WO2017130982A1 - Véhicule à inclinaison - Google Patents

Véhicule à inclinaison Download PDF

Info

Publication number
WO2017130982A1
WO2017130982A1 PCT/JP2017/002390 JP2017002390W WO2017130982A1 WO 2017130982 A1 WO2017130982 A1 WO 2017130982A1 JP 2017002390 W JP2017002390 W JP 2017002390W WO 2017130982 A1 WO2017130982 A1 WO 2017130982A1
Authority
WO
WIPO (PCT)
Prior art keywords
steering wheel
wheel
body frame
vehicle
road surface
Prior art date
Application number
PCT/JP2017/002390
Other languages
English (en)
Japanese (ja)
Inventor
政哉 西村
Original Assignee
ヤマハ発動機株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by ヤマハ発動機株式会社 filed Critical ヤマハ発動機株式会社
Publication of WO2017130982A1 publication Critical patent/WO2017130982A1/fr

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/1755—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
    • B62K5/00—Cycles with handlebars, equipped with three or more main road wheels
    • B62K5/02—Tricycles
    • B62K5/05—Tricycles characterised by a single rear wheel
    • 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
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62L—BRAKES SPECIALLY ADAPTED FOR CYCLES
    • B62L3/00—Brake-actuating mechanisms; Arrangements thereof
    • B62L3/08—Mechanisms specially adapted for braking more than one wheel
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the present invention relates to a lean vehicle having a pair of steered wheels arranged in the left-right direction and capable of tilting in the left-right direction.
  • Patent Document 1 Japanese Patent No. 5237778
  • An object of the present invention is to realize a lean vehicle having a function of adjusting the amount of leaning of the body frame in the left-right direction by a method different from that of Patent Document 1.
  • the inventor performs behavior analysis during travel on a lean vehicle having a pair of steering wheels arranged in the left-right direction of a body frame that can be tilted in the left-right direction and other wheels positioned behind the pair of steering wheels. went. In particular, we studied how the vehicle behaves depending on how the braking force is applied to the right and left steering wheels, which are a pair of steering wheels, and the other wheels.
  • the direction of travel can be changed to the left or right by tilting the body frame to the left or right while driving. That is, the lean vehicle body tilts in the direction of turning.
  • the inventor studied the behavior of the vehicle when the distribution of the braking force of the right steering wheel, the left steering wheel, and other wheels was variously changed while traveling on a slope. As a result, it was found that when the braking force is equally distributed to the right steering wheel, the left steering wheel and other wheels while the body frame is tilted, torque is generated in the vehicle body in the direction to raise the body frame to the outside of the turn. .
  • the inventor examined the relationship between the distribution of braking force and the leaning state of the vehicle body in more detail, and found the following.
  • the braking force of the inner wheel is made larger than the braking force of the outer wheel, the rising of the vehicle body frame to the outside of the turn becomes larger during the inclined running.
  • the inventor has found that the right-and-left inclination state of the vehicle body frame can be adjusted by controlling the ratio of the braking force between the left steering wheel and the right steering wheel during the inclination running.
  • the inventor considers that the braking force is opposite in direction to the driving force, and the inclination adjustment range is also controlled by controlling the distribution of the driving force to the left steering wheel, the right steering wheel and other wheels. I came up with the idea of making it wider.
  • a body frame, a right steering wheel and a left steering wheel which are a pair of steering wheels arranged side by side in the left-right direction of the body frame, and at least one disposed before or after the right steering wheel and the left steering wheel Another wheel, a left / right inclination detection unit that detects a right / left inclination state of the lean vehicle in the left / right direction of the lean vehicle, and the right / left inclination detection unit that detects the right / left inclination state of the body frame detected by the left / right inclination detection unit.
  • the attitude control device controls the ratio of the torque transmitted to the road surface of the right steering wheel, the left steering wheel, and the other wheels in accordance with the left-right inclination state of the body frame, thereby Adjust the tilt.
  • the torque transmitted from the wheel to the road surface is distributed to the right steering wheel, the left steering wheel and other wheels, so that the right steering wheel, the left steering wheel and other wheels generate braking force as a whole,
  • the range of the difference in torque transmitted to the road surface of the right steering wheel can be increased.
  • the adjustment range of the moment (torque) for tilting the vehicle body frame in the left-right direction of the lean vehicle due to the difference in torque transmitted to the road surface of the left steering wheel and the right steering wheel can be increased.
  • the lean vehicle further includes an operation element that can be operated by a rider, and the attitude control device detects a braking force or a driving force according to an operation amount of the operation element by the rider. Distribution of the right steering wheel, the left steering wheel, and the other wheels according to the left-right inclination state of the vehicle body frame detected by the control unit, thereby controlling the ratio and adjusting the inclination of the vehicle body frame. It may be a configuration.
  • the braking force or driving force corresponding to the operation amount of the rider is distributed to the right steering wheel, the left steering wheel, and the other wheels.
  • the operating element includes a steering wheel brake operating element that operates braking of the right steering wheel and the left steering wheel that are the pair of steering wheels, and an other wheel brake operation that operates braking of the other wheels. May include children.
  • the attitude control device causes at least one of a braking force according to the operation amount of the steering wheel brake operator or a braking force according to the operation amount of the other wheel brake operator to be in an inclined state of the body frame. Accordingly, the ratio can be controlled by distributing to the right steering wheel, the left steering wheel, and the other wheels.
  • the posture control device applies the braking force according to the operation amount of the steering wheel brake operator to the right steering according to the left-right inclination state of the body frame detected by the left-right inclination detection unit.
  • a braking force that is distributed to a wheel, the left steering wheel, and the other wheel, and a braking force according to an operation amount of the other wheel brake operator is determined according to an inclination state of the body frame detected by the left / right inclination detection unit,
  • the right steering wheel, the left steering wheel, and the other wheels can be distributed.
  • the braking force is applied to the right steering wheel, the left steering wheel, and the other wheels according to the operation amount. Is distributed.
  • the operating element is a steering wheel driving operation element for operating the right steering wheel and the left steering wheel as the pair of steering wheels, and the other wheel driving operation for operating the driving of the other wheels. May include children.
  • the attitude control device detects at least one of a driving force according to the operation amount of the steering wheel driving operator or a driving force according to the operation amount of the other wheel driving operator by the left / right inclination detection unit. The ratio can be controlled by distributing to the right steering wheel, the left steering wheel, and the other wheels according to the right and left tilt state of the body frame.
  • the attitude control device applies the driving force corresponding to the operation amount of the steering wheel driving operator to the right steering according to the left-right inclination state of the body frame detected by the left-right inclination detection unit.
  • the right steering wheel, the left steering wheel, and the driving force corresponding to the operation amount of the other-wheel drive operator according to the left-right inclination state of the body frame detected by the left-right inclination detection unit. Distribute to other wheels.
  • the posture control unit transmits the right steering wheel to the road surface when the left / right inclination detection unit detects a state in which the vehicle body frame is inclined in the left / right direction of the lean vehicle.
  • the ratio can be controlled so that the torque and the torque transmitted from the left steered wheel to the road surface are different.
  • the torque transmitted from the right steering wheel to the road surface and the torque transmitted from the left steering wheel to the road surface can be made different. Thereby, a moment can be generated in a direction in which the body frame rises or further tilts. As a result, the horizontal inclination of the body frame is adjusted.
  • the state in which the vehicle body frame detected in the left-right direction is detected by the left-right inclination detection unit can be a state in which the vehicle body frame is inclined in the left-right direction or a state in which the vehicle body frame is inclined in the left-right direction. .
  • the attitude control device is configured such that the right steering wheel transmits the torque to the road surface and the left steering wheel on the road surface depending on whether the inclination direction of the body frame detected by the left / right inclination detection unit is left or right.
  • the ratio can be controlled to switch the magnitude relationship of the torque to be transmitted.
  • the direction of the moment for tilting the body frame generated by the difference in torque transmitted between the right steering wheel and the left steering wheel on the road surface is determined when the body frame tilts to the right and to the left. Can be different.
  • the left / right inclination detection unit may include a roll angle sensor that detects a roll angle or a roll angular velocity of the body frame.
  • the posture control device may adjust a difference between torque transmitted from the right steering wheel to the road surface and torque transmitted from the left steering wheel to the road surface according to the roll angle or roll angular velocity detected by the roll angle sensor. it can. This makes it possible to adjust the inclination according to the degree of inclination of the body frame in the left-right direction.
  • the lean vehicle includes a right steering wheel braking unit that brakes rotation of the right steering wheel, a right steering wheel drive unit that rotates the right steering wheel, and a left steering wheel.
  • a left steering wheel braking unit that brakes rotation or a left steering wheel drive unit that rotates the left steering wheel; an other wheel braking unit that brakes rotation of the other wheel; or an other wheel drive unit that rotates the other wheel; May be provided.
  • the attitude control device determines a ratio of a braking force or a driving force of the right steering wheel, the left steering wheel, and the other wheels in accordance with a left / right tilt state of the lean vehicle in the left / right direction of the lean vehicle.
  • a control unit that controls the left driving unit and the other driving unit may be included.
  • the ratio of the driving force or braking force of the right steering wheel, the left steering wheel, and the other wheels is controlled according to the left-right tilt state of the body frame.
  • the attitude control device is configured such that when the vehicle body frame is tilted to the right in the left-right direction of the lean vehicle, the left steering wheel is driven by the braking torque transmitted to the road surface by the right steering wheel.
