WO2019131618A1 - Vehicle - Google Patents

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Publication number
WO2019131618A1
WO2019131618A1 PCT/JP2018/047537 JP2018047537W WO2019131618A1 WO 2019131618 A1 WO2019131618 A1 WO 2019131618A1 JP 2018047537 W JP2018047537 W JP 2018047537W WO 2019131618 A1 WO2019131618 A1 WO 2019131618A1
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WO
WIPO (PCT)
Prior art keywords
vehicle
wheel
angle
wheels
control unit
Prior art date
Application number
PCT/JP2018/047537
Other languages
French (fr)
Japanese (ja)
Inventor
斉 神谷
敬造 荒木
水野　晃
昇太 久保
Original Assignee
株式会社エクォス・リサーチ
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 株式会社エクォス・リサーチ filed Critical 株式会社エクォス・リサーチ
Publication of WO2019131618A1 publication Critical patent/WO2019131618A1/en

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D9/00—Steering deflectable wheels not otherwise provided for
    • B62D9/02—Steering deflectable wheels not otherwise provided for combined with means for inwardly inclining vehicle body on bends
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
    • 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

Definitions

  • the present specification relates to a vehicle that leans and turns a vehicle body.
  • the driver controls the traveling direction of the vehicle by operating an operation input unit such as a steering wheel.
  • an operation input unit such as a steering wheel.
  • the traveling direction of the vehicle may deviate from the direction of the target due to various causes such as wind and road inclination.
  • the present specification discloses a technique for suppressing the deviation of the direction of travel of a vehicle from the direction of a target.
  • a vehicle, N (N is an integer of 3 or more) wheels including a pair of wheels disposed apart from one another in the width direction of the vehicle and one or more other wheels, wherein the pair of wheels and the other N at least one of the wheels is configured as one or more pivoting wheels that can be pivoted to the left and right with respect to the forward direction of the vehicle, and includes one or more front wheels and one or more rear wheels With the wheels of With the car body,
  • a tilt mechanism including a drive device for tilting the vehicle body in the width direction by the drive device; An operation input unit for inputting an operation amount indicating a turning direction and a turning degree; A tilt control unit that controls the drive device using the operation amount input to the operation input unit;
  • a pivoting wheel support that supports the one or more pivoting wheels;
  • a sensor that measures the operating condition of the vehicle and is independent of the tilt angle of the vehicle body; Equipped with The pivoting wheel support portion is configured to allow the one or more pivoting wheels to pivot to the left and right with respect to the vehicle body in accordance with
  • the drive device for the inclination mechanism of the vehicle body has the operation amount, the inclination angle, Since the parameter is controlled to approach the target value using the independent parameter, it is possible to suppress the deviation of the traveling direction of the vehicle from the target direction.
  • Application Example 2 It is a vehicle described in Application Example 1;
  • the pivoting wheel support is A support member rotatably supporting the one or more pivoting wheels;
  • a rotating device that supports the support member so as to be rotatable to the left and right with respect to the vehicle body;
  • a resistance torque generation unit that generates a resistance torque for rotation of the support member from a direction specified using the operation amount; Equipped with The sensor is a sensor that measures the resistance torque,
  • the tilt control unit controls the drive device such that the torque approaches zero. vehicle.
  • Application Example 3 It is a vehicle described in Application Example 1;
  • the sensor is a sensor that measures a yaw rate of the vehicle.
  • the tilt control unit controls the drive device such that the yaw rate approaches a target value specified using the operation amount. vehicle.
  • the drive device since the drive device is controlled such that the yaw rate approaches the target value specified using the operation amount, the deviation of the traveling direction of the vehicle from the target can be suppressed.
  • Application Example 4 It is a vehicle described in Application Example 1;
  • the sensor is a sensor that measures the direction of the one or more rotating wheels,
  • the tilt control unit controls the drive device such that the direction of the one or more rotating wheels approaches a direction of a target specified using the operation amount. vehicle.
  • the drive device since the drive device is controlled such that the direction of one or more turning wheels approaches the direction of the target specified using the operation amount, the deviation of the traveling direction of the vehicle from the direction of the target It can be suppressed.
  • the technology disclosed in the present specification can be realized in various aspects, and can be realized, for example, in an aspect such as a vehicle, a control device of a vehicle, a control method of a vehicle, and the like.
  • FIG. 2 is a right side view of the vehicle 10;
  • FIG. 1 is a top view of a vehicle 10;
  • FIG. 2 is a bottom view of the vehicle 10;
  • FIG. 2 is a rear view of the vehicle 10;
  • FIG. 2 is a schematic view showing a state of a vehicle 10;
  • FIG. 2 is a schematic view showing a state of a vehicle 10;
  • FIG. 5 is an explanatory view showing a simplified relationship between a wheel angle AF and a turning radius R.
  • It is an explanatory view of torque tq1.
  • FIG. 2 is a block diagram showing a configuration related to control of a vehicle 10.
  • FIG. 2 is an explanatory view showing a state example of a vehicle 10
  • FIG. 6 is an explanatory view showing another example of the state of the vehicle 10
  • It is a graph which shows the example of the correspondence of torque difference dTQx and correction value Vcc.
  • FIGS. 1 to 4 are explanatory views showing a vehicle 10 as one embodiment. 1 shows a right side view of the vehicle 10, FIG. 2 shows a top view of the vehicle 10, FIG. 3 shows a bottom view of the vehicle 10, and FIG. 4 shows a rear view of the vehicle 10. .
  • the vehicle 10 is shown in FIGS. 1 to 4 arranged on a level ground GL (FIG. 1) and in a non-tilted state.
  • FIGS. 2 to 4 a portion used for explanation of the configuration of the vehicle 10 shown in FIG. 1 is illustrated, and the other portions are omitted.
  • Six directions DF, DB, DU, DD, DR, DL are shown in FIGS.
  • the forward direction DF is the forward direction of the vehicle 10, and the backward direction DB is the opposite direction of the forward direction DF.
  • the upward direction DU is a vertically upward direction, and the downward direction DD is an opposite direction of the upward direction DU.
  • the right direction DR is the right direction as viewed from the vehicle 10 traveling in the forward direction DF, and the left direction DL is the opposite direction of the right direction DR.
  • the directions DF, DB, DR, and DL are all horizontal.
  • the right and left directions DR, DL are perpendicular to the forward direction DF.
