will be described later, as vehicle speed detection means for detecting the vehicle speed as the traveling speed. The vehicle speed sensor 54 is disposed at the lower end of the front wheel fork 17 that indicates the axle of the wheel 12F, and is a sensor that detects the vehicle speed based on the rotational speed of the wheel 12F, and includes, for example, an encoder.

Also, the vehicle 10 in the present embodiment has a vehicle body tilt control system as a part of the control device. The vehicle body tilt control system is a kind of computer system, and includes a tilt control device including an ECU (Electronic Control Unit). The tilt control device includes arithmetic means such as a processor, storage means such as a magnetic disk and semiconductor memory, an input / output interface, and the like, and includes a throttle grip 35, a hand brake 36, a lateral acceleration sensor 44, a vehicle speed sensor 54, a link motor 25, and the like. Connected to the link brake 26. Then, the tilt control device outputs a torque command value for operating the link motor 25 based on the lateral acceleration detected by the lateral acceleration sensor 44.

The tilt control device performs feedback control during turning, so that the link motor 25 is adjusted so that the tilt angle of the vehicle body becomes an angle such that the value of the lateral acceleration detected by the lateral acceleration sensor 44 becomes zero. Is activated. That is, the tilt angle of the vehicle body is controlled so that the centrifugal force to the outside of the turn and gravity are balanced and the lateral acceleration component becomes zero. As a result, a force in a direction parallel to the longitudinal axis of the vehicle body acts on the vehicle body and the occupant on the riding section 11. Therefore, the stability of the vehicle body can be maintained and the turning performance can be improved. In addition, the rider does not feel discomfort and the ride comfort is improved.

Next, the configuration of the vehicle body tilt control system will be described.

FIG. 4 is a block diagram showing the configuration of the vehicle body tilt control system in the embodiment of the present invention, and FIG. 5 is a diagram showing the time change of the tilt control gain in the embodiment of the present invention.

In the figure, 46 is a tilt control ECU as a tilt control device, which is a throttle grip 35, a hand brake 36, a first lateral acceleration sensor 44a, a second lateral acceleration sensor 44b, a vehicle speed sensor 54, as one of the travel command devices, The link motor 25 and the link brake 26 are connected.

The tilt control ECU 46 includes a lateral acceleration calculation unit 48, a tilt control unit 47, and a tilt control stop determination unit 49. Then, the lateral acceleration calculation unit 48 calculates a combined lateral acceleration based on the lateral acceleration detected by the first lateral acceleration sensor 44a and the second lateral acceleration sensor 44b. Further, the inclination control unit 47 outputs a torque command value for operating the link motor 25 based on the combined lateral acceleration calculated as the lateral acceleration calculated by the lateral acceleration calculating unit 48. Further, the inclination control stop determination unit 49 is based on the throttle opening which is the rotation angle of the throttle grip 35, that is, the operation state of the travel command input device, the operation state of the hand brake 36, and the vehicle speed detected by the vehicle speed sensor 54. Thus, the tilt control gain G ₀ is output to the tilt control unit 47, and when it is determined that the tilt control is stopped, a link brake operation signal for operating the link brake 26 is output. A value obtained by multiplying the torque command value output from the tilt control unit 47 by the tilt control gain G ₀ is input to the link motor 25 as a control value.

In the present embodiment, the inclination control stop determination unit 49 is operated when the hand brake 36 is operated for a time longer than a preset first threshold (threshold value) (for example, 2 seconds), that is, the hand brake If the state where the vehicle 36 is ON is determined, it is determined that the vehicle 10 has stopped, the link brake 26 is operated to fix the rotation shaft of the link motor 25 to be non-rotatable, and the tilt control unit 47 controls the tilt. Stop. After that, even if the operation of the hand brake 36 is released, that is, even when the hand brake 36 is turned off, the throttle grip 35 is not operated, and the vehicle speed is set to a second threshold value (for example, If not exceeding 2 [km / h]), the rotation of the rotation axis of the link motor 25 is maintained without releasing the link brake 26 and the inclination control by the inclination controller 47 is stopped.