  • the braking torque transmitted by the wheels to the road surface is increased and the body frame is tilted to the left in the left-right direction of the lean vehicle, the right steering wheel is moved to the road surface more than the braking torque transmitted by the left steering wheel to the road surface.
  • the ratio of the right steering wheel, the left steering wheel, and the other wheels can be controlled to increase the transmitted braking torque.
  • the attitude control device is configured such that when the vehicle body frame is tilted to the left in the left-right direction of the lean vehicle, the left steering wheel is driven by the braking torque transmitted to the road surface by the right steering wheel.
  • the braking torque transmitted by the wheels to the road surface is increased, and the vehicle body frame is tilted to the right in the left-right direction of the lean vehicle, the right steering wheel is moved to the road surface from the braking torque transmitted by the left steering wheel to the road surface.
  • the ratio of the right steering wheel, the left steering wheel, and the other wheels can be controlled to increase the transmitted braking torque.
  • the attitude control device is configured such that when the vehicle body frame is tilted to the right in the left-right direction of the lean vehicle, the left steering wheel is driven by the driving torque transmitted to the road surface by the right steering wheel.
  • the right steering wheel is moved to the road surface from the driving torque transmitted by the left steering wheel to the road surface.
  • the ratio of the right steering wheel, the left steering wheel, and the other wheels can be controlled so as to increase the transmitted driving torque.
  • the attitude control device is configured such that when the vehicle body frame is tilted leftward in the left-right direction of the lean vehicle, the left steering wheel is driven by a driving torque transmitted to the road surface by the right steering wheel.
  • the driving torque transmitted by the wheels to the road surface is increased and the body frame is tilted to the right in the left-right direction of the lean vehicle, the right steering wheel is moved to the road surface from the driving torque transmitted by the left steering wheel to the road surface.
  • the ratio of the right steering wheel, the left steering wheel, and the other wheels can be controlled so as to increase the transmitted driving torque.
  • the lean vehicle includes a link mechanism including an arm that is provided between the vehicle body frame and the right steering wheel and the left steering wheel and is rotatably supported with respect to the vehicle body frame. You may prepare.
  • the link mechanism rotates the arm with respect to the vehicle body frame to change a vertical relative position of the right steering wheel and the left steering wheel with respect to the vehicle body frame, thereby moving the vehicle body frame with respect to the vertical direction. Tilt.
  • yaw angle represents a rotation angle around the vertical axis of the vehicle (vehicle body), and “yaw angular velocity” represents a rate of change of the “yaw angle”.
  • roll angle represents a rotation angle around a vehicle longitudinal axis
  • roll angular velocity represents a rate of change of the “roll angle”.
  • pitch angle represents a rotation angle around a left-right axis of the vehicle
  • pitch angular velocity represents a rate of change of the “pitch angle”.
  • the “vertical direction of the vehicle” represents the vertical direction viewed from the rider driving the vehicle.
  • the “left-right direction of the vehicle” represents the left-right direction viewed from the rider driving the vehicle
  • front-rear direction of the vehicle represents the front-rear direction viewed from the rider driving the vehicle.
  • the arrow F indicates the front direction of the vehicle.
  • Arrow B indicates the backward direction of the vehicle.
  • An arrow U indicates the upward direction of the vehicle.
  • An arrow D indicates the downward direction of the vehicle.
  • An arrow R indicates the right direction of the vehicle.
  • An arrow L indicates the left direction of the vehicle.
  • an arrow FF indicates the front direction of the body frame.
  • An arrow FB indicates the rear direction of the vehicle body frame.
  • An arrow FU indicates the upward direction of the vehicle body frame.
  • An arrow FD indicates the downward direction of the vehicle body frame.
  • An arrow FR indicates the right direction of the body frame.
  • An arrow FL indicates the left direction of the body frame.
  • the “front-rear direction of the body frame”, “left-right direction of the body frame”, and “up-down direction of the body frame” refer to the front-rear direction based on the body frame, as viewed from the rider driving the vehicle, It means the horizontal direction and the vertical direction.
  • extending in the front-rear direction of the body frame includes extending in a direction inclined with respect to the front-rear direction of the body frame.
  • the inclination of the body frame in the extending direction with respect to the front-rear direction is often smaller than the inclination of the body frame with respect to the left-right direction and the vertical direction.
  • “extending in the left-right direction of the body frame” includes extending in a direction inclined with respect to the left-right direction of the body frame.
  • the inclination of the body frame in the extending direction with respect to the left-right direction is often smaller than the inclination of the body frame with respect to the front-rear direction and the up-down direction.
  • “extending in the vertical direction of the vehicle body frame” includes extending in a direction inclined with respect to the vertical direction of the vehicle body frame.
  • the inclination of the body frame in the extending direction with respect to the vertical direction is often smaller than the inclination of the body frame with respect to the front-rear direction and the left-right direction.
  • the “upright state of the body frame” means a state in which the vertical direction of the body frame coincides with the vertical direction. In this state, the direction based on the vehicle coincides with the direction based on the vehicle frame.
  • the left-right direction of the vehicle does not match the left-right direction of the body frame.
  • the vertical direction of the vehicle does not match the vertical direction of the body frame.
  • the front-rear direction of the vehicle and the front-rear direction of the body frame coincide.
  • the “roll angle of the body frame” means an angle of rotation of the body frame around the front-rear direction.
  • the roll angle of the body frame can be expressed as an angle in the vertical direction of the body frame with respect to the vertical direction.
  • the vertical direction is the same as the gravity direction.
  • FIG. 1 is a left side view of the entire vehicle 1 as viewed from the left.
  • the vehicle 1 shown in FIG. 1 assumes that the front wheels are steering wheels and the rear wheels are non-steering wheels.
  • the vehicle 1 includes a front wheel 3 (3a, 3b), a rear wheel 5, a steering mechanism 7, a link mechanism 9, a power unit 11, a seat 13, a vehicle body frame 15 and the like that are a pair of left and right steering wheels.
  • a front wheel 3 (3a, 3b)
  • a rear wheel 5 a steering mechanism 7, a link mechanism 9, a power unit 11, a seat 13, a vehicle body frame 15 and the like that are a pair of left and right steering wheels.
  • FIG. 1 for the sake of illustration, only the left steering wheel 3a is displayed, and the right steering wheel 3b is not displayed.
  • the part hidden in the vehicle body among the vehicle body frames 15 is illustrated by broken lines.
  • the body frame 15 includes a head pipe 21, a down frame 22, an under frame 23, and a rear frame 24.
  • the vehicle body frame 15 supports the power unit 11, the seat 13, and the like.
  • the power unit 11 includes a drive source such as an engine or an electric motor, a transmission device, and the like.
  • a rear wheel 5 is supported on the power unit 11.
  • the driving force of the driving source is transmitted to the rear wheel 5 through the transmission device.
  • the power unit 11 is supported by the body frame 15 so as to be swingable, and the rear wheel 5 is configured to be displaceable in the vertical direction of the body frame 15.
  • the head pipe 21 is disposed at the front of the vehicle 1 and rotatably supports a steering shaft 31 (see FIG. 2 described later) of the steering mechanism 7.
  • the head pipe 21 is disposed so that the upper part of the head pipe 21 is located behind the lower part of the head pipe 21 when the body frame 15 is viewed from the left-right direction of the vehicle 1.
  • the rotation axis of the head pipe 21 is inclined with respect to the vertical direction of the body frame 15 and extends above and behind the body frame 15.
  • a steering mechanism 7 and a link mechanism 9 are arranged around the head pipe 21.
  • the head pipe 21 supports the link mechanism 9. More specifically, at least a part of the link mechanism 9 is rotatably supported.
  • the down frame 22 is connected to the head pipe 21.
  • the down frame 22 is disposed behind the head pipe 21 and extends along the vertical direction of the vehicle 1.
  • An under frame 23 is connected to the lower portion of the down frame 22.
  • the under frame 23 extends rearward from the lower part of the down frame 22.
  • a rear frame 24 extends rearward and upward behind the underframe 23.
  • the rear frame 24 supports the seat 13, the power unit 11, a tail lamp, and the like.
  • the body frame 15 is covered with a body cover 17.
  • the vehicle body cover 17 includes a front cover 26, a pair of left and right front fenders 27 (27 a and 27 b), a leg shield 28, a center cover 29, and a rear fender 30.
  • the vehicle body cover 17 covers at least a part of vehicle body components mounted on the vehicle such as the pair of left and right front wheels 3, the vehicle body frame 15, and the link mechanism 9.
  • the front cover 26 is located in front of the vehicle 1 and covers at least a part of the steering mechanism 7 and the link mechanism 9 from the front.
  • the leg shield 28 covers the down frame 22 from behind.
  • the center cover 29 covers at least a part of the periphery of the rear frame 24.
  • At least a part of the front fender 27 is disposed below the front cover 26 and above the front wheel 3. At least a part of the rear fender 30 is disposed above the rear wheel 5.
  • At least a part of the front wheels 3 (3a, 3b) is disposed below the head pipe 21 and below the front cover 26. Further, at least a part of the rear wheel 5 is disposed below the center cover 29 or the seat 13 and below the rear fender 30.
  • the front wheel 3 is provided with a front wheel speed sensor 41, and the rear wheel 5 is provided with a rear wheel speed sensor 42.
  • the vehicle speed of the vehicle 1 is estimated by calculation based on detection results obtained by these sensors (41, 42).
  • the vehicle 1 includes a left-right inclination detection unit 50 (hereinafter referred to as an inclination detection unit 50) that detects the inclination state of the vehicle 1 at an arbitrary position.
  • the inclination detection unit 50 detects the inclination state of the vehicle 1 based on the vehicle speed and other values.
  • the inclination detection unit 50 includes a predetermined sensor group and an arithmetic device. Details will be described later.
  • the vehicle 1 adjusts the inclination of the vehicle body frame 15 in the left-right direction by controlling the ratio of the braking torque transmitted to the road surface by the front wheels 3 (the right steering wheel 3b, the left steering wheel 3a) and the rear wheels 5 as steering wheels.
  • An attitude control device 100 is provided inside the vehicle 1.
  • the attitude control device 100 is constituted by an electronic control unit or the like, and is provided, for example, at the lower portion of the seat 13.
  • FIG. 2 is a front view when the front portion of the vehicle 1 is viewed from the front under the body frame 15 in an upright state.
  • FIG. 3 is an enlarged view of a part of FIG.
  • FIG. 4 is a plan view of the vehicle 1 of FIG. 2 as viewed from above.
  • the vehicle body cover 17 is not shown in FIGS. 2 and 4.
  • the steering mechanism 7 includes a steering force transmission mechanism 71 and a shock absorber 73 (73a, 73b).
  • the steering force transmission mechanism 71 includes a steering member including the steering shaft 31 and the handle bar 32, a tie rod 33, and brackets 34 (34a, 34b).
