WO2012017982A1 - 車両 - Google Patents

車両 Download PDF

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Publication number
WO2012017982A1
WO2012017982A1 PCT/JP2011/067588 JP2011067588W WO2012017982A1 WO 2012017982 A1 WO2012017982 A1 WO 2012017982A1 JP 2011067588 W JP2011067588 W JP 2011067588W WO 2012017982 A1 WO2012017982 A1 WO 2012017982A1
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WO
WIPO (PCT)
Prior art keywords
vehicle body
disturbance
lateral acceleration
control
vehicle
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Application number
PCT/JP2011/067588
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English (en)
French (fr)
Japanese (ja)
Inventor
林　弘毅
裕司 高倉
山本　伸司
Original Assignee
株式会社エクォス・リサーチ
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.)
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Application filed by 株式会社エクォス・リサーチ filed Critical 株式会社エクォス・リサーチ
Priority to CN201180036943.4A priority Critical patent/CN103038126B/zh
Publication of WO2012017982A1 publication Critical patent/WO2012017982A1/ja

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    • 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
    • B60G7/00—Pivoted suspension arms; Accessories thereof
    • B60G7/02—Attaching arms to sprung part of vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2300/00—Indexing codes relating to the type of vehicle
    • B60G2300/45—Rolling frame vehicles

Definitions

  • the present invention relates to a vehicle having at least a pair of left and right wheels.
  • Patent Document 1 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).
  • the vehicle body in order to improve the turning performance, the vehicle body can be tilted inward in the turning direction.
  • a large lateral disturbance is caused by a road step, a cross wind, etc.
  • the vehicle body tilt control cannot be performed properly, the vehicle becomes unstable, and the occupant may feel uncomfortable or uneasy.
  • the present invention solves the above-mentioned problems of conventional vehicles and, when subjected to a disturbance in the tilt direction, extracts a change due to the disturbance out of a change in the tilt angle of the vehicle body, and responds to the change due to the disturbance.
  • By controlling the tilt angle of the vehicle body by adding a control value it is possible to improve the turning performance and to realize a stable driving state even when subjected to disturbance in the tilt direction.
  • the purpose is to provide a high vehicle.
  • 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 driving unit, the driving wheel driving the vehicle body, a tilting actuator device for tilting the steering unit or the driving unit in a turning direction, and a lateral acceleration acting on the vehicle body
  • a control device for controlling the tilt of the vehicle body by controlling the tilt actuator device, and the control device receives a disturbance in the tilt direction of the vehicle body.
  • a change due to disturbance is extracted, and a control value corresponding to the extracted change due to disturbance is added to control the inclination of the vehicle body.
  • the tilt angle of the vehicle body can be appropriately controlled even when subjected to a disturbance in the tilt direction, and the rider does not feel uneasy, and the ride is comfortable and stable.
  • a running state can be realized.
  • the tilt angle of the vehicle body can be appropriately controlled while suppressing the influence of disturbance.
  • the inclination angle of the vehicle body can be controlled so that the centrifugal force and the gravity are balanced, and even when the change in the lateral acceleration is large, the control can be performed. There is no delay.
  • the influence on the inclination control due to the elastic deformation of the member can be removed, and even when subjected to a large disturbance in the inclination direction, resonance does not occur.
  • the inclination angle of the vehicle body can be appropriately controlled, and the stability of the vehicle body can be maintained.
  • FIG. 1 is a right side view showing the configuration of the vehicle in the first embodiment of the present invention
  • FIG. 2 is a diagram showing the configuration of the link mechanism of the vehicle in the first embodiment of the present invention
  • FIG. It is a rear view which shows the structure of the vehicle in the 1st Embodiment.
  • 3A is a diagram showing a state where the vehicle body is standing upright
  • FIG. 3B is a diagram showing a state where the vehicle body is inclined.
  • 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
  • the left wheel 12L and the right wheel 12R are drive wheels disposed rearward as rear wheels.
  • 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.
  • 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.
  • the vehicle 10 can tilt the vehicle body in the lateral direction (left and right direction).
  • 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.
  • 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.
  • 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.
  • the link motor 25 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.
  • the link motor 25 includes a link angle sensor 25a that detects a change in the link angle of the link mechanism 30.
  • the link angle sensor 25a is a rotation angle sensor that detects the rotation angle of the rotation shaft with respect to the body in the link motor 25, and includes, for example, a resolver, an encoder, and the like.