  • this vehicle 10 is a single-seat small vehicle.
  • Vehicle 10 (FIGS. 1 and 2) includes vehicle body 90, one front wheel 12F connected to vehicle body 90, and one another in the width direction of vehicle 10 (that is, a direction parallel to right direction DR). It is a tricycle having two rear wheels 12L, 12R arranged separately.
  • the front wheel 12F is an example of a pivoting wheel that can pivot in the left-right direction, and is disposed at the center of the vehicle 10 in the width direction.
  • the rear wheels 12L, 12R are drive wheels, and are disposed symmetrically with respect to the center of the vehicle 10 in the width direction.
  • the vehicle body 90 (FIG. 1) has a main body portion 20.
  • the main body portion 20 has a front portion 20a, a bottom portion 20b, a rear portion 20c, and a support portion 20d.
  • the bottom 20 b is a horizontal plate-like portion.
  • the front portion 20a is a plate-like portion extending from the end on the forward direction DF side of the bottom portion 20b to the upper direction DU side.
  • the rear portion 20c is a plate-like portion extending from the end of the bottom portion 20b on the back direction DB side to the top direction DU.
  • the support portion 20d is a plate-like portion extending from the upper end of the rear portion 20c toward the rear direction DB.
  • the main body 20 has, for example, a metal frame and a panel fixed to the frame.
  • the vehicle body 90 further includes a seat 11 fixed on the bottom 20b, an accelerator pedal 45 and a brake pedal 46 disposed on the forward direction DF side of the seat 11, and a control device 110 and a battery 120 fixed to the bottom 20b.
  • the front wheel support device 41 is fixed to the end on the upper direction DU side of the front portion 20a, and the shift switch 47 is attached to the front wheel support device 41.
  • other members for example, a roof, a headlight, etc.
  • the vehicle body 90 includes a member fixed to the main body 20.
  • the accelerator pedal 45 is a pedal for accelerating the vehicle 10.
  • the brake pedal 46 is a pedal for decelerating the vehicle 10.
  • the shift switch 47 is a switch for selecting the traveling mode of the vehicle 10. In this embodiment, one of four driving modes of “drive”, “neutral”, “reverse” and “parking” can be selected.
  • “Drive” is a mode in which the drive wheels 12L and 12R drive forward
  • “Neutral” is a mode in which the drive wheels 12L and 12R are rotatable
  • “Reverse” is drive of the drive wheels 12L and 12R.
  • the “parking” is a mode in which at least one wheel (e.g., the rear wheels 12L, 12R) can not rotate.
  • “Drive” and “Neutral” are normally used when the vehicle 10 advances.
  • the front wheel support device 41 (FIG. 1) is a device that supports the front wheel 12F so as to be pivotable about the pivot axis Ax1.
  • the front wheel support device 41 has a front fork 17, a bearing 68, and a steering motor 65.
  • the front fork 17 rotatably supports the front wheel 12F, and is, for example, a telescopic-type fork incorporating a suspension (a coil spring and a shock absorber).
  • the bearing 68 connects the main body portion 20 (here, the front portion 20 a) and the front fork 17.
  • the bearing 68 supports the front fork 17 (and the front wheel 12F) so as to be rotatable to the left and right with respect to the vehicle body 90, with the rotational axis Ax1 as the center.
  • the steering motor 65 is a motor that rotates the front fork 17.
  • the steering motor 65 includes a rotor and a stator (not shown). One of the rotor and the stator is fixed to the front fork 17, and the other is fixed to the main body 20 (here, the front 20a).
  • the vehicle 10 is provided with a handle 41 a which can be turned to the left and right.
  • the handle 41a is an example of an operation input unit for inputting the turning direction and the degree of turning.
  • the turning direction (right or left) of the handle 41a with respect to the predetermined straight direction indicates the turning direction desired by the user.
  • the magnitude of the rotation angle of the handle 41a (hereinafter also referred to as "handle angle") with respect to the straight direction indicates the degree of turning desired by the user.
  • “handle angle> zero” indicates right turn
  • “handle angle ⁇ zero” indicates left turn.
  • the positive and negative signs of the steering wheel angle indicate the turning direction.
  • the absolute value of the steering wheel angle indicates the degree of turning.
  • Such a steering wheel angle is an example of an operation amount indicating the turning direction and the degree of turning input to the steering wheel 41a.
  • a support rod 41 ax extending along the rotation axis of the handle 41 a is fixed to the handle 41 a.
  • the support rod 41 ax is connected to the front wheel support device 41 so as to be rotatable about the rotation axis.
  • the wheel angle AF (FIG. 2) is an angle of the traveling direction D12 of the rotating front wheel 12F based on the forward direction DF when the vehicle 10 is viewed in the downward direction DD.
  • the traveling direction D12 is a direction perpendicular to the rotation axis of the front wheel 12F.
  • “AF> zero” indicates that the turning direction is the right direction DR (that is, the direction D12 faces the right direction DR side).
  • “AF ⁇ zero” indicates that the turning direction is the left direction DL (that is, the direction D12 faces the left direction DL side).
  • the steering motor 65 is controlled by the controller 110 (FIG. 1).
  • the control mode of the steering motor 65 is selected from two modes of a limit mode and an allowance mode.
  • control device 110 controls steering motor 65 such that direction D12 of front wheel 12F approaches the direction of the target.
  • the direction of the target is identified using the steering wheel angle. Since the direction D12 of the front wheel 12F is controlled by the steering motor 65, free rotation of the front wheel 12F independent of the steering wheel angle is prohibited. In this case, the wheel angle AF corresponds to a so-called steering angle.
  • the control device 110 allows the direction D12 of the front wheel 12F to turn left and right independently of the steering wheel angle by reducing the torque of the steering motor 65. Details of these modes will be described later.
  • An angle CA in FIG. 1 indicates an angle formed by the vertically upward direction DU and a direction toward the vertically upward direction DU along the rotation axis Ax1 (also referred to as a caster angle).
  • the fact that the caster angle CA is larger than zero indicates that the direction toward the vertically upward direction DU side along the pivot axis Ax1 is inclined obliquely backward as in the present embodiment.
  • the intersection point P2 between the pivot axis Ax1 of the front wheel support device 41 and the ground GL is closer to the front direction DF than the contact center P1 of the front wheel 12F with the ground GL. positioned.
  • the distance Lt in the back direction DB between these points P1 and P2 is called a trail.
