WO2014054697A1 - Procédé de commande de fonctionnement d'automobile, appareil de commande de fonctionnement d'automobile et automobile - Google Patents

Procédé de commande de fonctionnement d'automobile, appareil de commande de fonctionnement d'automobile et automobile Download PDF

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Publication number
WO2014054697A1
WO2014054697A1 PCT/JP2013/076834 JP2013076834W WO2014054697A1 WO 2014054697 A1 WO2014054697 A1 WO 2014054697A1 JP 2013076834 W JP2013076834 W JP 2013076834W WO 2014054697 A1 WO2014054697 A1 WO 2014054697A1
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Prior art keywords
roll angle
vehicle
wheel
automobile
vehicle body
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PCT/JP2013/076834
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English (en)
Japanese (ja)
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WO2014054697A9 (fr
Inventor
一郎 景山
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学校法人日本大学
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Priority to JP2014539787A priority Critical patent/JPWO2014054697A1/ja
Publication of WO2014054697A1 publication Critical patent/WO2014054697A1/fr
Publication of WO2014054697A9 publication Critical patent/WO2014054697A9/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/20—Conjoint control of vehicle sub-units of different type or different function including control of steering systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
    • B60G17/016—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input
    • B60G17/0162—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input mainly during a motion involving steering operation, e.g. cornering, overtaking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/22—Conjoint control of vehicle sub-units of different type or different function including control of suspension systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/02—Control of vehicle driving stability
    • B60W30/045—Improving turning performance
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D9/00—Steering deflectable wheels not otherwise provided for
    • B62D9/02—Steering deflectable wheels not otherwise provided for combined with means for inwardly inclining vehicle body on bends
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
    • B62K21/00—Steering devices
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
    • B62K5/00—Cycles with handlebars, equipped with three or more main road wheels
    • B62K5/10—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
    • B60G2200/00—Indexing codes relating to suspension types
    • B60G2200/40—Indexing codes relating to the wheels in the suspensions
    • B60G2200/46—Indexing codes relating to the wheels in the suspensions camber angle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2300/00—Indexing codes relating to the type of vehicle
    • B60G2300/12—Cycles; Motorcycles
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/05—Attitude
    • B60G2400/051—Angle
    • B60G2400/0511—Roll angle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/05—Attitude
    • B60G2400/051—Angle
    • B60G2400/0514—Wheel angle detection
    • B60G2400/05142—Wheel camber
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/20—Speed
    • B60G2400/204—Vehicle speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/40—Steering conditions
    • B60G2400/41—Steering angle
    • B60G2400/412—Steering angle of steering wheel or column
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0001—Details of the control system
    • B60W2050/0019—Control system elements or transfer functions
    • B60W2050/0028—Mathematical models, e.g. for simulation
    • B60W2050/0031—Mathematical model of the vehicle
    • B60W2050/0033—Single-track, 2D vehicle model, i.e. two-wheel bicycle model
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0001—Details of the control system
    • B60W2050/0019—Control system elements or transfer functions
    • B60W2050/0028—Mathematical models, e.g. for simulation
    • B60W2050/0031—Mathematical model of the vehicle
    • B60W2050/0035—Multiple-track, 3D vehicle model, e.g. including roll and pitch conditions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/18—Roll
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/18—Steering angle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/20—Steering systems
    • B60W2710/207—Steering angle of wheels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/22—Suspension systems
    • B60W2710/223—Stiffness
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2720/00—Output or target parameters relating to overall vehicle dynamics
    • B60W2720/18—Roll

Definitions

  • the present invention relates to an automobile motion control method, an automobile motion control apparatus, and an automobile in which the steering ratio is variable according to the vehicle speed.
  • the number of nuclear family households excluding this one-person household is less than 60% of the total, and the total of the single household and nuclear family households account for about 85% of the total number of households.
  • the number of members per household decreases and the number of passengers per vehicle decreases, the importance of personal mobility for personal use increases (see, for example, Patent Document 1).
  • Paying particular attention to the penetration rate of light cars that are light and small, it is about 1/3, which is about 32% of all passenger cars.
  • FIG. 30 shows the relationship between the total length and the projected area for passenger cars and motorcycles currently on the market. In addition, it calculated
  • the width is narrower than the total length, and considering the above results by a regression equation, the width is about 1.2 m for a vehicle having a total length of about 2.5 m. For this reason, when considering the stability at the time of turning, it is considered that a vehicle having a movement form such as a two-wheeled vehicle that turns with a large roll of the vehicle body is effective. In such a vehicle, the centripetal force is a function of the canvas last and cornering force, so how to use them is important.
  • the present invention has been made in view of the above problems, and an object thereof is to provide an automobile motion control method, an automobile motion control apparatus, and an automobile in which the steering ratio is variable according to the vehicle speed.
  • the vehicle motion control method speeds up the steering ratio, which is the ratio of the roll angle and the steering wheel angle of the vehicle body that can control the roll angle, when performing driving control when turning a vehicle having three or more wheels. It is specified as a function of and varies according to the vehicle speed.
  • the vehicle motion control apparatus is capable of controlling at least a variable portion for controlling a roll angle of a vehicle body of the vehicle and a roll angle control when performing driving control when turning a vehicle having three or more wheels.