  • the link motor 25 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. Therefore, a change in the angle of the upper horizontal link unit 31U relative to the central vertical member 21, that is, a change in the link angle can be detected by detecting the rotation angle of the rotation shaft with respect to the body.
  • the link motor 25 includes a lock mechanism (not shown) that fixes the rotation shaft to the body so as not to rotate.
  • the lock mechanism is a mechanical mechanism, and preferably does not consume electric power while the rotation shaft is fixed to the body so as not to rotate.
  • the lock mechanism 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. 1) and below the seat 11a.
  • 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.
  • 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.
  • 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.).
  • 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 handle bar 41a as the steering device. It can also be used as
  • the steering device 41 includes a steering angle sensor 53 as a required turning amount detection means for detecting the required turning amount.
  • the steering angle sensor 53 is a sensor that detects a rotation angle of a steering shaft member (not shown) that connects the handle bar 41a and the upper end of the front wheel fork 17 with respect to a frame member included in the riding section 11, that is, a change in the steering angle.
  • an encoder For example, an encoder.
  • the steering angle sensor 53 can detect the steering amount of the handle bar 41a, that is, the steering amount of the steering device as the required turning amount.
  • 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.
  • 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.
  • 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.
  • the distance between the left and right wheels 12L and 12R axle is the axle and the rear wheel of the wheel 12F is a front wheel, i.e., the wheel base is L H.
  • a vehicle speed sensor 54 as a vehicle speed detecting means for detecting the vehicle speed that is the traveling speed of the vehicle 10 is disposed at the lower end of the front wheel fork 17 that supports the axle of the wheel 12F.
  • the vehicle speed sensor 54 is a sensor that detects the vehicle speed based on the rotational speed of the wheel 12F, and includes, for example, an encoder.
  • 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.
  • the vehicle 10 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.
  • 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, the sense of incongruity is reduced, and the stability of the vehicle 10 is improved.
  • the lateral acceleration sensor 44 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.
  • 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.
  • an unnecessary acceleration component may be detected.
  • 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.
  • 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 portions of each member.
  • 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. .
  • lateral acceleration sensors 44 there are a plurality of lateral acceleration sensors 44, which are arranged at different heights.
  • a first lateral acceleration sensor 44a and a second lateral acceleration sensor 44b are arranged at different height positions.
  • 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 .
  • 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 .
  • 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.
  • 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”.
  • 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. Furthermore, 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.
  • 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 link angle sensor 25a, a lateral acceleration sensor 44, a steering angle sensor 53, a vehicle speed sensor 54, and a link motor. 25. Then, the tilt control device outputs a torque command value for operating the link motor 25.
  • the tilt control device performs feedback control and feedforward control during turning, so that the tilt angle of the vehicle body is such that the value of the lateral acceleration detected by the lateral acceleration sensor 44 becomes zero. Then, the link motor 25 is operated. 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.
  • the tilt angle of the vehicle body is controlled in the normal mode, and the extracted part. Therefore, the stability of the vehicle body can be maintained even when subjected to disturbance. In addition, the rider does not feel discomfort and the ride comfort is improved.
  • FIG. 4 is a block diagram showing the configuration of the vehicle body tilt control system according to the first embodiment of the present invention.
  • 46 is an inclination control ECU as an inclination control device, and is connected to a link angle sensor 25a, a first lateral acceleration sensor 44a, a second lateral acceleration sensor 44b, a steering angle sensor 53, a vehicle speed sensor 54, and a link motor 25.
  • the tilt control ECU 46 includes a lateral acceleration calculation unit 48, a lateral acceleration estimation unit 49, a disturbance calculation unit 43, a tilt control unit 47, and a link motor control unit 42.
  • 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.
  • the lateral acceleration estimation unit 49 calculates a predicted lateral acceleration value acting on the vehicle body based on the steering angle detected by the steering angle sensor 53 and the vehicle speed detected by the vehicle speed sensor 54.
  • the disturbance calculation unit 43 calculates a roll rate for the disturbance based on the lateral acceleration detected by the first lateral acceleration sensor 44a and the link angle detected by the link angle sensor 25a.
  • the tilt controller 47 is based on the combined lateral acceleration calculated by the lateral acceleration calculator 48, the predicted lateral acceleration calculated by the lateral acceleration estimator 49, and the roll rate of disturbance calculated by the disturbance calculator 43.