  • the steering member is a member for inputting the steering force of the rider.
  • the steering force transmission mechanism 71 transmits a steering force for the rider to operate the handle bar 32 to the bracket 34 (34a, 34b).
  • the steering member includes a steering shaft 31 and a handle bar 32 connected to the upper portion of the steering shaft 31. A part of the steering shaft 31 is rotatably supported by the head pipe 21.
  • the steering shaft 31 rotates in conjunction with the operation of the handle bar 32.
  • the rotation axis of the steering shaft 31 extends rearward and upward of the body frame 15.
  • the steering force transmitted from the handle bar 32 to the bracket 34 is transmitted to the right steering wheel 3b and the left steering wheel 3a, which are steering wheels, via the shock absorber 73. That is, the steering force transmission mechanism 71 applies the steering force that the rider operates the handlebar 32 to the right steering wheel 3b and the left steering wheel 3a via the steering shaft 31, the tie rod 33, and the brackets 34 (34a, 34b). introduce.
  • the left steering wheel 3a is disposed on the left side of the down frame 22 and is supported by the left shock absorber 73a.
  • a left front fender 27a is disposed above the left steering wheel 3a.
  • the right steering wheel 3b is disposed on the right side of the down frame 22 and is supported by the right shock absorber 73b.
  • a right front fender 27b is disposed above the right steering wheel 3b.
  • the shock absorber 73 (73a, 73b) is a so-called telescopic shock absorber.
  • the left shock absorber 73a attenuates the vibration caused by the load that the left steering wheel 3a to support receives from the road surface.
  • the right shock absorber 73b attenuates vibration due to a load that the right steering wheel 3b to support receives from the road surface.
  • the steering force transmission mechanism 71 is disposed above the front wheels 3 (3a, 3b) when the vehicle 1 is viewed from the front under the body frame 15 in the upright state.
  • the configuration of the steering mechanism 7 is not limited to the above example.
  • the steering mechanism 7 includes the shock absorber 73, but the steering mechanism 7 may be configured not to include the shock absorber 73.
  • the vehicle 1 has a link mechanism 9 of a parallel four-bar link (also referred to as “parallelogram link”) system.
  • the link mechanism 9 is disposed below the handle bar 32 when viewed from the front of the vehicle 1 with the body frame 15 in an upright state, and is supported by the head pipe 21.
  • the link mechanism 9 includes a cross member 35.
  • the cross member 35 includes an upper cross member 35a, a left cross member 35b, a right cross member 35c, and a lower cross member 35d.
  • the upper cross member 35a and the lower cross member 35d are examples of arms that are provided between the vehicle body frame 15, the right steering wheel 3b, and the left steering wheel 3a, and are rotatably supported with respect to the vehicle body frame 15.
  • the arm rotates with respect to the vehicle body frame 15, the relative position in the vertical direction of the right steering wheel 3b and the left steering wheel 3a with respect to the vehicle body frame 15 changes. Accordingly, the body frame 15 is inclined with respect to the vertical direction.
  • the upper cross member 35a is disposed in front of the head pipe 21 and extends in the vehicle width direction. An intermediate portion of the upper cross member 35a is supported on the head pipe 21 by a support portion 36a.
  • the support portion 36 a is a boss portion provided on the head pipe 21.
  • the upper cross member 35a is rotatable about the middle upper axis extending in the front-rear direction of the vehicle body frame 15 with respect to the head pipe 21.
  • the left end of the upper cross member 35a is supported by the left cross member 35b by the support portion 36b.
  • the support portion 36b is a boss portion provided on the left cross member 35b.
  • the right end of the upper cross member 35a is supported by the right cross member 35c by the support portion 36c.
  • the support portion 36c is a boss portion provided on the right cross member 35c.
  • the upper cross member 35a is rotatable around the upper left axis extending in the front-rear direction of the body frame 15 with respect to the left cross member 35b. Further, the upper cross member 35a is rotatable around the upper right axis extending in the front-rear direction of the body frame 15 with respect to the right cross member 35c.
  • the middle upper axis, the upper left axis, and the upper right axis are substantially parallel to each other.
  • the middle upper axis, the upper left axis, and the upper right axis extend forward in the front-rear direction of the body frame 15 and upward in the up-down direction of the body frame 15.
  • the intermediate part of the lower cross member 35d is supported by the head pipe 21 by the support part 36d.
  • the support portion 36 d is a boss portion formed on the head pipe 21.
  • the lower cross member 35d is rotatable about an intermediate lower axis extending in the front-rear direction of the body frame 15 with respect to the head pipe 21.
  • the lower cross member 35d is disposed below the upper cross member 35a in the vertical direction of the body frame 15 when the vehicle with the body frame 15 standing upright is viewed from the front.
  • the lower cross member 35d has substantially the same length in the vehicle width direction as the upper cross member 35a, and is disposed substantially parallel to the upper cross member 35a.
  • the left end of the lower cross member 35d is supported by the left cross member 35b by the support portion 36e.
  • the support portion 36e is a boss portion provided on the left cross member 35b.
  • the right end of the lower cross member 35d is supported by the right cross member 35c by the support portion 36f.
  • the support portion 36f is a boss portion provided on the right cross member 35c.
  • the lower cross member 35d is rotatable around the lower left axis extending in the front-rear direction of the body frame 15 with respect to the left cross member 35b. Similarly, the lower cross member 35d can rotate about the lower right axis extending in the front-rear direction of the body frame 15 with respect to the right cross member 35c.
  • the middle lower axis, the lower left axis, and the lower right axis are substantially parallel to each other.
  • the middle lower axis, the lower left axis, and the lower right axis extend forward and upward of the body frame 15.
  • At least a part of the link mechanism 9 can rotate around an intermediate axis extending in the front-rear direction of the vehicle 1. Further, at least a part of the link mechanism 9 is rotatable around an intermediate axis (rotation axis) extending forward and upward of the body frame 15. The intermediate axis (rotation axis) is inclined with respect to the horizontal and extends forward and upward with respect to the horizontal.
  • the left cross member 35b is disposed on the left side of the head pipe 21.
  • the left cross member 35b is provided above the left steering wheel 3a and the left shock absorber 73a.
  • the left shock absorber 73a is arranged to be rotatable about the left central axis Y1 with respect to the left cross member 35b.
  • the left central axis Y1 is provided substantially parallel to the rotation axis of the head pipe 21.
  • the right cross member 35 c is disposed on the right side of the head pipe 21.
  • the right cross member 35c is provided above the right steering wheel 3b and the right shock absorber 73b.
  • the right shock absorber 73b is disposed to be rotatable about the right center axis Y2 with respect to the right cross member 35c.
  • the right center axis Y2 is provided substantially parallel to the rotation axis of the head pipe 21.
  • the upper cross member 35a and the lower cross member 35d maintain a substantially parallel posture to each other, and the left cross member 35b and the right cross member 35c are mutually connected. Is supported so as to maintain a posture substantially parallel to.
  • FIG. 4 shows a state in which the body frame 15 is upright and the pair of left and right front wheels 3 are not steered.
  • FIG. 5 is a diagram for explaining the steering operation of the vehicle 1 and is a schematic plan view of the front portion of the vehicle in a state where the vehicle 1 is steered.
  • FIG. 5 corresponds to a view of the vehicle 1 as viewed from above the body frame 15 when the pair of left and right front wheels 3 are steered with the body frame 15 standing upright.
  • the steering mechanism 7 When the handle bar 32 is turned from the state shown in FIG. 4, the steering mechanism 7 operates and the steering operation is performed.
  • the tie rod 33 moves to the left rear.
  • the bracket 34 As the tie rod 33 moves to the left rear, the bracket 34 (34a, 34b) rotates in the direction of the arrow T1. Accordingly, the left steering wheel 3a rotates about the left center axis Y1 (see FIGS. 2 and 3), and the right steering wheel 3b rotates about the right center axis Y2 (see FIGS. 2 and 3). .
  • FIG. 6 is a view for explaining the tilting operation of the vehicle 1 and is a front view of the front portion of the vehicle 1 in a state where the vehicle 1 is tilted.
  • FIG. 6 shows a configuration in which the vehicle 1 with the body frame 15 tilted to the left of the vehicle 1 is viewed from the front.
  • the link mechanism 9 has a substantially rectangular shape when the vehicle 1 with the body frame 15 in an upright state is viewed from the front (see FIG. 2). As shown in FIG. 6, when the vehicle 1 with the body frame 15 inclined to the left of the vehicle 1 is viewed from the front, the link mechanism 9 exhibits a substantially parallelogram shape. The deformation of the link mechanism 9 and the inclination of the body frame 15 in the left-right direction are linked.
  • the operation of the link mechanism 9 means that the cross member 35 (35a, 35b, 35c, 35d) for performing the tilting operation in the link mechanism 9 rotates relative to each support point as an axis, and the shape of the link mechanism 9 changes. It means that.
  • the cross member 35 (35a, 35b, 35c, 35d) arranged in a substantially rectangular shape when viewed from the front is deformed into a substantially parallelogram shape when the vehicle 1 is inclined. ing. In conjunction with the inclination of the vehicle body frame 15, the left steering wheel 3 a and the right steering wheel 3 b are also inclined in the left-right direction of the vehicle 1.
  • the head pipe 21 tilts to the left with respect to the vertical direction.
  • the upper cross member 35a rotates with respect to the head pipe 21 around the support portion 36a
  • the lower cross member 35d rotates with respect to the head pipe 21 around the support portion 36d.
  • the upper cross member 35a moves to the left of the lower cross member 35d
  • the left cross member 35b and the right cross member 35c are inclined with respect to the vertical direction while maintaining a state substantially parallel to the head pipe 21.
  • the left cross member 35b and the right cross member 35c rotate with respect to the upper cross member 35a and the lower cross member 35d.
  • the left steering wheel 3a supported by the left cross member 35b and the right steering wheel 3b supported by the right cross member 35c in accordance with the tilt of the left cross member 35b and the right cross member 35c. are inclined while maintaining a state substantially parallel to the head pipe 21 with respect to the vertical direction.
  • the right steering wheel 3b and the left steering wheel 3a are connected to the vehicle body frame 15 via the link mechanism 9.
  • the link mechanism 9 links the inclination of the vehicle body frame 15 with the inclinations of the right steering wheel 3b and the left steering wheel 3a.
  • the right steering wheel 3 b and the left steering wheel 3 a are tilted by the link mechanism 9 as the body frame 15 is tilted.
  • the tie rod 33 maintains a substantially parallel posture with respect to the upper cross member 35a and the lower cross member 35d even when the vehicle 1 is inclined.
  • the link mechanism 9 that tilts the left steering wheel 3a and the right steering wheel 3b by performing the tilting operation is disposed above the left steering wheel 3a and the right steering wheel 3b. That is, the rotation shaft of each cross member 35 (35a, 35b, 35c, 35d) constituting the link mechanism 9 is disposed above the left steering wheel 3a and the right steering wheel 3b.