  • the positive trail Lt indicates that the contact center P1 is located on the back direction DB side of the intersection point P2 as in this embodiment.
  • the contact center P1 is a center of contact area Ca1 of the front wheel 12F and the ground GL.
  • the center of the contact area is the center of gravity of the contact area, specifically, the position of the center of gravity when it is assumed that the mass is evenly distributed in the area.
  • the contact center PbR of the contact area CaR between the right rear wheel 12R and the ground GL and the contact center PbL of the contact area CaL between the left rear wheel 12L and the ground GL are similarly specified.
  • the two rear wheels 12L, 12R are rotatably supported by the rear wheel support 80.
  • the rear wheel support portion 80 is fixed to the link mechanism 30, the lean motor 25 fixed to the upper portion of the link mechanism 30, the first support portion 82 fixed to the upper portion of the link mechanism 30, and the front portion of the link mechanism 30.
  • the second support portion 83 (FIG. 1).
  • a portion of the link mechanism 30, the first support portion 82 and the second support portion 83 which is hidden by the right rear wheel 12 ⁇ / b> R is also shown by a solid line for the sake of explanation.
  • FIG. 1 a portion of the link mechanism 30, the first support portion 82 and the second support portion 83 which is hidden by the right rear wheel 12 ⁇ / b> R is also shown by a solid line for the sake of explanation.
  • the rear wheel support 80, the rear wheels 12 ⁇ / b> L and 12 ⁇ / b> R, and the connecting portion 75 hidden by the main body 20 are shown by solid lines for the purpose of explanation.
  • the link mechanism 30 is shown in a simplified manner.
  • the first support portion 82 (FIG. 4) is disposed on the upper direction DU side of the link mechanism 30.
  • the first support portion 82 includes a plate-like portion extending in parallel to the right direction DR from the upper direction DU side of the left rear wheel 12L to the upper direction DU side of the right rear wheel 12R.
  • the second support portion 83 (FIGS. 1 and 2) is disposed between the left rear wheel 12L and the right rear wheel 12R on the forward direction DF side of the link mechanism 30.
  • the right rear wheel 12R (FIG. 1) has a wheel 12Ra and a tire 12Rb mounted on the wheel 12Ra.
  • the wheel 12Ra (FIG. 4) is connected to the right electric motor 51R.
  • the right electric motor 51R has a stator and a rotor (not shown). One of the rotor and the stator is fixed to the wheel 12Ra, and the other is fixed to the rear wheel support 80.
  • the rotation axis of the right electric motor 51R is the same as the rotation axis of the wheel 12Ra, and is parallel to the right direction DR.
  • the configuration of the left rear wheel 12L is similar to that of the right rear wheel 12R. Specifically, the left rear wheel 12L has a wheel 12La and a tire 12Lb.
  • the wheel 12La is connected to the left electric motor 51L.
  • One of the rotor and the stator of the left electric motor 51L is fixed to the wheel 12La, and the other is fixed to the rear wheel support portion 80.
  • the electric motors 51L, 51R are in-wheel motors that directly drive the rear wheels 12L, 12R.
  • FIGS. 1 and 4 show a state in which the vehicle body 90 is upright without being inclined (a state in which the inclination angle T described later is zero).
  • the rotation axis ArL of the left rear wheel 12L and the rotation axis ArR of the right rear wheel 12R are located on the same straight line.
  • the position of the forward direction DF of the contact center PbR of the right rear wheel 12R with the ground GL is the position of the forward direction DF of the contact center PbL of the left rear wheel 12L with the ground It is almost the same.
  • the link mechanism 30 (FIG. 4) is a so-called parallel link.
  • the link mechanism 30 has three vertical link members 33L, 21, 33R arranged in order toward the right direction DR, and two horizontal link members 31U, 31D arranged in order toward the downward direction DD. .
  • the vertical link members 33L, 21, 33R are parallel to the vertical direction
  • the horizontal link members 31U, 31D are parallel to the horizontal direction.
  • the two vertical link members 33L, 33R and the two horizontal link members 31U, 31D form a parallelogram link mechanism.
  • the upper horizontal link member 31U connects the upper ends of the vertical link members 33L, 33R.
  • the lower horizontal link member 31D connects the lower ends of the vertical link members 33L and 33R.
  • the middle vertical link member 21 connects central portions of the horizontal link members 31U and 31D.
  • the link members 33L, 33R, 31U, 31D, 21 are rotatably connected to each other, and the rotation axis is parallel to the forward direction DF.
  • the left electric motor 51L is fixed to the left vertical link member 33L.
  • the right electric motor 51R is fixed to the right vertical link member 33R.
  • a first support 82 and a second support 83 (FIG. 1) are fixed to the upper portion of the middle vertical link member 21.
  • the link members 33L, 21, 33R, 31U, 31D and the support portions 82, 83 are made of, for example, metal.
  • the link mechanism 30 has a bearing for rotatably connecting a plurality of link members.
  • the bearing 38 rotatably connects the lower horizontal link member 31D and the middle vertical link member 21, and the bearing 39 rotatably connects the upper horizontal link member 31U and the middle vertical link member 21.
  • bearings are also provided in other portions that rotatably connect the plurality of link members.
  • the lean motor 25 is an example of an actuator for operating the link mechanism 30, and in the present embodiment, is an electric motor having a stator and a rotor.
  • One of the stator and the rotor of the lean motor 25 is fixed to the middle vertical link member 21, and the other is fixed to the upper horizontal link member 31U.
  • the rotational axis of the lean motor 25 is the same as the rotational axis of the connecting portion (here, the bearing 39) of the link members 31U and 21, and is located at the center of the vehicle 10 in the width direction.
  • the torque generated by the lean motor 25 is also referred to as a tilting torque.
  • the tilt torque is a torque that tilts the vehicle body 90.
  • FIG. 5 is a schematic view showing the state of the vehicle 10 on the horizontal ground GL.
  • FIG. 5A shows a state in which the vehicle 10 is upright
  • FIG. 5B shows a state in which the vehicle 10 is inclined.
  • a vehicle upward direction DVU in the drawing is an upward direction of the vehicle 10.
  • the vehicle upward direction DVU is the same as the upward direction DU.
  • the upward direction predetermined for the vehicle body 90 is used as the vehicle upward direction DVU.
  • the entire vehicle 10 including the vehicle body 90 tilts with respect to the ground GL.