  • the speed command value as the control value is calculated and output.
  • the link motor control unit 42 outputs a torque command value as a control value for operating the link motor 25 based on the speed command value output from the inclination control unit 47.
  • FIG. 5 is a diagram showing a dynamic model for explaining the tilting operation of the vehicle body when turning in the first embodiment of the present invention
  • FIG. 6 shows the operation of the lateral acceleration calculation processing in the first embodiment of the present invention. It is a flowchart to show.
  • the vehicle body tilt control system starts the vehicle body tilt control process.
  • 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.
  • the lateral acceleration calculation unit 48 executes a lateral acceleration calculation process, calculates a combined lateral acceleration a, and outputs it to the tilt control unit 47.
  • the inclination control unit 47 performs feedback control, and outputs a speed command value as a control value such that the value of the combined lateral acceleration a becomes zero. Then, the link motor control unit 42 outputs a torque command value to the link motor 25 based on the speed command value output from the inclination control unit 47.
  • 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, 5 [ms]) while the vehicle 10 is turned on. This is a process for improving turning performance and ensuring passenger comfort.
  • 44A is a first sensor position indicating the position where the first lateral acceleration sensor 44a is disposed on the vehicle body
  • 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 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.
  • 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 .
  • 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
  • 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. .
  • 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 '.
  • the angular velocity of the circumferential displacement due to the operation of the link motor 25 or its reaction is ⁇ M
  • the angular acceleration is ⁇ M ′.
  • the angular velocity ⁇ M or the angular acceleration ⁇ M ′ can be obtained from the detection value of the link angle sensor 25a.
  • a X1 L 1 ⁇ R ′
  • a X2 L 2 ⁇ R ′
  • a M1 L 1 ⁇ M ′
  • a M2 L 2 ⁇ M ′.
  • 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 ⁇ R '+ L 1 ⁇ M' ⁇ formula (1)
  • a 2 a T + a G + L 2 ⁇ R '+ L 2 ⁇ M' ⁇ (2) Then, by subtracting equation (2) from equation (1), the following equation (3) can be obtained.
  • a 1 ⁇ a 2 (L 1 ⁇ L 2 ) ⁇ R ′ + (L 1 ⁇ L 2 ) ⁇ M ′ Equation (3)
  • 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 ⁇ M ′ is known because it is a differential value of the angular velocity ⁇ M of the link motor 25.
  • the value of ⁇ R ′ of the first term is unknown, and all other values are known. Therefore, the value of ⁇ R ′ can be obtained from the detection 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.
  • the lateral acceleration calculation unit 48 starts the lateral acceleration calculation process, and first acquires the first lateral acceleration sensor value a 1 (step S1) and the second lateral acceleration calculation process. An acceleration sensor value a 2 is acquired (step S2). Then, the lateral acceleration calculation unit 48 calculates the acceleration difference ⁇ a (step S3).
  • the ⁇ a is expressed by the following equation (4).
  • ⁇ a a 1 ⁇ a 2 Formula (4)
  • the lateral acceleration calculation unit 48 performs ⁇ L call (step S4), and performs the L 2 call (step S5).
  • the ⁇ L is expressed by the following equation (5).
  • the lateral acceleration calculation unit 48 calculates a combined lateral acceleration a (step S6).
  • the synthetic lateral acceleration a lateral acceleration sensor 44 is a value corresponding to the lateral acceleration sensor value a when the one, first lateral acceleration sensor value a 1 and the second lateral acceleration sensor value a 2 Is obtained by the following equations (6) and (7).
  • the lateral acceleration calculation unit 48 sends the combined lateral acceleration a to the tilt control unit 47 (step S7), and ends the lateral acceleration calculation process.
  • a first lateral acceleration sensor 44a and a second lateral acceleration sensor 44b is placed in different height positions, a first lateral acceleration sensor value a 1 and the second lateral acceleration sensor A combined lateral acceleration a obtained by combining the value a 2 is calculated, and feedback control is performed so that the value of the combined lateral acceleration a becomes zero to control the tilt angle of the vehicle body.
  • the case where there are two lateral acceleration sensors 44 has been described. However, if there are a plurality of lateral acceleration sensors 44 arranged at different heights, the number of lateral acceleration sensors 44 is three or more. There may be any number.