  • FIG. 7 is a front view of the front portion of the vehicle 1 in a state where the vehicle 1 is steered and tilted.
  • FIG. 7 shows a state in which the vehicle is steered to the left and tilted to the left.
  • FIG. 7 is a view of the vehicle 1 as viewed from the front of the vehicle 1 when the pair of left and right front wheels 3 (3 a, 3 b) are steered with the body frame 15 tilted to the left of the vehicle 1. 7, the direction of the front wheels 3 (3a, 3b) is changed by the steering operation, and the front wheels 3 (3a, 3b) are tilted together with the vehicle body frame 15 by the tilting operation.
  • each cross member 35 (35a, 35b, 35c, 35d) of the link mechanism 9 is deformed into a parallelogram, and the tie rod 33 moves rearward in the steering direction (leftward in FIG. 7).
  • FIG. 8 is a functional block diagram illustrating a configuration of the inclination detection unit 50.
  • the inclination detection unit 50 includes a vehicle speed detection unit 51, a gyro sensor 53, and a roll angle detection unit 54.
  • the vehicle speed detection unit 51 and the roll angle detection unit 54 are realized by, for example, an arithmetic processing device.
  • the inclination detection part 50 is a structure which can detect the inclination state of the vehicle 1, it will not be restricted to the aspect shown in FIG.
  • the yaw rate of the vehicle 1 changes.
  • the rider tilts the body frame 15 toward the center of the curve for example, the state shown in FIG. 6
  • the roll rate of the body frame 15 changes.
  • the gyro sensor 53 detects angular velocities in the biaxial directions of the yaw and roll of the body frame 15. That is, the gyro sensor 53 detects the yaw rate and roll rate of the body frame 15.
  • the rear wheel speed sensor 42 detects the rotational speed of the rear wheel 5.
  • the front wheel speed sensor 41 may be provided on at least one of the front wheels 3 (3a, 3b).
  • the vehicle speed detection unit 51 detects the vehicle speed of the vehicle 1 based on the detection values input from the front wheel vehicle speed sensor 41 and the rear wheel vehicle speed sensor 42.
  • the roll angle detection unit 54 receives the roll rate of the vehicle body frame 15 from the gyro sensor 53.
  • the roll angle detection unit 54 detects the roll angle (an example of information indicating the tilt state) of the vehicle body frame 15 based on the input value. An example of a method for detecting the roll angle of the body frame 15 will be described with reference to FIGS. 9A and 9B.
  • FIG. 9A schematically shows the acceleration generated at the center of gravity 10 of the vehicle 1.
  • FIG. 9B schematically shows the angular velocity generated in the vehicle 1 and shows the vehicle body fixed axis (Y1 axis) passing through the center of gravity 10 for convenience.
  • a detection method of the roll angle of the vehicle body frame 15 is a detection method in an ideal state in which the vehicle 1 is turning at a speed V while ignoring the pitching and tire thickness of the vehicle 1 in a lean state.
  • the lean with state is a state where the vehicle body fixed axis (Y1 axis) and the upper body of the rider are in a straight line.
  • FIG. 10 is a side view of the left shock absorber 73a viewed from the right side of the vehicle 1 of FIG. In addition, since it is the same also about a right shock absorber, description is omitted.
  • the left shock absorber 73a includes a left rear telescopic element 80a, a left front telescopic element 81a, a left cross member support portion 82a, and a left bracket 34a.
  • the left rear telescopic element 80a and the left front telescopic element 81a are provided with an elastic member (not shown) such as a spring and a buffer member (not shown) such as oil, so that the telescopic element 80a and the left front telescopic element 81a expand and contract in the direction of the left central axis Y1. It has a structure.
  • the left rear telescopic element 80a and the left front telescopic element 81a have a damper function of absorbing vibration and impact due to a load that the left steering wheel 3a receives from the road surface.
  • the left front telescopic element 81a is arranged on the same side as the left rear telescopic element 80a in the rotation axis direction of the left wheel shaft 83a with respect to the left steering wheel 3a.
  • the left rear telescopic element 80a and the left front telescopic element 81a are arranged side by side in the vehicle front-rear direction in the upright state of the vehicle 1 on the right side of the left steering wheel 3a.
  • the left front telescopic element 81a is disposed in front of the left rear telescopic element 80a.
  • the left front telescopic element 81a has an expansion / contraction structure that expands and contracts in the direction of the left central axis Y1, as with the left rear telescopic element 80a.
  • the expansion / contraction direction of the left rear telescopic element 80a and the expansion / contraction direction of the left front telescopic element 81a are parallel to each other when viewed from the rotational axis direction of the left steering wheel 3a
  • the upper part of the left rear telescopic element 80a and the upper part of the left front telescopic element 81a are connected by the left bracket 34a.
  • the lower end of the left front telescopic element 81a is connected and fixed near the lower end of the left rear telescopic element 80a.
  • the left steering wheel 3a is supported by the left bracket 34a by two telescopic elements, a left rear telescopic element 80a and a left front telescopic element 81a, which are arranged in parallel in the front-rear direction of the vehicle 1.
  • the outer element 84a located on the lower side of the left shock absorber 73a does not rotate relative to the inner element 85a located on the upper side of the left shock absorber 73a around an axis parallel to the telescopic direction of the telescopic element.
  • the left bracket 34a is positioned below the front cover 26 when the vehicle 1 with the body frame 15 in an upright state is viewed from above.
  • the left steered wheel 3a includes a left front brake 91a that generates the braking force of the left steered wheel 3a.
  • the left front brake 91a includes a left brake disc 92a and a left caliper 93a.
  • the left brake disc 92a is formed in an annular shape centering on the left wheel shaft 83a.
  • the left brake disc 92a is fixed to the left steering wheel 3a.
  • the left caliper 93a is fixed to the lower part of the left rear telescopic element 80a of the left shock absorber 73a.
  • the left caliper 93a is connected to one end of the left brake pipe 94a, and receives hydraulic pressure through the left brake pipe 94a.
  • the left caliper 93a moves the brake pad by the received hydraulic pressure.
  • the brake pad contacts the right side surface and the left side surface of the left brake disk 92a.
  • the left caliper 93a clamps the rotation of the left brake disc 92a by holding the left
  • FIG. 11 is a block diagram schematically showing the configuration of the brake system 120 provided in the vehicle 1.
  • the brake system 120 is provided on the left steering wheel 3a and generates a braking force for the left steering wheel 3a.
  • a left front brake 91a is provided on the right steering wheel 3b and generates a braking force for the right steering wheel 3b.
  • the rear brake 91c is provided on the rear wheel 5 and generates the braking force of the rear wheel 5.
  • These right front brake 91b and rear brake 91c can be configured similarly to the left front brake 91a shown in FIG. 10, for example.
  • the left front brake 91a corresponds to the “left braking portion”
  • the right front brake 91b corresponds to the “right braking portion”
  • the rear brake 91c corresponds to the “other wheel braking portion”.
  • the brake system 120 includes an input member 121 and an input member 131 that can be operated by a rider who drives the vehicle 1.
  • the input members 121 and 131 have a lever shape as an example.
  • the input member 121 is a brake operator for operating the brake of the front wheel 3 that is mainly a steering wheel.
  • the input member 121 corresponds to a “steering wheel brake operator”.
  • the input member 131 is a brake operator for mainly operating the brake of the rear wheel 5.
  • the input member 131 corresponds to the “other wheel brake operator”.
  • the brake system 120 includes the attitude control device 100.
  • the attitude control device 100 includes a hydraulic control unit 102 and an electronic control unit 101 that controls the operation of the hydraulic control unit 102.
  • the hydraulic control unit 102 distributes the hydraulic pressure generated by the rider's operation on the input members 121 and 131 to the left front brake 91a, the right front brake 91b, and the rear brake 91c.
  • the electronic control unit 101 determines the distribution of the hydraulic pressures of the left front brake 91a, the right front brake 91b, and the rear brake 91c, that is, the distribution of the braking torque, based on the operation amounts of the input members 121 and 131 and the inclination state of the body frame 15.
  • the electronic control unit 101 controls the hydraulic pressure control unit 102 to apply hydraulic pressure to the left front brake 91a, the right front brake 91b, and the rear brake 91c with the determined distribution.
  • the hydraulic pressure control unit 102 can include a valve that controls the flow of hydraulic pressure based on the operation of the input members 121 and 131 and a pump that increases the hydraulic pressure to be transmitted.
  • the hydraulic pressure control unit 102 can control the hydraulic pressure, that is, the braking torque of each of the left front brake 91a, the right front brake 91b, and the rear brake 91c by operating the valve and the pump in accordance with a control signal from the electronic control unit 101. That is, the hydraulic pressure control unit 102 has a configuration in which the hydraulic pressures of the left front brake 91a, the right front brake 91b, and the rear brake 91c are independently controlled according to the control of the electronic control unit 101.
  • the hydraulic pressure control unit 102 includes a holding valve that controls the flow rate of the brake fluid between the input members 121 and 131 and the right front brake 91b, the left front brake 91a, and the rear brake 91c, the right front brake 91b, the left front brake 91a, and the rear brake 91c. And a pressure reducing valve for reducing the hydraulic pressure of the right front brake 91b, the left front brake 91a, and the rear brake 91c.
  • the attitude control device 100 controls the distribution of the hydraulic pressure of the right front brake 91b, the left front brake 91a, and the rear brake 91c by controlling the operation of the holding valve, the pump, the pressure reducing valve, and other members.
  • the control method of the hydraulic pressure control unit 102 is not particularly limited. Various systems such as a system that electrically controls fluid pressure, a system that combines fluid piping and mechanical valves, and the like can be employed as the fluid pressure control unit 102.
  • the part which brakes the front wheel 3 and another wheel is made into the brake actuator 123, and based on the brake operation input with the input member 131, the rear wheel 5 and A portion that brakes other wheels is referred to as a brake actuator 133.
  • the brake operating device 123 includes a front master cylinder 125.
  • the front master cylinder 125 is activated to generate hydraulic pressure.
  • the generated hydraulic pressure is transmitted to the hydraulic pressure control unit 102 via the front brake pipe 127.
  • the front brake pipe 127 is communicated to the hydraulic pressure control unit 102.
  • the hydraulic pressure control unit 102 can include a front master cylinder pressure sensor (not shown) that detects the hydraulic pressure of the front master cylinder 125.
  • the attitude control device 100 can detect the operation amount of the input member 121 based on the hydraulic pressure detected by the front master cylinder pressure sensor.
  • a hydraulic pressure based on the hydraulic pressure of the front master cylinder 125 is generated in the hydraulic pressure control unit 102.
  • the hydraulic pressure generated by the hydraulic pressure control unit 102 is transmitted to the left caliper 93a through the left brake pipe 94a filled with the brake fluid.
  • the left front brake 91a operates.