  • a controller that defines a steering ratio, which is a ratio between the roll angle and the steering wheel angle of the vehicle body, as a function of speed and outputs the steering ratio according to the vehicle speed of the automobile to the variable unit.
  • the automobile according to the present invention includes three or more wheels, a vehicle body, and the above-described driving control device for the automobile.
  • the steering ratio which is the ratio of the roll angle and the steering wheel angle of the vehicle body that can control the roll angle
  • the steering ratio is defined as a function of speed with three or more wheels, and the steer characteristic and the side slip characteristic are changed by varying the vehicle speed. It can be set freely. Therefore, the present invention can be constructed from a sports car to a family use in a single vehicle by switching the steering ratio according to the vehicle speed.
  • FIG. 1 is a block diagram showing an automobile to which an operation control device according to an embodiment of the present invention is applied. It is the perspective view which showed a mode that the motion of the four-wheel vehicle was replaced with the two-wheel model. It is the conceptual diagram which showed the form of roll control, (A) shows lean out, (B) shows lean with, (C) shows lean in. It is the conceptual diagram which showed the coordinate system of vehicle motion. It is the side view which showed the vehicle body dimension. It is the graph which showed the root locus of personal mobility. It is the conceptual diagram which showed the geometric turning characteristic. It is the conceptual diagram which showed the steady circular turning characteristic only for canvas last with centripetal force.
  • or (E) is the figure which showed the response result with respect to the additional steering change of the motor vehicle which applied the driving control apparatus which concerns on other one Embodiment of this invention. It is the graph which showed the relationship between a full length and a projection area about the passenger car and two-wheeled vehicle currently marketed.
  • An automobile 101 to which an operation control apparatus 120 for an automobile according to an embodiment of the present invention is applied is a vehicle capable of realizing stable cornering during turning. In order to obtain characteristics, the relationship between the steering angle of the steering wheel and the roll angle of the vehicle body can be changed by the speed of the automobile 101.
  • the automobile 101 of the present embodiment is personal mobility having, for example, three or more wheels (tires) 110 and a vehicle body 111 capable of roll angle control that rolls and turns like a two-wheeled vehicle. Further, as shown in FIG.
  • the automobile 101 detects a vehicle speed by a roll angle detection unit 112 that detects the roll angle of the vehicle body 111, a handle angle detection unit 113 that detects the handle angle of the handle 113 a, and the vehicle speed.
  • the vehicle speed detection unit 114, the variable unit 115 that controls the roll angle of the vehicle body 111, the steering ratio that is the ratio of the roll angle and the steering wheel angle of the vehicle body is defined as a function of speed, and the steering ratio according to the vehicle speed is variable unit 115.
  • a controller 116 for outputting to the controller.
  • the roll angle detection unit 112, the handle angle detection unit 113, and the vehicle speed detection unit 114 are configured using, for example, a known sensor, and output the detected data to the controller 116.
  • the variable portion 115 can change the height of one and the other of the front wheels and / or the height of one and the other of the rear wheels by changing the length of the upper arm of the tire with a hydraulic piston or the like.
  • the roll angle of the vehicle body 111 is controlled.
  • the controller 116 is constituted by, for example, a microcomputer, and defines a steering ratio, which is a ratio of the roll angle of the vehicle body and the steering wheel angle, as a function of speed in accordance with a control program stored therein, and according to the vehicle speed.
  • the steering ratio is output to the variable unit 115.
  • four wheels (tires) 110 are provided.
  • the present invention is not limited to this, and the number of wheels of the automobile 101 in the present embodiment is at least two front wheels and rear wheels. If there are one or more wheels, the number may be three, or four or more.
  • the controller 116 detects the roll angle of the vehicle body 111 detected by the roll angle detection unit 112 and the handle angle detected by the handle angle detection unit 113.
  • the steering ratio which is the ratio of the two, is defined as a function of speed, and the steering ratio corresponding to the vehicle speed is output to the variable unit 115. Therefore, the driver can freely set the steer characteristic and the side slip characteristic with an operation unit (not shown), and a single vehicle can be constructed from a sports car to a family use.
  • the steer characteristic and the side slip are made possible by changing the relationship between the steering angle of the handle 113a and the roll angle of the vehicle body 111 according to the speed of the automobile 101 when the automobile 1 turns.
  • the characteristics can be freely set, and in particular, the vehicle body 111 can be smaller and lighter than a normal vehicle, and stable vehicle characteristics can be obtained during slender personal mobility turning.
  • the driving control device 120 and the driving control method for the automobile 101 according to the embodiment of the present invention are created by the inventor through kinematic verification according to the following description.
  • FIGS. 3A to 3C the form of roll control is defined as shown in FIGS. 3A to 3C from the relationship between the vehicle body roll angle and the tire camber angle.
  • ⁇ represents a mechanical roll angle
  • ⁇ t represents a tire camber angle.
  • K Ci canvas stiffness
  • K Si cornering stiffness
  • ⁇ i tire slip angle.
  • i indicates a tire number
  • i A is a rear wheel
  • i B is a front wheel.