  • FIG. 7 is a flowchart showing the operation of lateral acceleration estimation processing in the first embodiment of the present invention
  • FIG. 8 is a flowchart showing a subroutine of filter processing in the first embodiment of the present invention.
  • the lateral acceleration estimation unit 49 starts the lateral acceleration estimation process.
  • the lateral acceleration estimation unit 49 first acquires the steering angle sensor value ⁇ that is the value of the steering angle detected by the steering angle sensor 53 (step S11), and the vehicle speed sensor value that is the value of the vehicle speed detected by the vehicle speed sensor 54. ⁇ is acquired (step S12).
  • the lateral acceleration estimation unit 49 performs a filtering process on ⁇ (step S13) and calculates ⁇ (t).
  • ⁇ (t) is the steering angle filtered by the cut-off frequency variable low-pass filter according to speed.
  • the lateral acceleration estimation unit 49 first acquires a control cycle T S (step S13-1).
  • the lateral acceleration estimation unit 49 calculates a cutoff frequency w ( ⁇ ) (step S13-2).
  • the w ( ⁇ ) is a cutoff frequency for each speed, and is a function in which the input is the vehicle speed ⁇ and the output is the cutoff frequency.
  • the function is inversely proportional to the vehicle speed, but any function may be used. It should be noted that a table showing the relationship between the input vehicle speed ⁇ and the output cutoff frequency is created in advance, and the cutoff frequency w ( ⁇ ) is obtained without performing calculations by referring to the table. You can also.
  • the lateral acceleration estimation unit 49 calculates the filtered steering angle ⁇ (t) (step S13-4).
  • the ⁇ (t) is calculated by the following equation (8).
  • ⁇ (t) ⁇ old / (1 + T S w ( ⁇ )) + T S w ( ⁇ ) ⁇ / (1 + T S w ( ⁇ )) ⁇ formula (8)
  • the equation (8) is an equation of an IIR (Infinite Impulse Response) filter that is generally used as a bandpass filter, and represents a cutoff frequency variable low-pass filter that is a first-order lag low-pass filter.
  • Equation (9) represents the lateral acceleration generated by steering the handlebar 41a, that is, the centrifugal force generated by turning.
  • the lateral acceleration estimation unit 49 sends the predicted lateral acceleration value a f to the tilt control unit 47 (step S16), and ends the lateral acceleration estimation process.
  • feedback control is performed so that the value of the combined lateral acceleration a becomes zero, the predicted lateral acceleration value a f is calculated from the required turning amount and the vehicle speed, and the calculated lateral acceleration prediction is calculated. Feed-forward control using the value a f is performed.
  • FIG. 9 is a flowchart showing the operation of disturbance calculation processing in the first embodiment of the present invention
  • FIG. 10 is a flowchart showing a subroutine of link angular velocity calculation processing in the first embodiment of the present invention.
  • the ring buffer is a data holding buffer secured in the memory area of the inclination control ECU 46. Then, the inclination acceleration a S from the present to t seconds before is stored in the ring buffer for t seconds prepared in advance.
  • ⁇ means the sum of the values of the inclination acceleration a S stored in the ring buffer.
  • ⁇ t is a sampling period.
  • the ring buffer has t / ⁇ t storage areas.
  • the equation (11) is for alleviating an error due to integration, and the integration region t, that is, the integration time t seconds changes depending on the performance of the lateral acceleration sensor 44 and the like. And determined experimentally.
  • ⁇ is an angular velocity of the link angle of the link mechanism 30 and is calculated by differentiating the link angle sensor value ⁇ detected by the link angle sensor 25a.
  • the disturbance calculation unit 43 first acquires the link angle sensor value ⁇ detected by the link angle sensor 25a (step S26-1).
  • the disturbance calculation unit 43 calculates a roll rate for the disturbance (step S27).
  • ⁇ N ⁇ S ⁇ (13) That is, the roll rate ⁇ N for the disturbance can be obtained by subtracting the angular velocity ⁇ of the link angle of the link mechanism 30 from the actual roll rate ⁇ S of the vehicle body.
  • the disturbance calculation unit 43 sends the roll rate ⁇ N for the disturbance to the tilt control unit 47 (step S28), and ends the disturbance calculation process.