Even if the handbrake 36 is not operated, that is, even if the handbrake 36 continues to be turned off without being turned on, the vehicle speed is equal to or lower than the second threshold value, and The state in which the value of the lateral acceleration detected by the lateral acceleration sensor 44 is equal to or less than a preset third threshold (for example, 0.05 [G]) continues for a longer time than the fourth threshold (for example, 1 second). If it is determined that the vehicle 10 has stopped, the link brake 26 is operated to fix the rotation shaft of the link motor 25 so as not to rotate, and the tilt control by the tilt control unit 47 is stopped.

Thus, by operating the link brake 26 and fixing the rotation shaft of the link motor 25 so as not to rotate, the tilting operation of the vehicle body is stopped and the posture of the vehicle body is locked. Here, it is assumed that the link brake 26 is a mechanical lock mechanism and does not consume power while the rotation shaft is fixed to the body so as not to rotate. The inclination control ECU 46 stops the supply of electric power to the link motor 25 after operating the link brake 26. Therefore, since electric power is not supplied to the link motor 25 and the link brake 26 while the vehicle is stopped, power consumption can be suppressed.

Further, when the operation of the hand brake 36 is released, that is, when the hand brake 36 is turned off and the throttle grip 35 is operated or the vehicle speed exceeds the second threshold, The inclination control stop determination unit 49 starts the inclination control by the inclination control unit 47, and after starting the inclination control, releases the link brake 26 and enables the rotation shaft of the link motor 25 to rotate. Note that immediately after the start of the tilt control, the value of the tilt control gain G ₀ is gradually increased.

When the vehicle 10 stops at the time when the lateral road surface inclination angle is different from the current road surface inclination, or when the vehicle 10 stops abnormally, the vehicle body is inclined in the horizontal direction from the beginning. In this case, when the tilt control is started, the torque command value output from the tilt control unit 47 becomes a large value, and the link motor 25 starts according to the large torque command value. As a result, the vehicle body posture changes quickly, and the passenger may feel uncomfortable.

Therefore, in the present embodiment, when the tilt control is started after the vehicle stops, the transition control is performed, and the value of the tilt control gain G ₀ multiplied by the torque command value is gradually increased during the predetermined transition period. By doing so, the control value input to the link motor 25 is relaxed. That is, by appropriately controlling the control value input to the link motor 25, the inclination of the vehicle body after stopping can be returned at an arbitrary change speed.

Specifically, as shown in FIG. 5, the value of the slope control gain G ₀ starts from zero at the start of the slope control, that is, at the start of the transition control, and increases with the passage of time. Set to 1 after the period has elapsed. The value of the inclination control gain G ₀ being 1 means that the torque command value output from the inclination control unit 47 is input to the link motor 25 as it is.

In the example shown in FIG. 5, the transition period, which is the period for performing transition control, is set to 0.5 seconds, but can be changed as appropriate. Further, the value of the gradient control gain G ₀ at the start of the transition control is set to zero, but it is not necessarily zero, and is set to an arbitrary value (for example, 0.1, 0.5, etc.). can do. Further, the value of the gradient control gain G ₀ is increased linearly (linearly), but is not necessarily increased linearly. For example, it may increase stepwise or a quadratic curve. It may increase in the form of an exponent or may increase exponentially.

Next, the operation of the vehicle 10 having the above configuration will be described. First, calculation of the combined lateral acceleration during cornering will be described.

FIG. 6 is a diagram showing a dynamic model for explaining the tilting operation of the vehicle body during cornering in the embodiment of the present invention, and FIG. 7 is a block diagram of a control system in the embodiment of the present invention.

When turning is started, the vehicle body tilt control system starts the vehicle body tilt control process. By performing posture control, the vehicle 10 turns with the link mechanism 30 in a state where the vehicle body is tilted inward (right side in the drawing) as shown in FIG. Further, during turning, a centrifugal force to the outside of the turning acts on the vehicle body, and a lateral component of gravity is generated by tilting the vehicle body to the inside of the turn. Then, the lateral acceleration calculation unit 48 executes a lateral acceleration calculation process, calculates a combined lateral acceleration _ac, and outputs it to the tilt control unit 47. Then, the tilt control section 47 performs feedback control, the value of the composite lateral acceleration a _c and outputs a torque command value as the control value such that zero link motor 25.

The vehicle body tilt control process is a process that is repeatedly executed by the vehicle body tilt control system at a predetermined control cycle T _S (for example, 10 [ms]) while the vehicle 10 is turned on. This is a process for improving turning performance and ensuring passenger comfort.