  • the right rear wheel 12R moves to the vehicle upward direction DVU side
  • the left rear wheel 12L moves to the opposite side.
  • the whole of the vehicle 10 including the wheels 12F, 12L, 12R and by extension the vehicle body 90 inclines in the right direction DR.
  • the vehicle 10 leans in the right direction DR.
  • the vehicle 10 leans to the left direction DL side.
  • the vehicle upward direction DVU is inclined to the right direction DR with respect to the upward direction DU.
  • an angle between the upward direction DU and the upward direction DVU when the vehicle 10 is viewed in the forward direction DF will be referred to as an inclination angle T.
  • T> zero indicates an inclination toward the right direction DR
  • T ⁇ zero indicates an inclination toward the left direction DL.
  • control angle Tc of the link mechanism 30 is shown by FIG. 5 (B).
  • the control angle Tc indicates the angle of orientation of the middle longitudinal link member 21 with respect to the orientation of the upper horizontal link member 31U.
  • Tc> Zero indicates that the middle vertical link member 21 is rotated clockwise with respect to the upper horizontal link member 31U in the rear view of FIG. 5 (B).
  • “Tc ⁇ zero” indicates that the middle vertical link member 21 has rotated counterclockwise with respect to the upper horizontal link member 31U.
  • the control angle Tc is approximately the same as the tilt angle T.
  • inclination-axis AxL is arrange
  • the link mechanism 30 and the lean motor 25 can tilt the vehicle 10 to the right and left around the tilt axis AxL.
  • the inclination axis AxL is a straight line passing through the contact center P1 between the front wheel 12F and the ground GL and parallel to the forward direction DF.
  • the link mechanism 30 rotatably supporting the rear wheels 12L and 12R and the lean motor 25 constitute an inclination mechanism 89 for inclining the vehicle body 90 in the width direction of the vehicle 10.
  • the horizontal link member 31U is connected to the wheels 12L and 12R via the vertical link members 33L and 33R and the motors 51L and 51R.
  • the middle vertical link member 21 is connected to the vehicle body 90 via the first support portion 82 and the suspension system 70.
  • the lean motor 25 changes the relative position between the member 31U connected to the wheels 12L and 12R and the member 21 connected to the vehicle body 90 (here, the direction of the member 21 with respect to the member 31U is changed) Torque is applied to members 31U and 21.
  • FIG. 6 shows a simplified rear view of the vehicle 10, as in FIG. Unlike FIG. 5, the ground GLx is inclined obliquely with respect to the vertically upward direction DU (the right is high and the left is low).
  • FIG. 6A shows a state where the control angle Tc is zero. In this state, all the wheels 12F, 12L, 12R stand upright with respect to the ground GLx.
  • the vehicle upward direction DVU is perpendicular to the ground GLx, and is inclined to the left direction DL with respect to the vertically upward direction DU.
  • FIG. 6B shows a state in which the inclination angle T is zero.
  • the upper horizontal link member 31U is approximately parallel to the ground GLx and inclined in the counterclockwise direction with respect to the middle vertical link member 21. Further, the wheels 12F, 12L, 12R are inclined with respect to the ground GL.
  • the magnitude of the inclination angle T of the vehicle body 90 may be different from the magnitude of the control angle Tc of the link mechanism 30.
  • the lean motor 25 has a lock mechanism (not shown) that fixes the lean motor 25 so as not to rotate.
  • the lock mechanism By operating the lock mechanism, the upper horizontal link member 31U is non-rotatably fixed to the middle vertical link member 21.
  • the control angle Tc is fixed.
  • the locking mechanism is preferably a mechanical mechanism that does not consume power while the lean motor 25 (and thus the link mechanism 30) is fixed.
  • the suspension system 70 (FIG. 4) includes an extendable left suspension 70L and an extendable right suspension 70R.
  • each of the suspensions 70L, 70R is a telescopic suspension including coil springs 71L, 71R and shock absorbers 72L, 72R.
  • the ends on the upper direction DU side of the suspensions 70L and 70R are rotatably connected to the support portion 20d of the main body portion 20 (for example, a ball joint, a hinge, or the like).
  • the lower ends DD of the suspensions 70L and 70R are rotatably connected to the first support 82 of the rear wheel support 80 (for example, a ball joint, a hinge, etc.).
  • the connecting portion 75 is a rod extending in the forward direction DF, as shown in FIGS. 1 and 2.
  • the connecting portion 75 is disposed at the center in the width direction of the vehicle 10.
  • the end on the forward direction DF side of the connecting portion 75 is rotatably connected to the rear portion 20c of the main body portion 20 (for example, a ball joint).
  • the end on the back direction DB side of the connection portion 75 is rotatably connected to the second support portion 83 of the rear wheel support portion 80 (for example, a ball joint).
  • the main body 20 (and the vehicle body 90 as a whole) is connected to the rear wheel support 80 via the suspension system 70 and the connection 75.
  • the vehicle body 90 is rotatable in the width direction by the expansion and contraction of the suspensions 70L and 70R.
  • the roll axis AxR in FIG. 1 indicates a central axis when the vehicle body 90 rotates in the right direction DR and the left direction DL with respect to the rear wheel support portion 80.
  • the roll axis AxR is a straight line passing through the contact center P1 between the front wheel 12F and the ground GL and the vicinity of the connecting portion 75.
  • the inclination axis AxL of the inclination by the inclination mechanism 89 is different from the roll axis AxR.
  • FIGS. 5 (A) and 5 (B) a vehicle body 90 pivoting about a roll axis AxR is shown by a dotted line.
  • the roll axis AxR in the drawing indicates the position of the roll axis AxR on a plane including the suspensions 70L and 70R and perpendicular to the forward direction DF.
  • the vehicle body 90 is further rotatable in the right direction DR and the left direction DL about the roll axis AxR.
  • the vehicle body 90 is rotated in the width direction of the vehicle 10 with respect to the vertically upward direction DU (thus, the ground GL) by the rotation by the rear wheel support portion 80 and the rotation by the suspension system 70 and the connection portion 75. It can move.
  • the rotation in the width direction of the vehicle body 90 which is realized by integrating the entire vehicle 10 is also referred to as a roll.
  • the roll may also be generated by deformation of members of the vehicle 10 such as the vehicle body 90 and the tires 12Rb and 12Lb.
  • the rotation around the roll axis AxR is a temporary rotation, and the size thereof is smaller than the size of the inclination by the inclination mechanism 89.