  • each tire since each tire does not require centripetal force, it proceeds in the direction of the wheel center with a side slip angle of 0.
  • each tire does not have a side slip angle, and therefore, as shown in FIG. 7, it is shown in FIG. Therefore, the turning center is located on the rear wheel shaft extension line.
  • the centripetal force required by the canvas last is larger, it is necessary to generate a cornering force on the negative side from the balance of steady circular turning as shown in FIG. That is, since the side slip angle is positive, the turning center is located behind the rear wheel shaft, and the vehicle turns outward. From these relationships, in the case of a vehicle having canvas last as the main centripetal force, the reference is considered to be a state of turning only by canvas last as shown in FIG. Therefore, the standard of the steady circle turning characteristic is a vehicle having such tire characteristics.
  • the first term on the right side is the same as the stability factor of a normal four-wheeled vehicle, and the second term is a term specific to the vehicle considering the camber angle like PM1.
  • the first term on the right side of this equation represents the side slip coefficient of a four-wheeled vehicle as described above, and the second term represents the effect of camber angle.
  • ⁇ represents the relationship between the canvas stiffness of the front wheel and the rear wheel
  • ⁇ A represents the relationship between the actual canvas stiffness and the reference canvas stiffness.
  • SI ⁇ 0 The reference US (understeer) is decreased, and the OS (oversteer) characteristic is obtained depending on the value.
  • SI 0: The steering characteristic is determined only by the cornering power.
  • the reference vehicle shown in Table 1 is a stable vehicle, the OS characteristic can be realized while maintaining the stability by the value of the canvas stiffness.
  • ⁇ A is an index from the equation (25).
  • the following characteristics can be defined by this index.
  • ⁇ A ⁇ 1 The side slip angle decreases with increasing speed.
  • ⁇ A 1: The side slip angle is always constant regardless of the speed change.
  • FIG. 12 shows a steering ratio with respect to a change in speed and a change in multiplication of ⁇ A and SI that determines K c by equation (24).
  • FIG. 13 shows the analysis result of the steer characteristic
  • FIG. 14 shows the analysis result of the side slip characteristic.
  • FIG. 13 shows that the steer characteristic can be expressed from the strong US characteristic to the strong OS characteristic in this range. In this sense, it can be seen that the characteristics can be greatly changed, particularly by setting the tire. Further, it can be seen from FIG. 14 that by setting ⁇ A as the side slip characteristic, the steady side slip characteristic can be increased and the posture of the vehicle can be changed. From such analysis, it is possible to realize the setting of the motion characteristics of PM1 from a very high sporting characteristic to a calm characteristic for steering for a general driver, which is very high as a new vehicle system. You can see that it has potential.
  • FIG. 15 is a perspective view showing a schematic configuration of an automobile to which an operation control device according to another embodiment of the present invention is applied
  • FIG. 16 applies an operation control device according to another embodiment of the present invention. It is a block diagram showing an automobile.
  • the driving control device is applied to, for example, the automobile 201 called personal mobility, which is a small vehicle (PM1) on which about one or two people can get on, and is more stable during turning than the first embodiment.
  • PM1 small vehicle
  • the automobile 201 according to the present embodiment has a vehicle body 211 having a total length of about 2 to 4 m and a width of about 1 to 2 m.
  • (Tire) 210 is provided.
  • four wheels 210 are provided, but the number of wheels is not limited to four. That is, the number of wheels may be three or four or more as long as there are at least two or more front wheels and one or more rear wheels.
  • the automobile 201 in the present embodiment is provided with a handle 213a for turning the vehicle and the like, and a lever-shaped operation unit 217 for changing the roll angle of the vehicle body 211 and the wheels 210 with respect to the road surface in the vicinity of the handle 213a.
  • the operation unit 217 is not limited to a lever shape as shown in FIG. 15, and may be, for example, a device provided with a plurality of buttons and meters, or an operation lever or an operation part of the handle 213 a. It is good also as a structure in which a button is provided integrally.
  • the operation unit 217 changes the relationship between the roll angle of the vehicle body 211 and the roll angle of the wheels 210 to The canvas stiffness of the wheel 210 at the time of turning 201 is adjusted.
  • the driving control device 220 of the automobile 201 includes a controller 216, a variable unit 215, a handle angle detection unit 213, a roll angle detection unit 212, a vehicle speed detection unit 214, And an operation unit 217.
  • the handle angle detection unit 213, the roll angle detection unit 212, and the vehicle speed detection unit 214 are configured using, for example, known sensors, and the detected handle angle of the handle 213a, roll angles of the vehicle body 211 and the wheels 210, and vehicle speed data. Are detected and output to the controller 216.
  • variable unit 215 controls the roll angle of the vehicle body 211 so that the relationship between the roll angle of the vehicle body 211 and the roll angle of the wheel 210 can be changed by the operation unit 217.
  • a wheel roll angle variable unit 219 that controls the roll angle of the wheel 210. That is, the variable section 215 can tilt the vehicle body 211 and the wheels 210 independently from each other with respect to the road surface.
  • the vehicle body roll angle variable unit 218 can change the height of one and the other of the front wheels and / or the height of one and the other of the rear wheels by changing the length of the upper arm of the tire with a hydraulic piston or the like, for example.