In FIG. 6, 44A is a first sensor position indicating the position where the first lateral acceleration sensor 44a is disposed on the vehicle body, and 44B is a first position indicating the position where the second lateral acceleration sensor 44b is disposed on the vehicle body. Two sensor positions.

The acceleration detected by the first lateral acceleration sensor 44a and the second lateral acceleration sensor 44b and outputting the detected value is <1> centrifugal force acting on the vehicle body when turning, and <2> tilting the vehicle body toward the inside of the turn. The lateral component of the generated gravity, <3> the first lateral acceleration sensor 44a and the like due to the inclination of the vehicle body, the displacement of the backlash and the spring, etc., when only one of the left and

right wheels

12L and 12R falls into the depression of the road surface The acceleration generated by the displacement of the second lateral acceleration sensor 44b in the circumferential direction, and the <4> operation of the link motor 25 or the reaction thereof causes the first lateral acceleration sensor 44a and the second lateral acceleration sensor 44b to be displaced in the circumferential direction. It is considered that there are four accelerations caused by this. Of these four acceleration, the <1> and <2> the height of the first lateral acceleration sensor 44a and the second lateral acceleration sensor 44b, that is, independent of L ₁ and L _2. On the other hand, since <3> and <4> are accelerations generated by displacement in the circumferential direction, they are proportional to the distance from the roll center, that is, roughly proportional to L ₁ and L ₂ .

Here, the first lateral acceleration sensor 44a and the second lateral acceleration sensor 44a and the second lateral acceleration sensor 44b detect and output the detected value. The acceleration <3> is defined as a _X1 and a _X2, and the first lateral acceleration sensor 44a and the second lateral acceleration. The acceleration of <4>, which is detected by the sensor 44b and outputs the detected value, is a _M1 and a _M2 . Further, the acceleration of <1> to the first lateral acceleration sensor 44a and the second lateral acceleration sensor 44b outputs the detected value detected by the a _T, a first lateral acceleration sensor 44a and the second lateral acceleration sensor 44b is detected Then, the acceleration of <2> that outputs the detected value is defined as a _G. Since <1> and <2> are irrelevant to the heights of the first and second

lateral acceleration sensors

44a and 44b, the detection values of the first and second

lateral acceleration sensors

44a and 44b are equal. .

Then, only one of the left and

right wheels

12L and 12R are inclined in the vehicle body due to the fall in a recess of a road surface 18, the angular velocity omega _R the circumferential direction of displacement by the displacement or the like of Gataya spring, the angular acceleration omega _{Let R} '. Further, the angular velocity of the circumferential displacement due to the operation of the link motor 25 or its reaction is ω _M , and the angular acceleration is ω _M ′. The angular velocity ω _M or the angular acceleration ω _M ′ can be obtained from the detection value of the link angle sensor.

Then, a _X1 = L ₁ ω _R ′, a _X2 = L ₂ ω _R ′, a _M1 = L ₁ ω _M ′, a _M2 = L ₂ ω _M ′.

If the detected acceleration values detected and output by the first lateral acceleration sensor 44a and the second lateral acceleration sensor 44b are a ₁ and a ₂ , a ₁ and a ₂ are four accelerations <1> to <4. It is represented by the following formulas (1) and (2).
_{_{_{a 1 = a T + a G}}} + L 1 ω R '+ L 1 ω M' ··· formula (1)
_{_{_{a 2 = a T + a G}}} + L 2 ω R '+ L 2 ω M' ··· formula (2)
Then, by subtracting equation (2) from equation (1), the following equation (3) can be obtained.
a ₁ −a ₂ = (L ₁ −L ₂ ) ω _R ′ + (L ₁ −L ₂ ) ω _M ′ Equation (3)
Here, the values of L ₁ and L ₂ are known because they are the heights of the first lateral acceleration sensor 44a and the second lateral acceleration sensor 44b. The value of ω _M ′ is known because it is a differential value of the angular velocity ω _M of the link motor 25. Then, on the right side of the equation (3), only the value of ω _R ′ of the first term is unknown, and all other values are known. Therefore, the value of ω _R ′ can be obtained from the detected values a ₁ and a _{2 of} the first lateral acceleration sensor 44a and the second lateral acceleration sensor 44b. That is, unnecessary acceleration components can be removed based on the detection values a ₁ and a ₂ of the first lateral acceleration sensor 44a and the second lateral acceleration sensor 44b.