  • the hydraulic pressure generated by the hydraulic pressure control unit 102 is transmitted to the right caliper 93b through the right brake pipe 94b filled with the brake fluid.
  • the right front brake 91b operates.
  • the hydraulic pressure generated by the hydraulic pressure control unit 102 is transmitted to the rear caliper 93c via the brake pipe 94c after being filled with the brake fluid.
  • the rear brake 91c operates.
  • the left brake pipe 94a corresponds to a “left pipe” communicated with the left brake section.
  • the right brake pipe 94b corresponds to a “right pipe” communicated with the right brake section.
  • the rear brake pipe 94c corresponds to “other wheel piping” communicated with the other wheel braking portion.
  • the brake operating device 123 operates the right front brake 91b, the left front brake 91a, and the rear brake 91c by operating the input member 121.
  • the attitude control device 100 controls the ratio of the hydraulic pressures of the right front brake 91b, the left front brake 91a, and the rear brake 91c according to the operation amount of the input member 121, the inclination state of the vehicle 1, and the like. That is, the attitude control device 100 adjusts the inclination of the vehicle body frame 15 by controlling the ratio of the braking forces of the right front brake 91b, the left front brake 91a, and the rear brake 91c.
  • the operation of the input member 121 generates braking torque on the front wheels 3 and the rear wheels 5. Since the input member 121 is a brake operator for the front wheel 3, a greater braking force than the rear wheel 5 can be applied to the front wheel 3 by operating the input member 121.
  • the hydraulic pressure control unit 102 controls the hydraulic pressure of the brake fluid filled in the left brake pipe 94a, the hydraulic pressure of the brake fluid filled in the right brake pipe 94b, and the rear brake pipe 94c under the control of the electronic control unit 101.
  • the hydraulic pressure of the filled brake fluid can be adjusted independently.
  • the brake system 120 may include a WC pressure sensor that detects the hydraulic pressure (hydraulic pressure of the wheel cylinder: WC pressure) of the calipers 93a, 93b, and 93c of the left front brake 91a, the right front brake 91b, and the rear brake 91c.
  • the electronic control unit 101 can acquire the hydraulic pressure of each brake detected by the WC pressure sensor, that is, the WC pressure, and use it for the control process.
  • the brake operating device 133 includes a rear master cylinder 135.
  • the rear master cylinder 135 is activated to generate hydraulic pressure.
  • the generated hydraulic pressure is transmitted to the attitude control device 100 via the rear brake pipe 137.
  • the rear brake pipe 137 is communicated to the hydraulic pressure control unit 102.
  • the hydraulic pressure control unit 102 can include a rear master cylinder pressure sensor (not shown) that detects the hydraulic pressure of the rear master cylinder 135.
  • the attitude control device 100 can detect the operation amount of the input member 131 based on the hydraulic pressure detected by the rear master cylinder pressure sensor.
  • the brake operating device 133 operates the right front brake 91b, the left front brake 91a, and the rear brake 91c by operating the input member 131.
  • the posture control device 100 controls the ratio of the hydraulic pressures of the right front brake 91b, the left front brake 91a, and the rear brake 91c according to the operation amount of the input member 131, the inclination state of the vehicle 1, and the like. That is, the attitude control device 100 adjusts the inclination of the vehicle body frame by controlling the ratio of the braking forces of the right front brake 91b, the left front brake 91a, and the rear brake 91c.
  • the operation of the input member 131 generates braking torque on the front wheels 3 and the rear wheels 5. Since the input member 131 is a brake operator for the rear wheel 5, a greater braking force than the front wheel 3 can be applied to the rear wheel 5 by operating the input member 131.
  • the brake operating device 123 and the brake operating device 133 are both interlocking brake devices configured such that when a rider applies a force to the input member, hydraulic pressure is generated in a plurality of systems of brakes. When the same braking force is realized, the braking force is distributed to each wheel as compared with the case where there is no interlocking brake, so that the slip ratio of each wheel is relatively small.
  • only one of the brake operation device 123 and the brake operation device 133 may be used as the interlocking brake device.
  • the brake operation device 123 and the brake operation device 133 may be used as the interlocking brake device.
  • the rear brake 91c may be activated.
  • only the right front brake 91b and the left front brake 91a may be operated when the input member 121 is operated.
  • FIG. 12 is a functional block diagram illustrating a configuration example of the attitude control device 100.
  • An attitude control device 100 shown in FIG. 12 includes an electronic control unit 101 and a hydraulic pressure control unit 102.
  • the electronic control unit 101 includes a distribution determination unit 161 and a control unit 162.
  • the electronic control unit 101 acquires information on the tilt state of the vehicle body frame 15 from the tilt detection unit 50. In addition, the electronic control unit 101 acquires information regarding the operation amount by which the rider operated the input member 121. The information regarding the operation amount can be based on the hydraulic pressure generated through the front master cylinder 125 and the rear master cylinder 135.
  • the distribution determination unit 161 determines the ratio of the braking torque of the right steering wheel 3b, the left steering wheel 3a, and the rear wheel 5 according to the tilt state of the vehicle body frame 15. In addition, the distribution determining unit 161 can determine the ratio of the braking torque according to the operation amount of the input members 121 and 131.
  • the distribution determining unit 161 can calculate the total value of the braking torque of the left front brake 91a, the braking torque of the right front brake 91b, and the braking torque of the rear brake 91c according to the operation amount of the input member 121 or 131. . In this case, the distribution determining unit 161 can distribute the total value to the left front brake 91a, the right front brake 91b, and the rear brake 91c according to the tilt state of the vehicle body detected by the tilt detection unit 50. As an example, the distribution determining unit 161 can determine the hydraulic pressure values of the left front brake 91a, the right front brake 91b, and the rear brake 91c.
  • the control unit 162 controls the hydraulic pressure control unit 102 to generate the braking force of the distribution determined by the distribution determination unit 161. Accordingly, the hydraulic pressure control unit 102 controls the hydraulic pressures so that the braking force of the distribution determined by the distribution determining unit 161 is generated in the left front brake 91a, the right front brake 91b, and the rear brake 91c.
  • the distribution determining unit 161 can distribute the braking torque of the left front brake 91a and the braking torque of the right front brake 91b so that the braking torque of the front left brake 91a is different when the tilt detection unit 50 detects the state in which the vehicle body frame 15 is tilted. For example, when the roll angle ⁇ detected by the inclination detecting unit 50 is not 0 degree, the distribution determining unit 161 can distribute the braking torque so that the braking torque of the left front brake 91a and the braking torque of the right front brake 91b are different. . Specifically, the distribution determining unit 161 can determine different values for the hydraulic pressure of the left front brake 91a and the hydraulic pressure of the right front brake 91b. Thereby, when the vehicle body frame 15 is tilted to the right or left, the braking torque transmitted from the left steering wheel 3a to the road surface and the braking torque transmitted from the right steering wheel 3b to the road surface can be made different.
  • the distribution determining unit 161 can distribute the braking torque so that the braking torque of the left front brake 91a and the braking torque of the right front brake 91b are different.
  • the braking torque transmitted from the left steering wheel 3a to the road surface and the braking torque transmitted from the right steering wheel 3b to the road surface can be made different.
  • the distribution determining unit 161 determines that the braking torque of the inner wheel (the wheel in the tilt direction) out of the left steered wheel 3a and the right steered wheel 3b is the outer wheel (the wheel on the opposite side of the tilt direction). By allocating so as to be larger than the braking torque, it is possible to generate a torque in the direction in which the body frame 15 is raised. Further, the distribution determining unit 161 can distribute the outer wheel so that the braking torque of the outer wheel is larger than the braking torque of the inner wheel, thereby generating torque in a direction in which the body frame 15 is inclined.
  • the distribution determination unit 161 increases the difference in braking torque between the left steering wheel 3a and the right steering wheel 3b by allocating the braking torque to the rear wheel 5 in addition to the left steering wheel 3a and the right steering wheel 3b. Is possible. Accordingly, it is possible to increase the torque in the direction in which the vehicle body frame 15 is generated or tilted, which is generated by the left / right distribution of the braking torque. That is, the range of adjustment of the tilt control is increased.
  • the distribution determination unit 161 determines whether the right steering wheel 3b transmits the braking torque to the road surface and the braking torque transmitted from the left steering wheel 3a to the road surface depending on whether the inclination direction of the vehicle body frame 15 detected by the inclination detection unit 50 is left or right. Can be switched. For example, the distribution determining unit 161 determines the ratio so as to reverse the magnitude relationship between the hydraulic pressure of the right front brake 91b and the hydraulic pressure of the left front brake 91a when the inclination direction of the body frame 15 is right and left. Can do.
  • the distribution determining unit 161 adjusts the difference between the braking torque transmitted from the right steering wheel 3b to the road surface and the braking torque transmitted from the left steering wheel 3a to the road surface according to the roll angle or the roll angular velocity detected by the inclination detection unit 50. can do.
  • the process for adjusting the difference between the braking torques may be, for example, a process for determining the ratio of the braking torque between the right steering wheel 3b and the left steering wheel 3a.
  • the distribution determining unit 161 can determine the hydraulic pressure of the right front brake 91b and the hydraulic pressure of the left front brake 91a according to the roll angle or the roll angular velocity.
  • the distribution determining unit 161 determines the ratio so that the larger the roll angle or the roll angular velocity, the larger the difference between the torque applied to the road surface by the left steered wheel 3a and the braking torque applied to the road surface by the right steered wheel 3b. can do.
  • the distribution determining unit 161 increases the difference between the braking torque of the outer ring and the inner ring as the degree of tilting increases when the braking torque of the outer ring is made larger than the braking torque of the inner ring.
  • FIG. 13 is a flowchart illustrating an operation example of the attitude control device 100.
  • the posture control device 100 detects an operation of the input member 121 or the input member 131 by the rider (S1). For example, when a change in the master cylinder pressure of the input member 121 is detected, the attitude control device 100 can detect the brake operation of the steering wheels (the right steering wheel 3b and the left steering wheel 3a). When a change in the master cylinder pressure of the input member 131 is detected, the attitude control device 100 can detect a brake operation of the rear wheel 5. In S ⁇ b> 1, the attitude control device 100 also detects an operation amount of the input member 121 or the input member 131.