  • the composite lateral acceleration a is subtracted from the detection value a 1 of one of the lateral acceleration sensors 44 (specifically, the first lateral acceleration sensor 44a), so that The vibration component, that is, the inclination acceleration a S can be obtained. Further, by deriving the value obtained by differentiating the link angle sensor value ⁇ detected by the link angle sensor 25a from the value obtained by integrating the inclination acceleration a S , that is, the angular velocity ⁇ of the link angle, the vehicle body becomes unstable. The roll rate ⁇ N for the disturbance in the tilt direction is calculated.
  • FIG. 11 is a diagram showing an example of the gain in the first embodiment of the present invention
  • FIG. 12 is a flowchart showing the operation of the tilt control processing in the first embodiment of the present invention
  • FIG. 13 is the first diagram of the present invention. It is a flowchart which shows the operation
  • the tilt control unit 47 first receives the combined lateral acceleration a from the lateral acceleration calculation unit 48 (step S31).
  • the inclination control unit 47 acquires the control cycle T S (step S33), and calculates a differential value of a (step S34).
  • ⁇ a (a ⁇ a old ) / T S Formula (14)
  • the inclination control part 47 is preserve
  • saved as aold a (step S35). That is, the combined lateral acceleration a acquired at the time of execution of the current vehicle body tilt control process is stored as a old in the storage unit.
  • tilt control unit 47 calculates the first control value U P (step S36).
  • the first control value UP is calculated by the following equation (15).
  • U P G P a ⁇ formula (15)
  • tilt control unit 47 calculates the second control value U D (step S37).
  • the second control value U D is calculated by the following equation (16).
  • U D G D ⁇ a (16)
  • the inclination control unit 47 calculates a third control value U (step S38).
  • 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 (17).
  • U U P + U D ⁇ formula (17)
  • the operations in steps S31 to S38 represent feedback control for controlling the tilt angle of the vehicle body so that the value of the resultant lateral acceleration a becomes zero.
  • the tilt control unit 47 receives the lateral acceleration predicted value a f from the lateral acceleration estimation unit 49 (step S39).
  • the inclination control unit 47 calculates a differential value of a f (step S41).
  • the differential value of a f and .DELTA.a f the .DELTA.a f is calculated by the following equation (18).
  • ⁇ a f (a f ⁇ a fold ) / T S Expression (18)
  • the inclination control part 47 preserve
  • saves as afold af (step S42). 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 .
  • the inclination control unit 47 calculates a fourth control value U fD (step S43).
  • the fourth control value U fD is calculated by the following equation (19).
  • U fD G yD ⁇ a f Equation (19)
  • the inclination control unit 47 calculates a fifth control value U (step S44).
  • 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 (20).
  • U U + U fD Expression (20)
  • the operation of the steps S39 ⁇ S44 represents feedforward control using lateral acceleration estimated value a f obtained based on the steering angle and the vehicle speed.
  • the inclination control unit 47 receives the roll rate ⁇ N for the disturbance from the disturbance calculation unit 43 (step S45).
  • the inclination control unit 47 calculates a disturbance control gain GwP (step S46) and calculates a sixth control value UwP (step S47).
  • the sixth control value U wP is calculated by the following equation (21).
  • U wP G wP ⁇ N Expression (21)
  • G wP G wP ⁇ N
  • there are delays in the link motor 25 that is a control target observation delays in sensors such as the lateral acceleration sensor 44 and the link angle sensor 25a, and the like. Therefore, it is necessary to adjust the value of the disturbance control gain GwP .
  • the sixth control value U wP can be expressed by the following equation (22).
  • U wP
  • ⁇ N sign ( ⁇ N ) ⁇ N 2 Formula (22)
  • sign (x) represents +1 when x is a positive value, and represents -1 when x is a negative value.
  • the value of the disturbance control gain G wP may be changed according to the value of the roll rate ⁇ N for the disturbance as shown in FIG. 11, for example. That is, the value of the disturbance control gain G wP can be determined using a function as shown in FIG. In FIG. 11, G1 is the value of the disturbance control gain G wP to be applied at a minimum, and ⁇ 1 is the value of the roll rate ⁇ N for the disturbance for which the value of the disturbance control gain G wP is to be increased. .
  • the inclination control unit 47 calculates a seventh control value U (step S48).
  • the seventh control value U is the sum of the fifth control value U and the sixth control value U wP and is calculated by the following equation (23).
  • U U + U wP Expression (23)
  • the inclination control unit 47 outputs the seventh control value U as a speed command value to the link motor control unit 42 (step S49), and ends the process.