Therefore, the lateral acceleration calculation unit 48, based on the detected values a ₁ and a ₂ of the first lateral acceleration sensor 44a and the second lateral acceleration sensor 44b, and calculates the resultant lateral acceleration a _c. The combined lateral acceleration a _c is a value corresponding to the lateral acceleration sensor value in the case where there is one lateral acceleration sensor 44, and the first lateral acceleration sensor value a ₁ and the second lateral acceleration sensor value a ₂ are obtained. It is a synthesized value and is obtained by the following equations (4) and (5).
a _c = a ₂ − (L ₂ / ΔL) Δa (4)
a _c = a ₁ − (L ₁ / ΔL) Δa (5)
Δa is an acceleration difference and is expressed by the following equation (6).
Δa = a ₁ −a ₂ Formula (6)
ΔL is expressed by the following equation (7).
ΔL = L ₁ −L ₂ Formula (7)
Theoretically, the same value can be obtained by both equation (4) and equation (5), but since the acceleration caused by the circumferential displacement is proportional to the distance from the roll center, in practice, the roll center It is desirable to use a ₂ which is a detection value of the lateral acceleration sensor 44 closer to the second lateral acceleration sensor 44b as a reference. Therefore, in the present embodiment, the combined lateral acceleration _ac is calculated by the equation (4).

In the vehicle body tilt control process in the present embodiment, feedback control as shown in FIG. 7 is performed. In the figure, f ₁ is a transfer function represented by the above equation (4). Also, G _P is a control gain of the proportional control operation, G _D is the control gain of the differential control operation, s is a differential element.

Next, the operation of the vehicle body tilt control of the vehicle 10 will be specifically described. First, the overall operation will be described.

FIG. 8 is a flowchart showing the overall operation of the vehicle body tilt control according to the embodiment of the present invention.

First, the inclination control stop determination unit 49 executes an inclination control stop determination process (step S1). Then, if it is determined that the vehicle 10 is stopped, the inclination control should be stopped, and the value of the inclination control stop determination flag Flg _L is set to 1. If it is determined that the vehicle 10 is not stopped, the vehicle is inclined. The value of the control stop determination flag Flg _L is set to zero.

Subsequently, the inclination control stop determination unit 49 determines whether or not the value of the inclination control stop determination flag Flg _L is zero (step S2). When the value of the inclination control stop determination flag Flg _L is zero, the inclination control stop determination unit 49 determines whether or not the value of the transition control execution determination flag Flg _M is zero (step S3). .

Here, the transition control execution determination flag Flg _M is used when the slope control stop determination unit 49 performs transition control to change the value of the slope control gain G ₀ , that is, within a transition period that is a period for performing transition control. This is a flag whose value is set to 1 when it is, and whose value is set to zero otherwise.

Then, when the value of the transition control execution determination flag Flg _M is zero, it can be determined that the transition period has elapsed, so the inclination control stop determination unit 49 sets the value of the inclination control gain G ₀ to 1. Set (step S4).

Subsequently, the inclination control stop determination unit 49 determines whether or not the value of the link brake state determination flag Flg _B is zero (step S5).

Here, the link brake state determination flag Flg _B is a flag whose value is set to 1 when the link brake 26 is operating, and whose value is set to zero otherwise.

When the value of the link brake state determination flag Flg _B is zero, it can be determined that the link brake 26 is not operating, that is, the link brake 26 is released. 49 executes the tilt control by the tilt control unit 47. Thereby, the inclination control part 47 performs an inclination control process (step S6).

Further, when the value of the link brake state determination flag Flg _B is 1, it can be determined that the link brake 26 is operating, so the inclination control stop determination unit 49 performs the inclination control by the inclination control unit 47. Stop. Therefore, the inclination control unit 47 does not execute the inclination control process.

Subsequently, the inclination control unit 47 determines whether or not the value of the transition control execution determination flag Flg _M is zero and the value of the link brake state determination flag Flg _B is 1 (step S7). .