  • the posture control apparatus 100 detects the operations of both the input member 121 and the input member 131 and further detects the operation amounts of the input member 121 and the input member 131, respectively. be able to.
  • the distribution determination unit 161 of the attitude control device 100 calculates the total amount (total value) of braking torque based on the operation amount of the input member 121 and / or the input member 131 detected in S1 (S2).
  • the distribution determination unit 161 can determine the total amount using, for example, a function recorded in the electronic control unit 101 or data indicating the relationship between the operation amount and the total braking torque. Further, the total amount of braking torque may be calculated as, for example, the total amount of hydraulic pressure applied to the left front brake 91a, the right front brake 91b, and the rear brake 91c.
  • the attitude control device 100 acquires the inclination state of the vehicle body frame 15 from the inclination detection unit 50 (S3).
  • the roll angle or roll angular velocity of the body frame 15 can be acquired as the tilted state.
  • the roll angle ⁇ is acquired will be described as an example.
  • the distribution determination unit 161 distributes the total amount of the braking torque calculated in S2 to the left front brake 91a, the right front brake 91b, and the rear brake 91c based on the inclination state acquired in S3 (S4). For example, the distribution determination unit 161 determines the hydraulic pressures of the left front brake 91a, the right front brake 91b, and the rear brake 91c.
  • the distribution determination unit 161 can determine the distribution according to the operated input member and the detected inclination direction.
  • the distribution determination unit 161 can determine the distribution based on data indicating the relationship between the inclination state and the distribution value recorded in advance.
  • FIG. 14 is a diagram illustrating an example of data indicating the relationship between the inclination state and the distribution value.
  • the distribution value of the braking torque of the right steering wheel 3b, the left steering wheel 3a, and the rear wheel 5 is To be recorded.
  • the distribution determining unit 161 determines whether the inclination direction is right or left (whether the roll angle ⁇ is positive (+) or negative ( ⁇ )) and the operated input member is a brake operator (input member) of the front wheel 3. 121) or the brake operator of the rear wheel 5 (input member 131), the distribution value of the braking torque can be determined.
  • the ratio of the braking torque varies depending on whether the body frame 15 is tilted to the left or right, that is, the roll angle is positive or negative.
  • the ratio of the braking torque can be changed depending on whether the direction in which the vehicle body frame 15 is inclined is left or right, that is, whether the roll angular velocity direction is positive or negative.
  • the distribution determining unit 161 may record in advance data indicating the relationship between the roll angular velocity direction (positive or negative) and the distribution value of the braking torque, and determine the braking torque ratio based on this data. it can.
  • the attitude control device 100 detects the roll angular velocity, thereby The direction to be inclined can be specified.
  • the distribution determining unit 161 can determine the ratio of the braking torque of each of the wheels 3a, 3b, and 5 so that the torque is generated in the direction in which the body frame 15 tends to tilt.
  • the ratio of the braking torque is changed depending on whether the direction of the inclination is left or right.
  • the ratio of the control torque can be changed according to the degree of inclination.
  • the distribution determining unit 161 can record in advance data indicating the relationship between the roll angle or roll angular velocity magnitude and the braking torque ratio value, and can determine the braking torque ratio based on this data.
  • size of a roll angle or a roll angular velocity, and a braking torque can also be calculated using the function which uses the magnitude
  • the control unit 162 controls the hydraulic pressure control unit 102 based on the determined ratio (FIG. 13). S5).
  • the hydraulic control unit 102 applies hydraulic pressure to the right front brake 91b, the left front brake 91a, and the rear brake 91c at the determined ratio.
  • braking torque is generated in the right steering wheel 3b, the left steering wheel 3a, and the rear wheel 5 at the determined ratio.
  • the control unit 162 can control the hydraulic pressures of the right front brake 91b, the left front brake 91a, and the rear brake 91c by controlling opening and closing of the holding valve and pressure reducing valve of the hydraulic pressure control unit 102, driving of the pump, and the like. it can.
  • FIG. 15 is a diagram for explaining the behavior of the vehicle 1 when the same braking torque is generated in the right steering wheel 3b and the left steering wheel 3a.
  • (a) and (c) are plan views of the vehicle 1 as viewed from above, and (b) and (d) are front views.
  • (A) and (b), (c) and (d) show the same state.
  • FIGS. 15A and 15B the braking torques of the wheels 3a, 3b, and 5 when the input member 131 that is the rear wheel brake operator is operated are indicated by arrows.
  • the braking torque of the brake (the rear wheel brake in the example of FIG. 15) that is the main operation target of the operated input member is indicated by a solid line arrow, and the braking torque of the other brakes is indicated by a broken line arrow. This also applies to FIGS. 17, 18A, and 18B described later.
  • FIG. 15A shows braking torques of the wheels 3a, 3b, and 5 when the rider operates the input member 131 to brake the rear wheels when the vehicle turns to the left. .
  • the same amount of braking torque is distributed to the left steering wheel 3a and the right steering wheel 3b.
  • the slip rates of the wheels 3a, 3b, and 5 are relatively small.
  • centrifugal force acts on the body frame.
  • a side slip occurs with respect to the steered wheel, but when the steered wheel itself bends, a force acts to return to the opposite direction.
  • This force is a component of the frictional force acting on the grounding point of the steered wheel, and acts in a direction perpendicular to the traveling direction of the vehicle. This force is called “cornering force” and results from the side slip angle with respect to the tire (wheel).
  • FIG. 16A shows an example of centrifugal force Fc and gravity Fg when the body frame is inclined.
  • the case where the rotation of the steering wheel is braked while traveling with the vehicle body tilted with respect to the road surface that is, the case where the rider applies the brake is considered.
  • the steering wheel When the steering wheel is viewed in the traveling direction, the steering wheel has a shape with a smaller inner diameter on the inner side of the slope than the center. For this reason, as shown in FIG. 16A, when the vehicle is tilted, the ground contact point B of the steered wheel is not a center position when viewed from the front of the vehicle body, but a position shifted inward from the center.
  • the inventor determines that the torque transmitted by the right steering wheel 3b to the road surface, the torque transmitted from the left steering wheel 3a to the road surface, and the The inventors have conceived a configuration in which the inclination of the body frame is adjusted by controlling the distribution of torque transmitted by the wheels 5 to the road surface.
  • the inventor generates a force in the opposite direction to the force that raises the vehicle body by making the braking torque of the outer wheel larger than the braking torque of the inner wheel of the left steering wheel 3a and the right steering wheel 3b during turning. I found out that I can do it.
  • FIG. 17 is a diagram illustrating an operation example of the vehicle 1 of the present embodiment. 17, (a) and (c) are plan views of the vehicle 1 as viewed from above, and (b) and (d) are front views. (A) and (b), (c) and (d) show the same state.
  • FIG. 17A shows the distribution of braking torque when the rear wheel 5 is braked with respect to the input member 131 when turning to the left, that is, when the vehicle body frame 15 is tilted to the left. .
  • the braking torque is distributed not only to the rear wheel 5 but also to the left steering wheel 3a and the right steering wheel 3b. Further, the braking torque is distributed so that the braking torque of the right steering wheel 3b as the outer wheel is larger than the braking torque of the left steering wheel 3a as the inner wheel.
  • the yaw moment is generated due to the braking force difference between the left steering wheel 3a and the right steering wheel 3b.
  • the yaw moment can be increased by increasing the difference in braking torque between the inner ring and the outer ring as the roll angle increases.
  • FIG. 18A and FIG. 18B are diagrams showing another operation example of the vehicle 1 of the present embodiment.
  • 18A and 18B are plan views of the vehicle 1 as viewed from above.
  • the example shown in FIG. 18A shows the distribution of braking torque of the wheels 3a, 3b, and 5 when the brake operation of the front wheel 3 (steering wheel) is performed on the input member 121 during the left turn.
  • FIG. 18B shows the distribution of the braking torque of the wheels 3a, 3b, 5 when the rear wheel 5 is braked on the input member 131 during a left turn.
  • braking torque is also distributed to the rear wheel 5 in addition to the left steering wheel 3a and the right steering wheel 3b. Further, the braking torque of the left steering wheel 3a which is an inner wheel is distributed so as to be larger than the braking torque of the right steering wheel 3b which is an outer wheel. Thereby, torque is generated in a direction that causes the vehicle body frame 15 to be caused. In this case, when the rider applies the front wheel brake while turning, torque is generated in the direction in which the body frame rises.
  • the attitude control device 100 is configured to individually control the braking torque of the left steering wheel 3a, the right steering wheel 3b, and the rear wheel 5.
  • the attitude control device 100 may individually control the “drive torque” of the left steering wheel 3a, the right steering wheel 3b, and the rear wheel 5.
  • the vehicle 1 is realized by mounting a wheel-in motor on each of the left steering wheel 3a, the right steering wheel 3b, and the rear wheel 5.
  • the left front brake 91a, right front brake 91b, and rear brake 91c of the vehicle 1 are a left drive unit that rotates the left steering wheel, a right drive unit that rotates the right steering wheel, and a rear wheel drive that rotates the rear wheel, respectively. Part (example of other wheel drive part).
  • Each of the right drive unit, the left drive unit, and the rear wheel drive unit includes a wheel-in motor that applies a rotational force to the wheels.
  • the distribution determining unit 161 is configured to determine the ratio of the driving force of the right steering wheel 3b, the left steering wheel 3a, and the rear wheel 5 in accordance with the inclination state of the vehicle body frame 15.
  • the control unit 162 is configured to control the right drive unit, the left drive unit, and the rear wheel drive unit so as to generate the driving force with the ratio determined by the distribution determination unit 161.
  • the hydraulic pressure control unit 102 is a drive control unit that controls the driving of the respective wheel-in motors for the left steering wheel 3a, the right steering wheel 3b, and the rear wheel 5. Moreover, the arrow of the braking force in FIG. 17, FIG. 18A, and FIG. 18B becomes the driving force in the reverse direction.
  • the distribution determination unit 161 may determine the ratio of the wheels 3a, 3b, and 5 of the drive torque without using the operation amount of the operator by the rider. For example, the distribution determination unit 161 can determine the ratio of the drive torque of the left steering wheel 3a, the right steering wheel 3b, and the rear wheel 5 according to the value of the roll angle or the roll angular velocity detected by the inclination detection unit 50. .