  • the link motor control unit 42 first receives the seventh control value U from the inclination control unit 47 (step S51).
  • the link motor control unit 42 acquires the link angle sensor value ⁇ detected by the link angle sensor 25a (step S52), executes link angular velocity calculation processing (step S53), and sets the link angle of the link mechanism 30. Calculate the angular velocity ⁇ .
  • the operation of the link angular velocity calculation process is the same as the operation of the link angular velocity calculation process executed by the disturbance calculation unit 43, that is, the operation of steps S26-1 to S26-5 shown in FIG. To do.
  • the link motor control unit 42 can omit the operations of steps S52 and S53 by obtaining the value of the angular velocity ⁇ of the link angle from the disturbance calculation unit 43.
  • the link motor control unit 42 calculates a control error (step S54).
  • ⁇ U ⁇ Formula (24)
  • U is the seventh control value U received from the inclination control unit 47.
  • the link motor control unit 42 obtains the motor control proportional gain G MP (step S55).
  • the value of the motor control proportional gain GMP is a value set based on experiments or the like, and is stored in advance in the storage means.
  • the link motor control unit 42 calculates a torque command value for operating the link motor 25 (step S56).
  • the torque command value is U T
  • the U T is calculated by the following equation (25).
  • U T G MP ⁇ (25)
  • the link motor control unit 42 outputs the torque command value UT to the link motor 25 (step S57) and ends the process.
  • a change due to the disturbance in the change in the vehicle body tilt angle is extracted, and control corresponding to the extracted change due to the disturbance is performed.
  • the disturbance is, for example, a lateral external force that is large enough to assume that one of the left and right wheels 12L and 12R is lifted from the road surface 18.
  • the value of the composite lateral acceleration a performs feedback control such that the zero, since the feedforward control using the lateral acceleration estimated value a f, the inclination angle of the vehicle body during a turn and the lateral acceleration and gravity It is possible to appropriately control the angle so as to be balanced. Even if the road surface 18 is inclined in the lateral direction, the vehicle body can be kept vertical. Further, there is no delay in control even when the lateral acceleration changes greatly, such as at the start and end of turning. For this reason, the stability of the vehicle 10 can be kept high, a passenger's discomfort can be reduced, and comfort can be improved.
  • the disturbance calculation unit 43 calculates the roll rate ⁇ S of the vehicle body based on one detected value of the lateral acceleration sensor 44 and the combined lateral acceleration a has been described.
  • the rate ⁇ S can also be detected directly by a sensor.
  • FIG. 14 is a block diagram showing a modified example of the configuration of the vehicle body tilt control system according to the first embodiment of the present invention.
  • a roll rate sensor 44c is connected to the tilt control ECU 46.
  • the roll rate sensor 44c is a general roll rate sensor that detects the angular velocity of the tilt motion of the vehicle body, that is, the roll rate ⁇ S of the vehicle body.
  • the roll rate sensor 44c is a gyro sensor that is perpendicular to the ground and is It is attached to the vehicle body so that it can detect the rotational angular velocity in the plane perpendicular to the straight direction.
  • the roll rate sensor 44c can be attached to any position of the vehicle body as long as it is perpendicular to the ground surface and in a plane perpendicular to the straight traveling direction of the vehicle 10.
  • the disturbance calculation unit 43 acquires the roll rate ⁇ S of the vehicle body detected by the roll rate sensor 44c. Therefore, the operations in steps S21 to S25 in the disturbance calculation process shown in FIG. 9 can be omitted.
  • FIG. 15 is a flowchart showing the operation of the tilt control process in the second embodiment of the present invention
  • FIG. 16 is a flowchart showing a subroutine of the wind down control process in the second embodiment of the present invention
  • FIG. It is a flowchart which shows the subroutine of the disturbance acceleration calculation process in 2nd Embodiment.
  • the elastic deformation of the tires provided on the left and right wheels 12L and 12R, the elastic deformation of each part of the vehicle body, and the elastic deformation of the springs of the suspension in the case of including the suspension may affect the tilt control of the vehicle body. It becomes relatively large.
  • a tire theoretically has a vibration characteristic similar to that of a combination of a spring and a damper, and therefore has a resonance point as with a suspension.
  • security will be impaired.