When the value of the transition control execution determination flag Flg _M is zero and the value of the link brake state determination flag Flg _B is 1, normal inclination control is performed after the transition period has elapsed. Since the link brake 26 is operating at the timing, the inclination control unit 47 transmits a link brake OFF signal (step S8), releases the link brake 26, and links brake state determination flag Flg _B Is set to zero (step S9). Subsequently, the tilt control unit 47 executes the tilt control stop determination process again, and repeats the subsequent operations.

Further, it is determined whether or not the value of the transition control execution determination flag Flg _M is zero and the value of the link brake state determination flag Flg _B is 1, and the transition control execution determination flag Flg _M When the value is 1 or the value of the link brake state determination flag Flg _B is zero, the inclination control unit 47 again executes the inclination control stop determination process and repeats the subsequent operations.

On the other hand, it is determined whether or not the value of the inclination control stop determination flag Flg _L is zero. If the value of the inclination control stop determination flag Flg _L is 1 instead of zero, the inclination control is stopped. Therefore, the inclination control stop determination unit 49 transmits a link brake ON signal (step S10), operates the link brake 26, and sets the value of the link brake state determination flag Flg _B to 1 (step S10). S11).

Subsequently, the inclination control stop determination unit 49 sets the value of the inclination control gain G ₀ to 0 (step S12), and sets a value obtained by multiplying the torque command value input to the link motor 25 by the inclination control gain G ₀ to zero. And Thereby, the inclination control by the inclination control part 47 will be in the substantially stopped state. Then, the inclination control stop determination unit 49 sets the value of the transition control execution determination flag Flg _M to 1 (step S13), and determines whether or not the value of the link brake state determination flag Flg _B is zero. .

Further, it is determined whether or not the value of the transition control execution determination flag Flg _M is zero. If the value of the transition control execution determination flag Flg _M is 1 instead of zero, it is determined that the transition period is within the transition period. Therefore, the inclination control stop determination unit 49 increments the value of the inclination control gain G ₀ by a predetermined value (step S14). In other words, a value obtained by adding a predetermined value to the value of the tilt control gain G ₀ is set at the previous body tilt control processing executed as the value of this slope control gain G _0. The predetermined value corresponds to an increasing rate of the value of the gradient control gain G ₀ in the transition control. For example, the control cycle T _S of the vehicle body tilt control process is 10 [ms], and the value of the tilt control gain G ₀ is linear from zero to 1 within the transition period of 0.5 seconds as shown in FIG. The predetermined value is 0.02.

Subsequently, the tilt control stop determination unit 49 determines whether or not the set value of the tilt control gain G ₀ is 1 or less (step S15). Here, if the set value of the gradient control gain G ₀ is not less than 1 but greater than 1, it can be determined that the transition period has elapsed, and therefore the gradient control stop determination unit 49 executes the transition control. The value of the determination flag Flg _M is set to zero (step S16), and it is determined whether or not the value of the link brake state determination flag Flg _B is zero. If the set value of the gradient control gain G ₀ is 1 or less, it can be determined that it is within the transition period. Therefore, the gradient control stop determination unit 49 does not change the link brake state determination flag Flg. Determine whether the value of _B is zero.

Such a vehicle body tilt control process is repeatedly executed at a predetermined control cycle T _S.

Next, the operation of the tilt control stop determination process will be described in detail.

FIG. 9 is a subroutine showing the operation of the inclination control stop determination process in the embodiment of the present invention.

When the tilt control stop determination unit 49 starts the tilt control stop determination process, the tilt control stop determination unit 49 first determines whether or not the hand brake 36 is in an ON state, that is, whether or not H _B = ON (step S1- 1). When the handbrake 36 is in an ON state, the tilt control stop determination unit 49 performs counting by a counter (not shown) and increments the first count value, that is, Cnt1 by 1 (step S1-2). That is, a value obtained by adding 1 to the first count value Cnt1 set at the previous execution of the vehicle body tilt control process is set as the value of the current first count value Cnt1.

Subsequently, the inclination control stop determination unit 49 determines whether or not the first count value Cnt1 exceeds a preset first count threshold value (step S1-3). The first count threshold is a count value corresponding to a time during which the hand brake 36 having a length sufficient to determine that the vehicle 10 has stopped is ON, and corresponds to the first threshold value. It is. For example, a control period T _S of the body tilt control processing 10 [ms], if the time the hand brake 36 is ON is longer than 4 seconds, the vehicle 10 is assumed to be determined to have stopped, The first count threshold is 400.