  • the gravity center 90c is shown by FIG. 1, FIG. 5 (A), and FIG. 5 (B).
  • the center of gravity 90c is the center of gravity of the vehicle body 90 in the full load state. In the fully loaded state, the vehicle 10 is loaded with passengers (possibly with luggage) such that the total weight of the vehicle 10 is equal to the total weight of the vehicle.
  • the maximum weight of the package may not be specified, but the maximum number of people may be specified.
  • the center of gravity 90 c is the center of gravity in a state where the maximum number of occupants associated with the vehicle 10 get on the vehicle 10.
  • a reference weight for example, 55 kg
  • the maximum weight of the package may be specified.
  • the center of gravity 90c is the center of gravity of the vehicle body 90 in a state in which the maximum number of occupants and the maximum weight of luggage are loaded.
  • the center of gravity 90c is disposed on the lower direction DD side of the roll axis AxR. Therefore, when the vehicle body 90 vibrates about the roll axis AxR, it is possible to suppress the amplitude of the vibration from becoming excessively large.
  • the battery 120 which is a relatively heavy element of the elements of the vehicle body 90 (FIG. 1) is arranged at a low position. Specifically, the battery 120 is fixed to the bottom portion 20 b which is the lowest portion of the main body portion 20 of the vehicle body 90. Therefore, the center of gravity 90c can be easily made lower than the roll axis AxR.
  • FIG. 7 is an explanatory view of balance of force at the time of turning.
  • a rear view of the rear wheels 12L and 12R when the turning direction is the right direction is shown in the figure.
  • the control device 110 (FIG. 1) is lean so that the rear wheels 12L, 12R (and consequently the vehicle 10) incline in the right direction DR with respect to the ground GL
  • the motor 25 may be controlled.
  • the first force F1 in the figure is a centrifugal force acting on the vehicle body 90.
  • the second force F 2 is gravity acting on the vehicle body 90.
  • the mass of the vehicle body 90 is m (kg)
  • the gravitational acceleration is g (approximately 9.8 m / s 2 )
  • the inclination angle of the vehicle 10 with respect to the vertical direction is T (degrees).
  • the velocity of V is m (m / s) and the radius of gyration is R (m).
  • the first force F1 and the second force F2 are expressed by the following equations 1 and 2.
  • F1 (m * V 2 ) / R (Equation 1)
  • F2 m * g (equation 2)
  • * is a multiplication symbol (same below).
  • the force F1b in the drawing is a component of the first force F1 in the direction perpendicular to the vehicle upward direction DVU.
  • the force F2b is a component of the second force F2 in the direction perpendicular to the vehicle upward direction DVU.
  • the force F1b and the force F2b are represented by the following equations 3 and 4.
  • F1b F1 * cos (T) (Equation 3)
  • F2b F2 * sin (T) (Equation 4)
  • cos () is a cosine function
  • sin () is a sine function (the same applies hereinafter).
  • the force F1b is a component for rotating the vehicle upward direction DVU to the left direction DL side
  • the force F2b is a component for rotating the vehicle upward direction DVU to the right direction DR side.
  • F1b F2b ( Formula 5)
  • the turning radius R is expressed by the following equation 6.
  • R V 2 / (g * tan (T)) (Equation 6)
  • tan () is a tangent function (same below).
  • Expression 6 is established without depending on the mass m of the vehicle body 90.
  • T the absolute value of the inclination angle T
  • Equation 6a the absolute value of the inclination angle without distinguishing between the left direction and the right direction. Equation 6a is satisfied regardless of the inclination direction of the vehicle body 90.
  • R V 2 / (g * tan (Ta)) (Equation 6a)
  • FIG. 8 is an explanatory view showing a simplified relationship between the wheel angle AF and the turning radius R.
  • the wheels 12F, 12L, 12R viewed from the lower direction DD are shown.
  • the front wheel 12F rotates in the right direction DR, and the vehicle 10 turns in the right direction DR.
  • the front center Cf in the figure is the center of the front wheel 12F.
  • the front center Cf is located on the rotation axis of the front wheel 12F.
  • the front center Cf is approximately at the same position as the contact center P1 (FIG. 1).
  • the rear center Cb is the center of the two rear wheels 12L, 12R.
  • the rear center Cb is located at the center between the rear wheels 12L, 12R on the rotation axis of the rear wheels 12L, 12R.
  • the position of the rear center Cb is the same as the center position between the contact centers PbL and PbR of the two rear wheels 12L and 12R.
  • the center Cr is the center of turning (referred to as turning center Cr).
  • the wheel base Lh is a distance in the forward direction DF between the front center Cf and the rear center Cb. As shown in FIG. 1, the wheel base Lh is a distance in the forward direction DF between the rotation axis of the front wheel 12F and the rotation axis of the rear wheels 12L, 12R.
  • the front center Cf, the back center Cb, and the turning center Cr form a right triangle.
  • the interior angle of the point Cb is 90 degrees.
  • the interior angle of the point Cr is the same as the wheel angle AF. Therefore, the relationship between the wheel angle AF and the turning radius R is expressed by the following equation 7.
  • AF arctan (Lh / R) (Equation 7)
  • arctan () is an inverse function of the tangent function (the same applies hereinafter).
  • Equation 7 can be used as a good approximate expression showing the relationship between the wheel angle AF and the turning radius R.
  • the traveling direction of the vehicle 10 is to the right direction DR side Change.
  • the front wheel support device 41 (and, consequently, the pivot axis Ax1 (FIG. 5B)) also moves in the right direction DR.
  • the contact center P1 between the front wheel 12F and the ground GL can not move immediately to the right direction DR due to friction.
  • the front wheel 12F has a positive trail Lt.
  • the contact center P1 is located on the back direction DB side with respect to the intersection point P2 of the rotation axis Ax1 and the ground GL.
  • the direction of the front wheel 12F that is, the travel direction D12 (FIG. 2)
  • the pivoting direction RF in FIG. 5B indicates the pivoting direction of the front wheel 12F centered on the pivot axis Ax1 when the vehicle body 90 inclines to the right direction DR side.
  • the forces F1b and F2b (FIG. 7, equation 5) are balanced, so the behavior of the vehicle 10 Stability is improved.
  • the vehicle 10 turning at the inclination angle T tries to turn at a turning radius R expressed by Equation 6.