  • the controller 162 can generate a roll moment in the vehicle body frame 15 by driving the left steering wheel 3a, the right steering wheel 3b, and the rear wheel 5 in accordance with the determined ratio. Thereby, for example, the attitude control device 100 can determine the movement of the vehicle 1 about to tilt in the left-right direction based on the roll angle or the roll angular velocity, and can generate a roll moment in a direction corresponding to the movement. .
  • attitude control device 100 may be configured to individually control both the braking torque and the driving torque of the left steering wheel 3a and the right steering wheel 3b.
  • ABS Anti-lock brake system
  • ABS includes, for example, a wheel speed sensor, an electronic control unit (ECU), and a hydraulic pressure control unit.
  • ABS detects an increase in the slip ratio of a wheel by a wheel speed sensor, and controls the brake hydraulic pressure of each wheel (for example, wheel cylinder hydraulic pressure (hereinafter referred to as WC hydraulic pressure)), thereby causing wheel slip.
  • WC hydraulic pressure for example, wheel cylinder hydraulic pressure (hereinafter referred to as WC hydraulic pressure)
  • the control of the WC hydraulic pressure of each wheel brake in the ABS for example, excites the pump, pressure reducing valve, and holding valve of the hydraulic pressure control unit with pump power, pressure reducing valve power, and holding valve power output from the electronic control unit. Is done.
  • the ABS can be mounted on the vehicle 1 in the above embodiment.
  • the electronic control unit 101 and the hydraulic control unit 102 can be operated as ABS.
  • the ABS electronic control unit 101 and hydraulic control unit 102 can be operated as the attitude control device 100.
  • the vehicle 1 becomes a structure provided with the attitude
  • the electronic control unit 101 and the hydraulic pressure control unit 102 constitute ABS in addition to the attitude control device 100, so that the functions can be increased while suppressing the complexity of the device.
  • the ABS operates to detect an excessive slip ratio of each wheel and reduce the WC hydraulic pressure. This is because the WC hydraulic pressure does not drop immediately due to the inertia of the wheel or the flow path resistance of the piping, and the slip ratio does not immediately decrease after the ABS operation. For this reason, the slip rate during the ABS operation is controlled while repeating overshoot due to WC pressure increase and undershoot due to WC pressure reduction with respect to the target slip rate. If the rider makes a sudden braking operation while turning, the overshoot of the slip ratio is large.
  • the slip rate of each wheel is controlled by hydraulic pressure.
  • the attitude control device 100 adjusts the inclination of the vehicle body frame 15 by distributing the control torque generated by the rider's braking operation to the left steering wheel 3a, the right steering wheel 3b, and the rear wheel 5.
  • the rider inputs a brake operation of the rear wheel 5 to the input member 131, in addition to the rear wheel 5 that is the target of the brake operation, other systems of brakes, that is, the left steering wheel 3a and the right wheel
  • the attitude control device 100 operates so that hydraulic pressure is also generated in the WC of the brake of the steered wheel 3b. Thereby, since braking force is shared by each wheel, it becomes difficult to increase the slip ratio of each wheel.
  • Control of the ratio of the torque transmitted from the right steering wheel to the road surface, the torque transmitted from the left steering wheel to the road surface, and the torque transmitted from the other wheels to the road surface is not limited to the control based on the operation of the operator. For example, by determining the total amount of braking force or driving force according to the physical amount indicating another vehicle state instead of the operation amount of the operation element, and distributing this total amount to the left steering wheel, the right steering wheel and other wheels.
  • the ratio can be controlled.
  • the process of determining the ratio of the torque transmitted from the right steering wheel to the road surface, the torque transmitted from the left steering wheel to the road surface, and the torque transmitted from the other wheels to the road surface is determined by the braking torque of the right steering wheel, the left steering wheel, and the other wheels.
  • Processing for determining the total amount of driving torque and distributing the total amount to the right steering wheel, the left steering wheel, and other wheels may be performed. For example, a value obtained by multiplying the total amount by the ratio of the right steering wheel, the left steering wheel, and the other wheels can be calculated. Distributing the total amount is not limited to distributing the total amount to the right steering wheel, the left steering wheel, and other wheels.
  • the total amount of braking torque or driving torque based on the operation amount (for example, 100) is distributed to the right steering wheel, the left steering wheel, and other wheels, the total amount actually distributed is, for example, 101 or There may be an error such as 99 that can be regarded as a value that substantially reflects the operation amount.
  • the map data indicating the braking torque or driving torque of the right steering wheel, the left steering wheel, and other wheels determined in advance according to the left-right inclination of the body frame is used to determine the steering wheel, the left steering wheel, and the other wheels.
  • the braking torque or the driving torque may be determined.
  • the attitude control device 100 is an inner / outer wheel specifying unit that specifies which of the left steering wheel 3a and the right steering wheel 3b is an inner wheel and which is an outer wheel based on the inclination state of the vehicle body frame 15 detected by the inclination detection unit 50. May be provided.
  • the distribution determining unit 161 includes a first operation mode for determining a ratio so that the torque transmitted from the inner ring to the road surface is larger than the torque transmitted from the outer ring to the road surface, and the torque transmitted from the outer ring to the road surface. It can be set as the structure which can switch to the 2nd operation mode which determines a ratio so that it may become larger than the transmitted torque.
  • the switching between the first operation mode and the second operation mode can be performed by, for example, rider input. Also, based on data recorded in the electronic control unit 101.
  • the distribution determining unit 161 may be configured to determine whether to operate in the first operation mode or the second operation mode.
  • the left steering wheel 3a and the right steering wheel 3b which are front wheels, are steering wheels.
  • the attitude control device 100 performs these two operations. It is also possible to individually control the braking torque or driving torque of the two rear wheels.
  • the front wheels and the rear wheels may be steered wheels.
  • the rear wheel is not limited to one wheel, and may be two wheels.
  • the center in the left-right direction of the rear wheel 5 may not necessarily coincide with the center in the left-right direction of the left steering wheel 3a and the right steering wheel 3b.
  • the vehicle 1 may include a vehicle body cover that covers the vehicle body frame 15.
  • the power source of the vehicle 1 may be an engine or an electric motor.
  • the input member (121, 131) is a lever that can be operated by the rider's hand.
  • the input member (121, 131) may be a pedal that is operated by the rider's foot. It may be a button or a rotary grip.
  • the input members (121, 131) can be configured to be operable between an initial state where the rider is not touching and a maximum operation state where the rider's operation amount is maximum.
  • the operation amount of the input member (121, 131) may be the position from the initial state of the input member (121, 131). In this case, the operation amount can be detected by providing a sensor for detecting the position of the input member (121, 131).
  • the operation amount of the input member (121, 131) may be the amount of change in pressure from the initial state of the input member. In this case, the operation amount can be detected by providing a sensor for detecting the hydraulic pressure generated by the master cylinder (125, 135).
  • the operation amount can be detected by providing a sensor for detecting the pressure directly acting on the input member (121, 131).
  • the operation amount of the input member is a physical amount that changes according to the operation of the rider.
  • the operation amount does not necessarily need to be detected by a sensor, and may be a mechanism that operates mechanically in conjunction with the operation amount.
  • the operator may be one that operates the braking force, one that operates the driving force, or one that operates both.
  • the operation element may be, for example, one that operates a brake, one that operates an accelerator, one that operates a brake and an accelerator, or the like.
  • the vehicle 1 employs a disc brake that uses brake fluid pressure.
  • the type of brake is not limited to this, and various types such as a drum brake, an electromagnetic brake, and a wet multi-plate brake may be adopted.
  • the brake actuator (123, 133) was set as the structure which controls a brake hydraulic pressure electronically, you may control a hydraulic pressure with a mechanical mechanism.
  • the configuration of the link mechanism 9 is not limited to the paragramogram link.
  • the link mechanism 9 may be configured to include a shock tower as an arm that rotates with respect to the vehicle body frame.
  • the link mechanism 9 may be configured to include a double wishbone suspension structure.
  • the vehicle body frame is a member that receives stress applied to the lean vehicle during traveling.
  • a monocoque stressed skin structure
  • a semi-monocoque or a structure in which a vehicle part also serves as a member that receives stress is also included in the example of the body frame.
  • parts such as an engine and an air cleaner may be a part of the body frame.
  • the left-right inclination detection unit may be configured to estimate the roll angle using at least one of six-axis acceleration and six-axis speed detected in the vehicle.
  • the left / right inclination detection unit may be configured to measure a physical quantity related to the roll angle of the body frame.
  • the left / right inclination detection unit may include a sensor that detects the relative rotation of the vehicle body frame and the link mechanism, such as a potentiometer.
  • the left / right tilt detection unit may include a proximity sensor (distance sensor). In this case, the distance between the vehicle body frame and the road surface can be measured by the proximity sensor, and the roll angle can be estimated using the distance.
  • the torque transmitted from the wheel to the road surface is the torque transmitted from the wheel to the road surface by rotating around the axle while the wheel is in contact with the road surface. Therefore, the torque transmitted from the left steering wheel to the road surface, the torque transmitted from the right steering wheel to the road surface, and the torque transmitted from the other wheels to the road surface are the rotation torque around the axle of the left steering wheel and the axle of the right steering wheel, respectively. It can be regarded as the torque of rotation around and the torque of rotation around the axle of other wheels. Further, the rotational torque around the axle of the wheel can be classified into a driving torque in a direction in which the wheel is rotated around the axle and a braking torque in a direction in which the rotation of the wheel around the axle is stopped. When the driving torque and the braking torque are represented by numerical values, the sign of the value of the driving torque and the sign of the value of the braking torque can be made different.
  • the ground contact point of the lean vehicle wheel moves in the direction of the axle of the wheel. That is, the left steering wheel, the right steering wheel, and the other steering wheels of the lean vehicle have a shape in which the ground point moves in the direction of the axle when the lean vehicle turns.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Power Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Automatic Cycles, And Cycles In General (AREA)