When the first count value Cnt1 exceeds the first count threshold, the tilt control stop determination unit 49 determines that the vehicle 10 has stopped, and sets the value of the tilt control stop determination flag Flg _L to 1 (Step S1-4), and the process ends.

On the other hand, when it is determined whether or not the hand brake 36 is in an ON state and the hand brake 36 is in an OFF state instead of an ON state, the tilt control stop determination unit 49 sets the first count value Cnt1. It is set to zero (step S1-5). Subsequently, the inclination control stop determination unit 49 determines whether or not the throttle opening as the rotation angle of the throttle grip 35, that is, Th is zero (step S1-6).

When the throttle opening is zero, the inclination control stop determination unit 49 determines that the absolute value of the vehicle speed detected by the vehicle speed sensor 54, that is, | V | is the second threshold, for example, 2 [km / h]. It is determined whether or not the following is true (step S1-7). If the throttle opening is not zero, the inclination control stop determination unit 49 sets the value of the inclination control stop determination flag Flg _L to zero (step S1-14) and ends the process.

When the absolute value of the vehicle speed detected by the vehicle speed sensor 54 is less than or equal to the second threshold value and is less than or equal to the second threshold value, the inclination control stop determination unit 49 determines the inclination control stop determination flag Flg. It is determined whether or not the value of _L is 1 (step S1-8). When the absolute value of the vehicle speed is not equal to or less than the second threshold value, that is, when the absolute value of the vehicle speed exceeds the second threshold value, the inclination control stop determination unit 49 determines the value of the inclination control stop determination flag Flg _L. Is set to zero (step S1-14), and the process is terminated.

It is determined whether or not the value of the inclination control stop determination flag Flg _L is 1. When the value of the inclination control stop determination flag Flg _L is 1, the inclination control stop determination unit 49 ends the process as it is. To do. When the value of the tilt control stop determination flag Flg _L is not 1, the tilt control stop determination unit 49, the absolute value of the third threshold value of the composite lateral acceleration a _c received from the lateral acceleration calculation unit 48, for example, It is determined whether it is 0.05 [G] or less (step S1-9).

When the absolute value of the combined lateral acceleration a _c is equal to or smaller than the third threshold value, the tilt control stop determination unit 49 performs counting with a counter (not shown) and increments the second count value, that is, Cnt2 by 1. (Step S1-10). That is, a value obtained by adding 1 to the second count value Cnt2 set at the previous execution of the vehicle body tilt control process is set as the current second count value Cnt2. Further, when the absolute value of the resultant lateral acceleration a _c is not less than the third threshold, i.e., if it exceeds a third threshold value, the tilt control stop determination unit 49 sets the second count value Cnt2 to zero (Step S1-11).

Subsequently, the inclination control stop determination unit 49 determines whether or not the second count value Cnt2 exceeds a preset second count threshold value (step S1-12). Count threshold of said second, without the hand brake 36 is operated, the vehicle speed is not more than the second threshold value, and the state is the absolute value of the resultant lateral acceleration a _c is equal to or less than the third threshold value, It is a count value corresponding to a time sufficient to determine that the vehicle 10 has stopped, and is a count value corresponding to the fourth threshold value. For example, a control period T _S of the body tilt control processing 10 [ms], the vehicle speed is not more than the second threshold value, and the absolute value of the resultant lateral acceleration a _c is equal to or less than the third threshold state If it is longer than 1 second, it may be determined that the vehicle 10 has stopped, the second count threshold is 100.

When the second count value Cnt2 exceeds the second count threshold, the tilt control stop determination unit 49 determines that the vehicle 10 has stopped, and sets the value of the tilt control stop determination flag Flg _L to 1 Then (step S1-13), the process ends. If the second count value Cnt2 does not exceed the second count threshold, the tilt control stop determination unit 49 ends the process as it is.

Next, the operation of the tilt control process will be described in detail.

FIG. 10 is a subroutine showing the operation of the tilt control process in the embodiment of the present invention.

Tilt control unit 47 first receives a combined lateral acceleration a _c from the lateral acceleration calculation unit 48 (step S6-1).