  • the traveling direction D12 of the front wheel 12F naturally becomes the same as the traveling direction of the vehicle 10. Therefore, when the vehicle 10 turns at the inclination angle T, the orientation of the front wheel 12F that can turn to the left and right (ie, the wheel angle AF) is specified from the turning radius R expressed by Expression 6 and Expression 7. You can calm down in the direction of the wheel angle AF.
  • the wheel angle AF changes following the inclination of the vehicle body 90.
  • FIG. 9 is an explanatory diagram of the first torque tq1.
  • FIG. 9 (A) shows a schematic of the vehicle 10 viewed from the lower direction DD
  • FIG. 9 (B) shows a schematic of the front wheel 12F viewed from the forward direction DF.
  • FIG. 9B show a state in which the vehicle body 90 of the vehicle 10 moving forward on the horizontal ground GL is inclined to the right direction DR.
  • the front wheel 12F is inclined toward the right direction DR.
  • the front wheel 12F contacts the ground GL and supports a portion of the weight of the vehicle 10. Therefore, the front wheel 12F receives the force Fpa in the upward direction DU from the ground GL.
  • the force Fpa acts on the contact center P1 of the front wheel 12F.
  • Such force Fpa includes a component Fpax parallel to the rotation axis Ax1 of the front wheel 12F, and a component Fpa1 perpendicular to the rotation axis Ax1 and directed to the left direction DL side.
  • the vertical component Fpa1 moves the contact center P1 of the front wheel 12F in the left direction DL.
  • a force Fpa1 directed to the left direction DL acts on the contact center P1 of the front wheel 12F.
  • an intersection point P2 between the rotation axis Ax1 of the front wheel 12F and the ground is located on the front direction DF side with respect to the contact center P1. Therefore, due to the force Fpa1, a first partial torque tq11 that rotates the direction D12 of the front wheel 12F to the right direction DR acts on the front wheel 12F.
  • the force Fpa1 increases as the absolute value of the tilt angle T increases from zero. Therefore, the first partial torque tq11 resulting from the force Fpa1 increases as the absolute value of the inclination angle T increases.
  • FIG. 9C shows a schematic view of the front wheel 12F as viewed in the right direction DR.
  • This figure shows the front wheel 12F in the same state as in FIGS. 9 (A) and 9 (B).
  • the contact center P1 of the front wheel 12F receives the force Fpa in the upward direction DU from the ground GL.
  • the caster angle CA of the front wheel 12F is larger than zero.
  • the force Fpa includes a component Fpax parallel to the rotation axis Ax1 of the front wheel 12F, and a component Fpa2 perpendicular to the rotation axis Ax1 and heading in the forward direction DF.
  • the vertical component Fpa2 moves the contact center P1 of the front wheel 12F in the forward direction DF.
  • FIG. 9D schematically shows the front wheel 12F viewed from the lower direction DD.
  • This figure shows the front wheel 12F in the same state as in FIGS. 9 (A) and 9 (B).
  • a front wheel 12F with a relatively small wheel angle AF1 and a front wheel 12F with a relatively large wheel angle AF2 are shown.
  • a force Fpa2 directed to the forward direction DF acts on the contact center P1 of the front wheel 12F.
  • the traveling direction D12 of the front wheel 12F is pivoted to the right direction DR side, the contact center P1 is positioned on the left direction DL side with respect to the intersection point P2 of the pivot axis Ax1.
  • a second partial torque tq12 that rotates the direction D12 of the front wheel 12F to the right direction DR acts on the front wheel 12F.
  • the magnitude of the force Fpa2 is constant, the magnitude of the second partial torque tq12 is perpendicular to the direction of the force Fpa2 between the contact center P1 and the intersection point P2 of the rotation axis Ax1 (here, the right The larger the distance in the direction DR), the larger the distance (called vertical distance).
  • a distance D1 in the drawing is a vertical distance when the wheel angle AF is a relatively small wheel angle AF1
  • a distance D2 is a vertical distance when the wheel angle AF is a relatively large wheel angle AF2.
  • the trail Lt (FIG. 1) of the front wheel 12F is larger than zero. Therefore, as shown in FIG. 9 (D), the larger the wheel angle AF, the larger the vertical distance. Therefore, the second partial torque tq12 is larger as the wheel angle AF is larger.
  • the first torque tq1 (FIG. 9A) is the sum of these partial torques tq11 and tq12.
  • the first torque tq1 rotates the direction D12 of the front wheel 12F in the inclination direction of the vehicle body 90.
  • illustration is omitted, even when the ground GLx is inclined with respect to the vertically upward direction DU as shown in FIG. 6B, the first torque tq1 is caused by the vehicle body 90 being inclined with respect to the vertically upward direction DU.
  • the direction of the first torque tq1 is the inclination direction of the vehicle body 90 with respect to the direction D12 of the front wheel 12F with respect to the vertically upward direction DU.
  • FIG. 10 is an explanatory view of a force acting on the rotating front wheel 12F.
  • a perspective view of the front wheel 12F is shown in the figure.
  • the direction D12 of the front wheel 12F is the same as the forward direction DF.
  • the rotation axis Ax2 is a rotation axis of the front wheel 12F.
  • the front wheel 12F rotates about the rotation axis Ax2.
  • a pivot axis Ax1 of the front wheel support device 41 FIG.
  • the rotation axis Ax1 extends from the upper direction DU to the lower direction DD.
  • the front axis Ax3 passes through the center of gravity 12Fc of the front wheel 12F and is parallel to the direction D12 of the front wheel 12F.
  • the rotation axis Ax2 of the front wheel 12F also passes through the center of gravity 12Fc of the front wheel 12F.
  • the front wheel support device 41 is fixed to the vehicle body 90. Therefore, when the vehicle body 90 inclines, the front wheel support device 41 inclines together with the vehicle body 90, so the rotation axis Ax2 of the front wheel 12F also tends to incline in the same direction.
  • a torque Tqx (FIG. 10) acting on the front wheel 12F rotating about the rotation axis Ax2 acts on the front wheel 12F.
  • the torque Tqx includes a component of force that causes the front wheel 12F to lean toward the right direction DR about the front axis Ax3.
  • precession the motion of an object when an external torque is applied to the rotating object is known as precession.
  • a rotating object pivots about an axis perpendicular to the axis of rotation and the axis of external torque.
  • the rotating front wheel 12F pivots in the right direction DR about the pivot axis Ax1 of the front wheel support device 41 by the application of the torque Tqx.