  • only one of the left and right wheels 12L and 12R passes through a step or when a large impulse or step input is applied to the vehicle 10, such as when the vehicle 10 receives a sudden crosswind,
  • the entire vehicle 10 may be greatly shaken at the resonance point, and the inclination of the vehicle body may become very large.
  • acceleration elements such as a lateral acceleration and a differential value of a roll rate.
  • the detected value of the acceleration element by the actual sensor is vibrational, if it is used as a feedback element, it becomes further vibrational, the feedback gain cannot be increased, and the control effect cannot be exhibited.
  • a filter is applied to the detected value of the acceleration element by the sensor in order to increase the feedback gain, the delay will increase, and the control effect cannot be exhibited.
  • rewinding control as control that takes into account elastic deformation of the tire and other parts, that is, winddown control is performed.
  • the lateral acceleration calculation unit 48 executes the lateral acceleration calculation process
  • the lateral acceleration estimation unit 49 executes the lateral acceleration estimation process
  • the disturbance calculation unit 43 performs the disturbance calculation process.
  • the link motor control unit 42 executes the link motor control process.
  • the operations of the lateral acceleration calculation process, the lateral acceleration estimation process, the disturbance calculation process, and the link motor control process in the present embodiment are the same as those in the first embodiment.
  • the operations of the lateral acceleration calculation process, the lateral acceleration estimation process, the disturbance calculation process, and the link motor control process in this embodiment are the same as the operations shown in the flowcharts of FIGS.
  • the tilt control unit 47 receives the combined lateral acceleration a from the lateral acceleration calculation unit 48 (step S61).
  • the operation from the reception of the combined lateral acceleration a to the calculation of the sixth control value U wP that is, the operation from step S61 to S77 shown in FIG. 15, will be described in the first embodiment. Since this is the same as steps S31 to S47, the description thereof is omitted.
  • the inclination control unit 47 executes a winddown control process (step S78).
  • the winddown control the start of elastic deformation of the tire and other parts is detected to invert the sign of the control value, and the end of elastic deformation is detected to return the sign of the control value to the original. ing.
  • the winddown is executed only during the period from when the elastic member receives an external disturbance to start elastic deformation until the elastic deformation ends, and the elastic member starts to recover due to its own elasticity. Winddown is stopped in the following period. When the winddown is stopped or not executed, the same control as that in the first embodiment is performed.
  • the left and right wheels 12L and 12R falls into the recess when passing through the recess.
  • the tire of one wheel falls from the state of floating in the air and contacts the bottom surface of the recess. To do.
  • the tire contracts after being grounded, and when the contraction is completed, the tire expands and returns to its original shape. Winddown is performed only during the period from when the tire contacts the ground until it finishes contracting, and is not performed during the period until the tire contacts the ground and after the tire has contracted.
  • the inclination control unit 47 first acquires the roll rate ⁇ N for the disturbance (step S78-1) and executes the disturbance acceleration calculation process (step S78-2).
  • the roll rate ⁇ N for the disturbance is that received from the disturbance calculation unit 43 in step S75.
  • the tilt control unit 47 first calls ⁇ N-1 (step S78-2-1) and obtains the control cycle T S (step S78-2-2).
  • the inclination control unit 47 calculates a differential value of the roll rate ⁇ N for the disturbance (step S78-2-3), and ends the disturbance acceleration calculation process.
  • ⁇ N ( ⁇ N ⁇ N-1 ) / T S Formula (26)
  • ⁇ N ⁇ N-1 ⁇ 0 the inclination control unit 47 determines whether or not ⁇ N ⁇ N-1 ⁇ 0 (step S78-4).
  • [Delta] [omega N is the rate of change of the disturbance component of the roll rate omega roll rate of a differential value disturbance component of N omega N, i.e., shows the slope of the curve showing the change of the disturbance component of the roll rate omega N. Therefore, ⁇ N ⁇ N ⁇ 1 ⁇ 0 indicates that the slope of the curve indicating the roll rate ⁇ N of the disturbance during the previous vehicle body tilt control process and the disturbance during the current vehicle body tilt control process are executed. This means that the slope of the curve indicating the roll rate ⁇ N is different, that is, passing through an inflection point on the curve indicating the roll rate ⁇ N of the disturbance.
  • the inclination control unit 47 determines whether or not the absolute value of the roll rate ⁇ N for the disturbance is greater than a predetermined threshold (threshold) value A 1 , that is,
  • a 1 is a threshold value set for determining whether or not the input to the vehicle body is equal to or greater than a certain value.