Subsequently, the inclination control unit 47 makes an _old call (step S6-2). a _old is a value of the combined lateral acceleration a _c stored at the previous execution of the vehicle body tilt control process, and a _old = 0 in the initial setting.

Then, tilt control unit 47 obtains the control period T _S (step S6-3), and calculates the differential value of the resultant lateral acceleration a _c (step S6-4). Here, when the differential value of a _c and .DELTA.a _c, the .DELTA.a _c is calculated by the following equation (8).
Δa _c = ( _ac −a _old ) / T _S (8)
The tilt control unit 47 is stored as a _old = a _c (step S6-5). That is, the value of this resultant lateral acceleration a _c obtained when the vehicle body inclination control process executed as a _old, stored in the storage means.

Then, tilt control unit 47 calculates the first control value U _P (step S6-6). Here, if the control gain of the proportional control operation, that is, the proportional gain is _GP , the first control value _UP is calculated by the following equation (9).
U _{_P} = G _P a _c ··· formula (9)
Then, tilt control unit 47 calculates the second control value U _D (step S6-7). Here, when the control gain of the differential control operation, that is, the differential time is G _D , the second control value U _D is calculated by the following equation (10).
U _D = G _D Δac _c Formula (10)
Subsequently, the inclination control unit 47 calculates a third control value U (step S6-8). Third control value U is the sum of the first control value U _P and the second control value U _D, is calculated by the following equation (11).
U = U _P + U _D ··· formula (11)
Subsequently, the tilt control unit 47 calculates a lateral acceleration predicted value a _f (step S6-9). The predicted lateral acceleration value a _f is a value that can be calculated based on the steering angle of the handlebar 41a and the vehicle speed, and the filtered steering angle of the handlebar 41a is Ψ (t), and the front wheel 12F is the front wheel. When the distance between the axle and the axles of the left and

right wheels

12L and 12R as rear wheels, that is, the wheel base is L _H and the vehicle speed detected by the vehicle speed sensor 54 is ν, it can be calculated by the following equation (12). it can.
a _f = ν ² tan {Ψ (t)} / L _H Formula (12)
Subsequently, the inclination control unit 47 performs a _fold call (step S6-10). a _fold is a predicted lateral acceleration value a _f stored when the vehicle body tilt control process is executed last time. In the initial setting, a _fold = 0.

Subsequently, the inclination control unit 47 calculates a differential value of the a _f (step S6-11). Here, when the differential value of a _f and .DELTA.a _f, the .DELTA.a _f is calculated by the following equation (13).
Δa _f = (a _f −a _fold ) / T _S Expression (13)
The tilt control unit 47 is stored as a _fold = a _f (step S6-12). That is, the lateral acceleration predicted value a _f acquired at the time of executing the vehicle body tilt control process this time is stored in the storage unit as a _fold .

Subsequently, the inclination control unit 47 calculates the fourth control value U _fD (step S6-13). Here, if the control gain of the differential control operation is G _yD , the fourth control value U _fD is calculated by the following equation (14).
U _fD = G _yD Δa _f Expression (14)
Subsequently, the inclination control unit 47 calculates a fifth control value U (step S6-14). The fifth control value U is the sum of the third control value U and the fourth control value U _fD and is calculated by the following equation (15).
U = U + U _fD Expression (15)
The operation of the steps S6-9 ~ S6-14 represents feedforward control using lateral acceleration estimated value a _f obtained based on the steering angle and the vehicle speed.

Subsequently, the inclination control unit 47 calculates a sixth control value U _out (step S6-15). The sixth control value U _out is a value obtained by multiplying the fifth control value U by the inclination control gain G ₀ and is calculated by the following equation (16).
U _out = UG ₀ Equation (16)
Finally, tilt control section 47, the sixth control value U _out and output to the link motor 25 as the link motor torque command value (step S6-16), the process ends.

Thus, in the present embodiment, when the vehicle 10 stops, the vehicle body tilt control is stopped, and the vehicle body tilt operation is stopped to activate the link brake 26 that locks the vehicle body posture. Thereby, since it is not necessary to operate the link motor 25 at the time of a stop, power consumption can be suppressed. Further, since the tilt control is not performed when the vehicle is stopped, unnecessary vibration does not occur. Furthermore, the posture of the vehicle body does not change when the vehicle is stopped. Therefore, the rider does not feel uncomfortable and the ride comfort can be improved.