  • the direction D12 of the front wheel 12F ie, the wheel angle AF
  • the front wheel support device 41 supports the front wheel 12F as follows. That is, the front wheel 12F can turn to the left and right with respect to the vehicle body 90 following the change of the inclination of the vehicle body 90 regardless of the information input to the steering wheel 41a. For example, even when the steering wheel 41a is maintained in a predetermined direction indicating straight travel, the front wheel 12F changes in the inclination angle T when the inclination angle T of the vehicle body 90 changes in the right direction. Following, it can turn to the right (ie, the wheel angle AF can change to the right).
  • the fact that the front wheel support device 41 supports the front wheel 12F in this manner is paraphrased as follows.
  • the front wheel support device 41 follows the change of the inclination of the vehicle body 90 to the vehicle body 90 so that the wheel angle AF of the front wheel 12F is not limited to one wheel angle AF with respect to one operation amount input to the steering wheel 41a.
  • the front wheel 12F is supported so as to be rotatable to the left and right.
  • the front wheel support device 41 has a connecting portion 50 that connects the support bar 41 ax of the handle 41 a and the front fork 17.
  • the connecting portion 50 includes a first portion 51 fixed to the support rod 41 ax, a second portion 52 fixed to the front fork 17, and a third portion 53 connecting the first portion 51 and the second portion 52. Contains.
  • the connection portion 50 is indirectly connected to the handle 41 a via the support rod 41 ax and directly connected to the front fork 17.
  • the third portion 53 is an elastic body, and more specifically, a coil spring.
  • the right- or left-directed force applied by the user to the handle 41 a is transmitted to the front fork 17 via the connection portion 50. That is, the user can apply a rightward or leftward force to the front fork 17 and thus to the front wheel 12F by operating the handle 41a.
  • the steering motor 65 is controlled in the allowable mode, the direction D12 of the front wheel 12F may change in an unintended direction (ie, the wheel angle AF may differ from the intended angle).
  • the user can correct the orientation of the front wheel 12F (ie, the wheel angle AF) by operating the steering wheel 41a. This can improve the running stability. For example, when the wheel angle AF changes in accordance with external factors such as road surface irregularities, the user can correct the wheel angle AF by operating the steering wheel 41a.
  • connection portion 50 loosely connects the handle 41 a and the front fork 17.
  • the spring constant of the third portion 53 of the connection portion 50 is set to a sufficiently small value.
  • the vehicle 10 may operate as follows. For example, even when the handle 41a is pivoted to the left, when the vehicle body 90 is inclined to the right, the front wheel 12F can pivot to the right. Moreover, in the state where the vehicle 10 is stopped on a flat and dry road which is asphalt-paved, when the steering wheel 41a is turned to the right and left, the one-to-one relationship between the steering wheel angle and the wheel angle AF is Not maintained. The force applied to the handle 41a is transmitted to the front fork 17 via the connection 50, so that the wheel angle AF may change in response to a change in the steering wheel angle.
  • the wheel angle AF is not fixed to one value and may change.
  • the steering wheel 41a is turned to the right while both the steering wheel 41a and the front wheel 12F are in the linear direction. Thereby, the front wheel 12F turns to the right. After this, the handle 41a is returned to the straight ahead direction again.
  • the front wheel 12F can be maintained in a state in which it does not go straight ahead, but faces right.
  • the vehicle 10 may not be able to turn in the direction of the steering wheel 41a.
  • the ratio of the change amount of the wheel angle AF to the change amount of the steering wheel angle may be smaller than when the vehicle 10 is traveling.
  • connection unit 50 is an example of a resistance torque generation unit that generates a resistance torque for the rotation of the front fork 17 from the direction specified using the steering wheel angle.
  • FIG. 11 is a block diagram showing a configuration regarding control of the vehicle 10.
  • the vehicle 10 has a vehicle speed sensor 122, a steering wheel angle sensor 123, a wheel angle sensor 124, a control angle sensor 125, a vertical direction sensor 126, an axial torque sensor 127, and an accelerator pedal sensor 145 as components related to control.
  • a brake pedal sensor 146, a shift switch 47, a control device 110, a right electric motor 51R, a left electric motor 51L, a lean motor 25, and a steering motor 65 are provided.
  • the vehicle speed sensor 122 is a sensor that detects the vehicle speed of the vehicle 10.
  • the vehicle speed sensor 122 is attached to the lower end of the front fork 17 (FIG. 1), and detects the rotational speed of the front wheel 12F, that is, the vehicle speed.
  • the steering wheel angle sensor 123 is a sensor that detects the orientation of the steering wheel 41a (ie, the steering wheel angle).
  • the handle angle sensor 123 is attached to a support bar 41 ax fixed to the handle 41 a (FIG. 1).
  • the wheel angle sensor 124 is a sensor that detects the wheel angle AF of the front wheel 12F.
  • the wheel angle sensor 124 is attached to the steering motor 65 (FIG. 1).
  • the control angle sensor 125 is a sensor that detects the control angle Tc.
  • the control angle sensor 125 is attached to the lean motor 25 (FIG. 4).
  • the vertical direction sensor 126 is a sensor that specifies the vertically downward direction DD.
  • the vertical direction sensor 126 includes an acceleration sensor 126a, a gyro sensor 126g, and a control unit 126c.
  • the acceleration sensor is a sensor that detects acceleration in any direction, and is, for example, a three-axis acceleration sensor.
  • the direction of acceleration detected by the acceleration sensor 126a is referred to as a detection direction.
  • the detection direction In the state where the vehicle 10 is stopped, the detection direction is the same as the vertically downward direction DD. That is, the direction opposite to the detection direction is the vertically upward direction DU.
  • the gyro sensor 126g is a sensor that detects an angular acceleration centered on a rotation axis in an arbitrary direction, and is, for example, a three-axis angular acceleration sensor.
  • the control unit 126c is a device that specifies the vertically downward direction DD using the signal from the acceleration sensor 126a and the signal from the gyro sensor 126g.
  • the control unit 126c is, for example, a data processing apparatus including a computer.
  • the acceleration sensor 126 a and the gyro sensor 126 g may be fixed to various members of the vehicle 10.
  • the acceleration sensor 126a and the gyro sensor 126g are fixed to the same member.
  • the acceleration sensor 126 a and the gyro sensor 126 g and hence the vertical direction sensor 126 are fixed to the rear portion 20 c of the main body 20.