  • the roll angle of the vehicle body 211 is controlled by making the difference.
  • the wheel roll angle variable section 219 controls the roll angle of the wheel 210 by making it possible to change the angle of the wheel 210 (front wheel, rear wheel) with respect to the road surface with, for example, a suspension or a hydraulic piston.
  • the controller 216 is configured by a microcomputer or the like, for example, and in accordance with a control program stored therein, the controller 216 speeds up the steering ratio that is the ratio of the roll angle and the steering wheel angle of the vehicle body 211.
  • the steering ratio corresponding to the vehicle speed is output to the variable unit 215.
  • the controller 216 adjusts the roll angle of the vehicle body 211 and the roll angle of the wheel 210 by operating the vehicle body roll angle variable unit 218 and the wheel roll angle variable unit 219 with the operation unit 217. It is possible to make it possible.
  • the controller 216 changes the relationship between the roll angle of the vehicle body 211 and the roll angle of the wheel 210 by adjusting the roll angle of the vehicle body 211 and the roll angle of the wheel 210, The canvas stiffness of the wheel 210 when the automobile 201 turns is adjusted.
  • the controller 216 determines the magnitude relationship between the roll angle of the vehicle body 211 and the roll angle of the wheel 210, and the vehicle body roll angle is variable based on the determination result of the determination unit 216a so that the wheel 210 has a desired canvas stiffness.
  • a command unit 216b that commands to adjust the unit 218 and the wheel roll angle variable unit 219.
  • the variable section 215 can be operated by the operation section 217 via the controller 216 during turning to change the relationship between the roll angle of the vehicle body 211 and the wheel 210.
  • the relationship between the roll angle of the vehicle body 211 and the wheel 210 at the time of turning is tilted toward the vehicle body 211 relative to the wheel 210 to lean the vehicle body 211 to the inside of the turn, and the wheel 210 rather than the vehicle body 211. It is changed so as to be in a lean-out state in which the vehicle body 211 is leaned to the outside of the turn, or a lean with state in which the wheels 210 and the vehicle body 211 have substantially the same inclination.
  • the canvas stiffness of the wheel 210 is adjusted to a desired size by changing the relationship between the roll angle of the vehicle body 211 and the wheel 210. That is, even when the relationship between the roll angles of the vehicle body 211 and the wheels 210 is lean in or lean out, the vehicle characteristics during turning can be stabilized and excellent cornering characteristics can be obtained.
  • the wheel 210 is tilted more than the vehicle body 211 so that the roll angle is larger, and the canvas stiffness is adjusted to be larger. To do.
  • the lean angle of the wheel 210 is made small, and the wheel 210 is made to have a smaller roll angle than the vehicle body 211. Move in the standing direction and adjust the canvas stiffness to be smaller.
  • the vehicle body roll angle variable unit 218 and the wheel roll angle variable unit 219 can be adjusted by the operation unit 217 via the controller 216 so that the wheels 210 have the desired canvas stiffness as described above.
  • the canvas stiffness is determined depending on the type of the automobile and the tire (wheel) provided in the automobile, it is necessary to change the tire each time in order to change the vehicle characteristics including the canvas stiffness.
  • the relationship between the roll angle of the vehicle body 211 and the roll angle of the wheels 210 can be freely changed while adjusting the variable unit 215 with the operation unit 217 via the controller 216.
  • it can adjust with the operation part 217 at the time of the driving
  • the design range of the vehicle is greatly expanded.
  • the present embodiment is applied to the automobile 201 called personal mobility that is smaller and lighter than an ordinary vehicle and has an elongated vehicle body 211, and therefore has vehicle characteristics that can be flexibly changed by a driver like a motorcycle.
  • the vehicle can be used as a highly safe vehicle that ensures stability during turning. That is, the personal mobility applied as the automobile 201 according to the present embodiment is an unexpected accident while the driver can flexibly adjust the roll angle of the vehicle body 211 and the wheel 210 when turning, like a motorcycle, and change the vehicle characteristics. It is possible to ensure safety that the driver is protected from an external impact or the like by the vehicle body 211 when the vehicle collides or falls due to the above.
  • the operation control device 220 and the operation control method for the automobile 201 according to the present embodiment were created by the inventor after kinematically verifying according to the following description.
  • the PM1 vehicle which is an automobile according to this embodiment, is a four-wheeled vehicle, and the roll angle is determined geometrically by connecting the front and rear left and right wheels with links.
  • system a two-input system of a roll angle ( ⁇ ) and an actual steering angle ( ⁇ ) is combined with a steering ratio ⁇ ( ⁇ ) that is a function of the speed ⁇ shown in the equation (27). It was proposed that the driver can perform lateral control with one input.
  • Equation (27) g is gravitational acceleration
  • l is a wheel base that is the distance between the front wheel and the rear wheel
  • K ⁇ is a stability factor.
  • the steering characteristic of the vehicle can be made constant with respect to a change in speed. Therefore, when the steering ratio is indicated by using an index based on the relative tire characteristic that determines the steering characteristic defined in the speed and the previous report, it is given as shown in FIG.
  • the specifications of the vehicle used for the analysis are the same as in Table 1 described above.