  • a 1 is a value of 0 or more. Further, A 1 is set so that the absolute value becomes smaller than the absolute value of the roll rate ⁇ N of the maximum disturbance that does not cause the vehicle 10 to fall when the winddown is not executed.
  • the inclination control unit 47 determines whether or not ⁇ N ⁇ N-1 ⁇ 0 (step S78-9). In step S78-6, whether or not
  • ⁇ N ⁇ N-1 ⁇ 0 indicates that the roll rate ⁇ N of the disturbance during the previous execution of the vehicle body tilt control process is positive and negative, and the roll rate of the disturbance during the execution of the current vehicle body tilt control process.
  • the sign of ⁇ N is different from the positive or negative, that is, the curve indicating the roll rate ⁇ N of the disturbance has passed through the axis (X axis) indicating zero (so-called zero crossing).
  • the inclination control unit 47 calculates a seventh control value U (step S78-14).
  • the seventh control value U is the sum of the fifth control value U and a value obtained by multiplying the sixth control value U wP by the wind-down control gain G wS , and is calculated by the following equation (27).
  • U U + U wP G wS Expression (27)
  • the inclination control unit 47 outputs the seventh control value U as a speed command value to the link motor control unit 42 (step S79), and ends the process.
  • step S78-6 in the winddown control process corresponds to determining whether or not the input is to execute the winddown.
  • > A 1 corresponds to an input to be subjected to winddown.
  • step S78-9 is equivalent to determining whether or not the grounded tire has been contracted, as will be described according to the example of the tire.
  • the seventh control value U is expressed by the following equation (28) by the above equation (27).
  • U U ⁇ U wP Expression (28)
  • the equation (28) is smaller than U wP by twice. As a result, it is understood that the control gain in the inclination control is rewound and reduced by executing the winddown until the tire finishes contracting after being grounded.
  • steps S78-3 and S78-4 will be described in accordance with the example of the tire.
  • the control value corresponding to the change due to the disturbance is changed according to the elastic deformation of the member due to the disturbance.
  • the control value corresponding to the change due to the disturbance is changed so that the control gain for controlling the inclination of the vehicle body is rewound during the period from the start to the end of the elastic deformation of the member due to the disturbance.
  • winddown control that takes into account elastic deformation of the tire and other parts is performed, and if there is an input exceeding a certain level, only the period from when the tire or other part starts elastic deformation until it ends Winding down is executed, and the control gain in the tilt control is rewound to decrease.
  • the elastic deformation is deformation in one direction by receiving the input of the tire and other parts, and deformation in the opposite direction (so-called bounce back) by the elasticity of the tire and other parts itself. Not included.
  • the winddown is executed only during a period from when the tire or other part receives the input and starts to be deformed to when bounceback is started.
  • the influence on the tilt control due to the elastic deformation of the tire and other parts can be eliminated, and even when subjected to a large disturbance in the tilt direction, the tilt angle of the vehicle body does not generate resonance. Can be appropriately controlled, and a stable running state can be obtained.
  • the present invention can be used for a vehicle having at least a pair of left and right wheels.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
  • Automatic Cycles, And Cycles In General (AREA)
PCT/JP2011/067588 2010-08-02 2011-08-01 車両 WO2012017982A1 (ja)

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JP5928046B2 (ja) * 2012-03-21 2016-06-01 株式会社豊田中央研究所 車輪型移動体
US9061564B1 (en) 2013-12-18 2015-06-23 Automotive Research & Testing Center Active vehicle with a variable inclination apparatus and method of using the same
TWI566975B (zh) * 2015-12-02 2017-01-21 湯生科技股份有限公司 傾車系統及三輪車
JP6603953B2 (ja) * 2016-03-29 2019-11-13 株式会社エクォス・リサーチ 車両
IT201700024189A1 (it) * 2017-03-03 2018-09-03 Piaggio & C Spa Metodo di contrasto al saltellamento innescato da un'oscillazione di risonanza in un motoveicolo rollante a tre o quattro ruote
JP2018172072A (ja) * 2017-03-31 2018-11-08 株式会社エクォス・リサーチ 車両
JP7056349B2 (ja) * 2018-04-23 2022-04-19 トヨタ自動車株式会社 自動傾斜車両
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