Further, when the tilt control is started after the vehicle is stopped, the link motor 25 is controlled by performing the transition control and gradually increasing the value of the tilt control gain G ₀ multiplied by the torque command value during the predetermined transition period. The torque command value input to is relaxed. Thereby, the inclination of the vehicle body after stopping can be returned at an arbitrary change speed, and even if the posture of the vehicle body changes so as to return from the inclined state to the upright state, the passenger does not feel uncomfortable.

Furthermore, since the link brake 26 is released and the rotation shaft of the link motor 25 can be rotated after the start of the tilt control, it is possible to reliably prevent the tilt of the vehicle body from changing greatly as the vehicle body falls. , Can improve safety.

Further, after the vehicle body tilting operation is stopped and the vehicle body posture is locked, the throttle grip 35 is not operated even when the hand brake 36 is turned off, and the vehicle speed exceeds the preset second threshold value. Otherwise, since the posture of the vehicle body is maintained, it is not necessary for the occupant to continue to operate the hand brake 36, and the operation burden on the occupant is reduced.

Furthermore, even when the hand brake 36 is not operated, the state where the vehicle speed is equal to or lower than the second threshold and the lateral acceleration value is equal to or lower than the third threshold continues for a longer time than the fourth threshold. Then, it is determined that the vehicle 10 has stopped, and the tilting operation of the vehicle body is stopped to lock the posture of the vehicle body. Therefore, the tilt control of the vehicle body can be stopped under a wider range of conditions, and the power consumption can be further increased. In addition to being able to suppress, it is possible to improve the riding comfort by preventing a change in the posture of the vehicle body.

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 used for a vehicle having at least a pair of left and right wheels.

DESCRIPTION OF SYMBOLS 10 Vehicle 11

Boarding part

12F, 12L, 12R Wheel 20 Main-body part 25 Link motor 26 Link brake 44 Lateral acceleration sensor 44a 1st lateral acceleration sensor 44b 2nd lateral acceleration sensor

Claims

A vehicle body including a steering unit and a drive unit coupled to each other;
A wheel rotatably attached to the steering unit, the steering wheel for steering the vehicle body;
A wheel rotatably attached to the drive unit, the drive wheel driving the vehicle body;
A tilting actuator device for tilting the steering unit or the driving unit in a turning direction;
An inclination brake device for stopping the inclination operation of the vehicle body;
A lateral acceleration sensor for detecting lateral acceleration acting on the vehicle body;
A control device for controlling the tilt of the vehicle body by controlling the tilt actuator device;
The control device performs control to incline in the turning direction based on the lateral acceleration detected by the lateral acceleration sensor, stops the control of the inclination of the vehicle body when the vehicle is stopped, and operates the inclination brake device to operate the vehicle body. A vehicle characterized by locking its posture.
The vehicle according to claim 1, wherein the control device stops supplying power to the tilt actuator device after the tilt brake device is operated.
The vehicle according to claim 1 or 2, wherein the control device gradually increases a control value output to the tilt actuator device when starting control of the tilt of the vehicle body after stopping.
The control device according to any one of claims 1 to 3, wherein the control device releases the tilt brake device after starting the control of the tilt of the vehicle body when starting the control of the tilt of the vehicle body after stopping. vehicle.
A parking brake,
The control device determines that the vehicle is stopped when the parking brake operating means has been operated for a time longer than a first threshold, stops the control of the tilt of the vehicle body, and activates the tilt brake device. The vehicle according to any one of claims 1 to 4.
After the controller determines that the vehicle is stopped, if the parking brake operation means is released, no travel command is input and the vehicle speed does not exceed the second threshold value, the vehicle body tilt control is performed. The vehicle according to claim 5, wherein the vehicle is stopped and the operation of the tilt brake device is continued.
The control device is longer than the fourth threshold when the vehicle speed is equal to or lower than the second threshold and the lateral acceleration is equal to or lower than the third threshold even when the parking brake operating means is not operated. The vehicle according to claim 5, wherein it is determined that the vehicle is stopped when the time continues.
The said control apparatus starts the control of the inclination of the said vehicle body, when the operation of the operation means of the said parking brake is cancelled | released and a driving | running | working command is input or a vehicle speed exceeds a 2nd threshold value. 5. The vehicle according to 5.