  • ⁇ A and SI are given by the above-described equation (23).
  • ⁇ is given by the aforementioned equation (23) as the ratio of the canvas stiffness of the front and rear wheels.
  • slip angle coefficient is found to be defined by the kappa A. It can be seen that when this value is 0, the side slip coefficient is 0, and the side slip angle is always 0 with respect to the change in the turning speed.
  • the change in SI has no effect on the lateral slip angle at the center of gravity. Therefore, it can be seen that the use of these two values can freely set the steer characteristic and the lateral slip characteristic at the time of design. Therefore, the above-described equation (27) is used to analyze the influence of the stability factor on the steering ratio and the speed change, and the analysis result is shown in FIG.
  • the foil base was analyzed as 2 m.
  • the specification shows a large understeer characteristic in a portion where the steering ratio is very small.
  • the stability factor is substantially constant when the steering ratio is 10 or more and 10 m / s or more.
  • the region where the steering ratio is small is a region where the influence of the steering angle is very large, which means that the effect of preventing rollover due to the large roll angle that the vehicle originally has becomes small.
  • the effect of changing the steering angle ratio is mainly related to the improvement of characteristics such as handling at extremely low speeds. Will do.
  • the standard for the tire characteristics is defined by the initial setting conditions of the tire, and this mainly means that the relationship between the steering characteristics and the side slip characteristics can be set relatively freely.
  • FIGS. From the relationship between the vehicle body roll angle and the tire camber angle, the form of roll control is defined as shown in FIGS.
  • FIGS. In general, as shown in FIG. 3 (A), leaning out the vehicle body leaning outward with respect to the roll angle of the tire, and conversely, as shown in FIG. The thing that makes you lean is called lean in. Further, as shown in FIG. 3B, a case where the intermediate tire and the vehicle body have the same roll angle is referred to as lean with. By such a change, the combined center of gravity position is changed to the left and right, and the mechanical roll angle is controlled.
  • ⁇ b is given by the following equation (29) as being proportional to the centripetal acceleration.
  • the ratio ⁇ between the vehicle camber angle and the mechanical camber angle is defined by the following equation (31).
  • the influence of the vehicle body camber angle is given by ⁇ described above, and these are all given by multiplication with ⁇ A given by the canvas stiffness ratio. Therefore, the vehicle body camber angle variation represented by C b is equivalently equal to changing the canvas stiffness of the tire. Therefore, it means that the canvas specification, which is a design specification, can be equivalently changed according to the control conditions. In other words, it means that the design target characteristics can be significantly changed by changing such characteristics.
  • ⁇ is a value indicating the relationship of the canvas stiffness to the reference canvas stiffness that is a value that can generate centripetal force only by the canvas last, and is given by the following equation (36).
  • FIG. 20 is a block diagram showing an automobile to which an operation control apparatus according to another embodiment of the present invention is applied.
  • the driving control device is applied to, for example, the automobile 301 called personal mobility, and is more stable during turning than the first and second embodiments.
  • the scope of application of characteristics is expanded.
  • the present invention is applied to the steady state at the time of turning, but in this embodiment, the automobile 301 is switched from the straight traveling state to the turning state to reach the steady state at the time of turning. It can be applied to the initial turning stage up to and has been studied based on nonlinear characteristics.
  • the present embodiment is characterized in that the roll angle is controlled independently for the front wheel 310f and the rear wheel 310r in order to obtain vehicle characteristics that stabilize cornering at the start of turning until reaching a steady state during turning.
  • the relationship between the roll angle of the vehicle body 311 on the front wheel 310f side and the roll angle of the wheel 310f is changed within a predetermined time from the start of turning of the automobile 301, and the vehicle body 311 on the rear wheel 310r side after a predetermined time elapses.
  • the relationship between the roll angle and the roll angle of the wheel 310r is changed.
  • the operation control device 320 of the automobile 301 includes a controller 316, a variable unit 315 (315f, 315r), a steering wheel angle detection unit 313, a roll angle detection unit 312, and a vehicle speed.
  • a detection unit 314 and an operation unit 317 are provided.
  • the handle angle detection unit 313, the roll angle detection unit 312, and the vehicle speed detection unit 314 are configured using, for example, known sensors, and the detected handle angle of the handle 313a, roll angles of the vehicle body 311 and the wheel 310, and vehicle speed data. Are detected and output to the controller 316.
  • variable portion 315 is provided so that the operation portion 317 can change the relationship between the roll angle of the vehicle body 311 and the roll angle of the wheels 310 (310f, 310r).
  • 315r) includes a vehicle body roll angle variable unit 318 (318f, 318r) that controls the roll angle of the vehicle body 311 and a wheel roll angle variable unit 319 (319f, 319r) that controls the roll angle of the wheels 310 (310f, 310r). It is characterized by providing. That is, the variable section 315 (315f, 315r) can tilt the vehicle body 311 and the wheels 310 (310f, 310r) independently of the road surface.
  • the vehicle body roll angle variable unit 318 can change the height of one and the other of the front wheels and / or the height of one and the other of the rear wheels, for example, by changing the length of the upper arm of the tire with a hydraulic piston or the like.