Abstract

L'invention concerne un véhicule à inclinaison (1) qui est pourvu : d'une carrosserie (15) qui peut être inclinée vers la gauche ou vers la droite ; d'une roue directrice droite (3b) et d'une roue directrice gauche (3a) qui sont une paire de roues directrices disposées dans la direction gauche-droite de la carrosserie ; d'autres roues de véhicule (5) ; d'un détecteur d'inclinaison gauche-droite (50) permettant de détecter l'état incliné de la carrosserie dans la direction gauche-droite ; d'un dispositif de commande d'orientation (100) qui permet de régler l'inclinaison de la carrosserie (15) par la commande du rapport entre le couple transféré par la roue directrice droite (3b) à la surface de roulement, le couple transféré par la roue directrice gauche (3a) à la surface de roulement, et le couple transféré par les autres roues du véhicule (5) à la surface de roulement, conformément à l'état incliné de la carrosserie dans la direction gauche-droite détectée par le détecteur d'inclinaison gauche-droite (50).
PCT/JP2017/002390 2016-01-25 2017-01-24 Véhicule à inclinaison WO2017130982A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2016011790 2016-01-25
JP2016-011790 2016-01-25

Publications (1)

Publication Number Publication Date
WO2017130982A1 true WO2017130982A1 (fr) 2017-08-03

Family

ID=59398738

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/JP2017/002390 WO2017130982A1 (fr) 2016-01-25 2017-01-24 Véhicule à inclinaison

Country Status (1)

Country Link
WO (1) WO2017130982A1 (fr)

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH11258260A (ja) * 1998-03-10 1999-09-24 Mitsubishi Motors Corp 車両のロール角推定装置およびその装置を用いた横転防止装置
JP2003533403A (ja) * 2000-05-18 2003-11-11 ブリンクス・ウエストマース・ベー・ブイ 操舵可能な後輪を有する傾斜車両
JP2010247804A (ja) * 2009-04-20 2010-11-04 Aisin Seiki Co Ltd 姿勢制御装置
JP2013144471A (ja) * 2012-01-13 2013-07-25 Equos Research Co Ltd 車両
WO2015064654A1 (fr) * 2013-10-31 2015-05-07 ヤマハ発動機株式会社 Systéme de freinage et véhicule

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH11258260A (ja) * 1998-03-10 1999-09-24 Mitsubishi Motors Corp 車両のロール角推定装置およびその装置を用いた横転防止装置
JP2003533403A (ja) * 2000-05-18 2003-11-11 ブリンクス・ウエストマース・ベー・ブイ 操舵可能な後輪を有する傾斜車両
JP2010247804A (ja) * 2009-04-20 2010-11-04 Aisin Seiki Co Ltd 姿勢制御装置
JP2013144471A (ja) * 2012-01-13 2013-07-25 Equos Research Co Ltd 車両
WO2015064654A1 (fr) * 2013-10-31 2015-05-07 ヤマハ発動機株式会社 Systéme de freinage et véhicule

Similar Documents

Publication Publication Date Title
JP6666995B2 (ja) 左右傾斜輪付リーン車両用リーン姿勢制御装置および左右傾斜輪付リーン車両
JP6646683B2 (ja) リーン車両
JP6476235B2 (ja) 三輪自動車のための操舵および制御システム
JP6646682B2 (ja) リーン車両
JP6684898B2 (ja) リーン姿勢制御アクチュエータ及び左右傾斜輪付リーン車両
EP2930073B1 (fr) Système de freinage et véhicule
US7497525B2 (en) Roll-related reactive system
CN101203414B (zh) 自平衡车辆
TWI535598B (zh) Brake systems and vehicles
WO2018173302A1 (fr) Dispositif de commande et dispositif de direction
WO2017090669A1 (fr) Véhicule inclinable
WO2018173305A1 (fr) Dispositif de détermination de surface de route, dispositif de commande de suspension et dispositif de suspension
WO2018003894A1 (fr) Véhicule à inclinaison
WO2017130982A1 (fr) Véhicule à inclinaison
WO2023119423A1 (fr) Véhicule inclinable
WO2023119424A1 (fr) Véhicule inclinable
WO2024048532A1 (fr) Véhicule inclinable
JP2004012218A (ja) 二輪車の走行シミュレーションプログラム
JP5741218B2 (ja) 車両用サスペンション装置およびそのジオメトリ調整方法

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 17744212

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 17744212

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: JP