  • the roll angle of the vehicle body 311 is controlled by making the difference.
  • the wheel roll angle variable unit 319 controls the roll angle of the wheel 310 by making it possible to change the angle of the wheel 310 with respect to the road surface using, for example, a suspension or a hydraulic piston.
  • the controller 316 is configured by, for example, a microcomputer and the steering which is the ratio of the roll angle and the steering wheel angle of the vehicle body 311 according to a control program stored therein.
  • the ratio is defined as a function of speed, and a steering ratio corresponding to the vehicle speed is output to the variable unit 315.
  • the controller 316 operates the vehicle body roll angle variable unit 318 and the wheel roll angle variable unit 319 with the operation unit 317, whereby the roll angle and the wheel of the vehicle body 311 are changed.
  • the roll angle of 310 can be adjusted.
  • the present embodiment is characterized in that the roll angle control is performed independently for the front wheel 310f and the rear wheel 310r.
  • the controller 316 changes the relationship between the roll angle of the vehicle body 311 and the roll angle of the wheel 310 by adjusting the roll angle of the vehicle body 311 and the roll angle of the wheel 310, and The canvas stiffness of the wheel 310 when the automobile 301 turns is adjusted.
  • the controller 316 determines the magnitude relationship between the roll angle of the vehicle body 311 and the roll angle of the wheels 310 (310f, 310r), and the determination result of the determination unit 316a.
  • a command unit 316b that instructs to adjust the vehicle body roll angle variable unit 318 and the wheel roll angle variable unit 319 so that the wheels 310 (310f, 310r) have a desired canvas stiffness is provided.
  • the controller 316 by providing the controller 316, the variable unit 315 is operated by the operation unit 317 via the controller 316 when turning, and the relationship between the roll angle of the vehicle body 311 and the wheel 310 is determined by the front wheel 310f and the rear wheel. It can be changed in each of 310r. Specifically, the controller 316 first controls the vehicle body roll angle variable unit 318f and the wheel roll angle variable unit 319f of the front wheel 310f within a predetermined time from the start of turning of the automobile 301 to control the roll angle and wheel ( The relationship with the roll angle of the front wheel 310f is changed.
  • the vehicle body roll angle variable unit 318r and the wheel roll angle variable unit 319r are controlled to change the relationship between the roll angle of the vehicle body 311 and the roll angle of the wheel (rear wheel) 310r.
  • the lean angle control is performed on the vehicle body 311 and the front wheel 310f until the front wheel 310f side reaches a steady state at the start of turning, and the vehicle body 311 and the rear wheel after the rear wheel 310r also enters a turning operation after a predetermined time.
  • the lean angle of 310r is controlled.
  • the lean angle control is performed from the front wheel side, and the rear wheel side lean angle control is delayed to achieve a balanced state when turning, so that the automobile 301 does not slide diagonally and cornering at the start of turning is performed.
  • the stability of the can be further increased.
  • the “predetermined time” mentioned here refers to, for example, the time during which the automobile 301 travels the wheel base that is the distance between the front wheel 310f and the rear wheel 310r.
  • the relationship between the roll angle of the vehicle body 311 and the roll angle of the wheel 310 is set to the front wheel 310f and the rear wheel 310r while the variable unit 315 is adjusted by the operation unit 317 via the controller 316.
  • the operation unit 317 is adjusted so that the canvas stiffness of the front wheel 310f at the start of turning of the automobile 301 becomes a desired size, and the canvas stiffness of the rear wheel 310r is adjusted to a desired size after a predetermined time has elapsed. Since it can be adjusted by the portion 317, the cornering operation from the start of turning to the steady state proceeds smoothly.
  • the automobile 301 according to the present embodiment can be changed to a wide range of vehicle characteristics from a sports car type to a family use type with a single automobile 301 as in the second embodiment, and the automobile 301 is designed. In doing so, the design range of the vehicle is greatly expanded.
  • the second embodiment since it is applied to an automobile 301 called personal mobility having a small and light weight compared to a normal car and having an elongated vehicle body 311, it can be flexibly changed by a driver like a motorcycle.
  • the vehicle can be used as a highly safe vehicle that ensures stability during turning while having vehicle characteristics that can be changed. That is, personal mobility applied as the automobile 301 according to the present embodiment is an unexpected accident while the driver can flexibly adjust the roll angle of the vehicle body 311 and the wheel 310 when turning, like a motorcycle, and change the vehicle characteristics. Thus, it is possible to ensure safety that the driver is protected from an external impact or the like by the vehicle body 311 when the vehicle crashes or falls.
  • the driving control device 320 and the driving control method of the automobile 301 according to the present embodiment are created by the inventor by examining kinematically according to the following description.
  • Nonlinear Vehicle Model the nonlinear vehicle model in the automobile according to the present embodiment will be described.
  • Non-linear characteristics of the target vehicle motion during a sharp turn are mainly caused by tire characteristics and a large roll angle.
  • tire nonlinear tire model In the present embodiment, a tire model in which the longitudinal force and the lateral force interfere with each other is guided. This model is the model shown in the motion analysis of motorcycles.
  • the coefficient of friction is usually about 0.8 to 1 on a dry asphalt road surface. Therefore, the tire force characteristics are expressed using a function that converges to the friction coefficient on the apparent friction coefficient general road.
  • the following formula (42) defined as the magic formula is used as the friction conversion formula constructed above.
  • each coefficient in this equation is determined to adjust the value and peak position of the friction coefficient, and each coefficient in ⁇ is determined to set the slope at the origin to 1, and the result Is shown in FIG.
  • the tire force F Ti is given by the following equation (43).
  • the AX A and y A planes are located on the OX and Y planes of the inertial coordinate system. Show.
  • the position vector r G of the scaled centroid point from the inertial coordinate system is described by (46) below through the left rear wheel contact center A.
  • FIGS. 24 (A) and (B) the dimension of each part of the vehicle in the above-mentioned tire model is shown in FIGS. 24 (A) and (B).
  • these depend on the mechanism relating to the camber angle, but here, as in the first embodiment, a mechanism in which the left and right tires move up and down in parallel is adopted.
  • the position vector of the tire model is expressed by the following equation (47). Note that unit vectors representing the directions of the moving coordinate systems A- xA , yA , and zA at the point A are denoted as e xA , e yA , and e zA , respectively.
  • the speed of the center of gravity is given by the following equation (52) by adding the speed of the point A and the speed of the center of gravity viewed from the point A.
  • the treads of the front and rear wheels are the same, and the wheel base is the same on the left and right. Therefore, the speed at each contact point is obtained by adding the translation speed and the tangential speed by rotation.
  • the translation speed is the speed of the point A, and the tangential speed obtained by the outer product may be added to this, which is expressed by the following equation (55).
  • the degree of freedom of motion is the x-axis direction, the y-axis direction, the z-axis direction, the x-axis, the y-axis, and the z-axis.
  • the longitudinal speed is constant as the first step, fix the degrees of freedom around the x-axis direction and the y-axis, and consider four degrees of freedom.
  • the roll angle is determined by moving the left and right tires up and down, rotation around the roll axis is considered as shown in FIG.
  • FIG. 25 is a view of the turning vehicle as seen from the rear.
  • this vehicle is configured to move the left and right wheels up and down so as to turn around a point O just below the center of gravity.
  • the pressing force acts against the road surface reaction force from the road surface becomes N C shown in FIG.
  • a downward reaction force is generated in the tire on the pushed-up side.
  • the steering torque including the gear ratio i is represented by the following equation (61).
  • centroid point side slip angle ⁇ is defined on the XY plane and defined as the following equation (64).
  • the roll angle control is performed using the initial position change of the left and right suspensions. Further, as shown in the first and second embodiments, both the front wheel actual rudder angle and the roll angle are connected by a mechanism having a variable link ratio according to the steering angle, and both of them are handled as input. Table 2 shows the vehicle specifications used for this calculation.
  • the response in a region where the centripetal acceleration is relatively high is examined using the above-described nonlinear tire model. The speed is assumed to change up to 30 m / s, and the change in the steering ratio and the maximum roll angle are assumed to be 30 deg.
  • FIGS. 27 (A) to (E) responses to changes in the target roll angle are shown in FIGS. 27 (A) to (E).
  • this target roll angle is small (10 deg)
  • the centripetal acceleration is 0.3 G, which is considered to be a substantially linear region.
  • the centripetal acceleration becomes a little less than 0.6 G, and it can be seen from the yaw rate response that the centripetal acceleration is in the non-linear region, and the vibration response appears and the attenuation decreases.
  • the main centripetal force is canvas last, but as shown in the yaw rate response, the rise of the response is relatively slow, and it can be seen that the obstacle avoidance performance and the like are reduced.
  • FIGS. 28A to 28E show analysis results when the actual steering angle, which is an auxiliary position, is changed mainly for the vehicle body roll angle in the steady circular turning characteristics.
  • the target roll angle is set to 30 degrees and the actual rudder angle is changed.
  • the actual rudder angle is about 2 deg and near the limit value of the centripetal acceleration.
  • the tire side slip angle is greatly affected, and it can be seen that the cornering force is greatly influenced by the total centripetal force. Furthermore, when the actual rudder angle is set to 0, it can be seen that the rise of the yaw rate response is further delayed, which is not preferable from the viewpoint of obstacle avoidance performance. Therefore, it is understood that the front wheel actual steering angle needs to be used effectively in order to increase the response as much as possible.
  • FIGS. 29A to 29E show the results of changing the maximum steering angle in consideration of half-cycle steering of a sine wave of one cycle of 0.4 s. From this analysis result, by using additional steering, it is possible to suppress the peak of the side slip angle at the center of gravity that occurs early in the vehicle response, to further accelerate the rise of the yaw rate response, and to the rise of the centripetal acceleration. Has a great effect. It can also be seen that this addition of steering is effective in converging the response to the final stable value.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • Vehicle Body Suspensions (AREA)
  • Steering Control In Accordance With Driving Conditions (AREA)
  • Automatic Cycles, And Cycles In General (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)

Abstract

L'invention vise à obtenir des caractéristiques de véhicule telles qu'une prise de virage stable peut être exécutée lors de la réalisation d'un virage. A cet effet, l'invention porte sur un procédé de commande de fonctionnement d'une automobile (101), lequel procédé permet à la relation entre l'angle de direction d'un volant de direction (103a) et l'angle de roulis d'une caisse de véhicule (111) d'être modifiée en fonction de la vitesse de l'automobile (101). Un procédé de commande de fonctionnement d'automobile est appliqué en particulier à un dispositif de mobilité personnel comprenant au moins deux ou plusieurs roues avant et une ou plusieurs roues arrière. Pour étendre la plage d'application de caractéristiques de véhicule pour exécuter une prise de virage stable lors de la réalisation d'un virage de l'automobile (101), la rigidité de carrossage des roues est ajustée lors de la réalisation du virage par la modification de la relation entre l'angle de roulis de la caisse de véhicule (111) et l'angle de roulis des roues (110).
PCT/JP2013/076834 2012-10-02 2013-10-02 Procédé de commande de fonctionnement d'automobile, appareil de commande de fonctionnement d'automobile et automobile WO2014054697A1 (fr)

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Cited By (12)

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WO2017047546A1 (fr) * 2015-09-15 2017-03-23 京商株式会社 Procédé de commande de multicoptère, dispositif de commande de multicoptère et multicoptère-jouet
JP6114862B1 (ja) * 2016-06-29 2017-04-12 京商株式会社 マルチコプターの制御方法
EP3115241A3 (fr) * 2015-06-23 2017-06-14 Honda Motor Co., Ltd. Corps mobile
WO2017208993A1 (fr) * 2016-05-30 2017-12-07 ヤマハ発動機株式会社 Véhicule à selle
US10112675B2 (en) 2015-03-23 2018-10-30 Honda Motor Co., Ltd. Mobile body
US10625804B2 (en) 2016-05-30 2020-04-21 Yamaha Hatsudoki Kabushiki Kaisha Vehicle with linkage mechanism
WO2023120580A1 (fr) * 2021-12-21 2023-06-29 ヤマハ発動機株式会社 Véhicule inclinable
WO2023120572A1 (fr) * 2021-12-21 2023-06-29 ヤマハ発動機株式会社 Véhicule inclinable
WO2023145320A1 (fr) * 2022-01-26 2023-08-03 ヤマハ発動機株式会社 Véhicule inclinable
JP7356621B1 (ja) 2023-06-05 2023-10-04 日立Astemo株式会社 二輪車安定走行制御システムのモデル化方法、二輪車安定走行シミュレータ、及びプログラム
WO2024048533A1 (fr) * 2022-08-29 2024-03-07 ヤマハ発動機株式会社 Véhicule inclinable
WO2024048532A1 (fr) * 2022-08-29 2024-03-07 ヤマハ発動機株式会社 Véhicule inclinable

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CN108327503B (zh) * 2017-01-20 2019-12-20 比亚迪股份有限公司 混合动力汽车及其的主动减振控制方法和装置

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Cited By (16)

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Publication number Priority date Publication date Assignee Title
US10112675B2 (en) 2015-03-23 2018-10-30 Honda Motor Co., Ltd. Mobile body
US10207762B2 (en) 2015-06-23 2019-02-19 Honda Motor Co., Ltd. Mobile body
EP3115241A3 (fr) * 2015-06-23 2017-06-14 Honda Motor Co., Ltd. Corps mobile
WO2017047546A1 (fr) * 2015-09-15 2017-03-23 京商株式会社 Procédé de commande de multicoptère, dispositif de commande de multicoptère et multicoptère-jouet
US10625804B2 (en) 2016-05-30 2020-04-21 Yamaha Hatsudoki Kabushiki Kaisha Vehicle with linkage mechanism
WO2017208993A1 (fr) * 2016-05-30 2017-12-07 ヤマハ発動機株式会社 Véhicule à selle
JPWO2017208993A1 (ja) * 2016-05-30 2018-11-08 ヤマハ発動機株式会社 鞍乗型車両
JP2018001849A (ja) * 2016-06-29 2018-01-11 京商株式会社 マルチコプターの制御方法
JP6114862B1 (ja) * 2016-06-29 2017-04-12 京商株式会社 マルチコプターの制御方法
WO2023120580A1 (fr) * 2021-12-21 2023-06-29 ヤマハ発動機株式会社 Véhicule inclinable
WO2023120572A1 (fr) * 2021-12-21 2023-06-29 ヤマハ発動機株式会社 Véhicule inclinable
WO2023145320A1 (fr) * 2022-01-26 2023-08-03 ヤマハ発動機株式会社 Véhicule inclinable
WO2024048533A1 (fr) * 2022-08-29 2024-03-07 ヤマハ発動機株式会社 Véhicule inclinable
WO2024048532A1 (fr) * 2022-08-29 2024-03-07 ヤマハ発動機株式会社 Véhicule inclinable
JP7356621B1 (ja) 2023-06-05 2023-10-04 日立Astemo株式会社 二輪車安定走行制御システムのモデル化方法、二輪車安定走行シミュレータ、及びプログラム
JP7476408B1 (ja) 2023-06-05 2024-04-30 日立Astemo株式会社 二輪車安定走行制御システム、及び二輪車安定走行制御装置

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