  • the detection direction may be offset from the vertically downward direction DD according to the movement of the vehicle 10. For example, when the vehicle 10 accelerates while moving forward, the detection direction is shifted in the direction to lean backward DB with respect to the vertically downward direction DD. When the vehicle 10 decelerates during forward travel, the detection direction is shifted in a direction in which it leans forward with respect to the vertically downward direction DD. When the vehicle 10 turns to the left during forward movement, the detection direction is shifted in the direction inclined to the right direction DR with respect to the vertically downward direction DD. When the vehicle 10 turns to the right during forward movement, the detection direction is shifted in the direction to lean to the left direction DL with respect to the vertically downward direction DD.
  • the control unit 126 c of the vertical direction sensor 126 calculates the acceleration of the vehicle 10 by using the vehicle speed V specified by the vehicle speed sensor 122. Then, the control unit 126c specifies the deviation of the detection direction with respect to the vertically downward direction DD due to the acceleration of the vehicle 10 by using the acceleration (for example, the deviation of the forward direction DF or the backward direction DB of the detection direction is specified) ). Further, the control unit 126c specifies the deviation of the detection direction with respect to the vertically downward direction DD caused by the angular acceleration of the vehicle 10 by using the angular acceleration specified by the gyro sensor 126g (for example, right direction DR of the detection direction). Or a shift in the left direction DL is identified). The control unit 126c identifies the vertically downward direction DD by correcting the detection direction using the identified deviation. Thus, the vertical direction sensor 126 can specify an appropriate vertically downward direction DD in various traveling states of the vehicle 10.
  • the control unit 126c outputs vertically downward information indicating the specified vertically downward direction DD.
  • the vertically downward direction information indicates a vertically downward direction DD with respect to a predetermined reference direction of the vertical direction sensor 126.
  • the vertical direction sensor 126 is fixed to the vehicle body 90 (specifically, the main body portion 20). Therefore, the correspondence between the vehicle upward direction DVU of the vehicle body 90 and the reference direction of the vertical direction sensor 126 is determined in advance (referred to as a sensor direction relationship).
  • the vertically downward direction DD indicated by the vertically downward direction information can be converted into the vertically downward direction DD with respect to the upward direction DVU of the vehicle body 90.
  • the axial torque sensor 127 (FIG. 11) is a device that measures torque centered on the pivot axis Ax1 acting on the front fork 17.
  • the axial torque sensor 127 is attached to the third portion 53 of the connection portion 50.
  • the axial torque sensor 127 measures the torque acting between the handle 41 a and the front fork 17.
  • the configuration of the shaft torque sensor 127 may be various configurations.
  • the axial torque sensor 127 may be a strain gauge fixed to the third portion 53.
  • the shaft torque sensor 127 may be a spring type torque sensor.
  • An accelerator pedal sensor 145 is attached to the accelerator pedal 45 (FIG. 1) and detects an accelerator operation amount.
  • the brake pedal sensor 146 is attached to the brake pedal 46 (FIG. 1) and detects the amount of brake operation.
  • Each sensor 122, 123, 124, 125, 145, 146 is configured using, for example, a resolver or an encoder.
  • the control device 110 includes a main control unit 100, a drive device control unit 101, a lean motor control unit 102, and a steering motor control unit 103.
  • Control device 110 operates using power from battery 120 (FIG. 1).
  • the control units 100, 101, 102, and 103 each have a computer.
  • the control units 100, 101, 102, and 103 include processors 100p, 101p, 102p, and 103p (for example, CPUs), volatile storage devices 100v, 101v, 102v, and 103v (for example, DRAMs), and non-volatiles.
  • Memory storage 100n, 101n, 102n, 103n for example, flash memory).
  • Programs for operations of the corresponding control units 100, 101, 102, and 103 are stored in advance in the non-volatile storage devices 100n, 101n, 102n, and 103n (not shown). Further, in the non-volatile storage device 100n of the main control unit 100, map data MT and MAF representing a map referred to in the processing described later are stored in advance. The map data Mx is used in another embodiment described later.
  • the processors 100p, 101p, 102p, and 103p execute various processes by executing corresponding programs.
  • the processor 100 p of the main control unit 100 receives signals from the sensors 122, 123, 124, 125, 126, 127, 145, 146 and the shift switch 47, and controls the vehicle 10 according to the received signals. Specifically, the processor 100p of the main control unit 100 controls the vehicle 10 by outputting an instruction to the drive device control unit 101, the lean motor control unit 102, and the steering motor control unit 103 (details will be described later) .
  • the processor 101 p of the drive control unit 101 controls the electric motors 51 L and 51 R in accordance with an instruction from the main control unit 100.
  • the processor 102 p of the lean motor control unit 102 controls the lean motor 25 in accordance with an instruction from the main control unit 100.
  • the processor 103 p of the steering motor control unit 103 controls the steering motor 65 in accordance with an instruction from the main control unit 100.
  • These control units 101, 102, and 103 have electric circuits 101c, 102c, and 103c (for example, inverter circuits) for supplying electric power from the battery 120 to the motors 51L, 51R, 25, and 65 to be controlled, respectively. There is.
  • control units 100, 101, 102, and 103 execute processing.
  • FIG. 12 is a flowchart showing an example of control processing executed by the control device 110 (FIG. 11).
  • the flowchart of FIG. 12 shows the procedure of control of the rear wheel support 80 and the front wheel support device 41.
  • a code combining the character “S” and the numeral following the character “S” is attached to each process.
  • the main control unit 100 acquires signals from the sensors 122, 123, 124, 125, 126, 127, 145, 146 and the shift switch 47. Then, the main control unit 100 specifies the velocity V, the steering wheel angle, the wheel angle AF, the control angle Tc, the vertically downward direction DD, the accelerator operation amount, the brake operation amount, and the traveling mode.
  • main control unit 100 determines whether or not the condition that "the travel mode is any one of” reverse “and” parking "is satisfied. If the traveling mode is different from either “reverse” or “parking” (here, if the traveling mode is either "drive” or “neutral"), the determination result of S110 is No. In this case, the main control unit 100 proceeds to S130. Generally, the determination result of S110 being No indicates that the vehicle 10 is moving forward.
  • the main control unit 100 specifies a first target inclination angle T1 associated with the steering wheel angle.
  • the first target inclination angle T1 indicates a target value of the inclination angle T.
  • the first target inclination angle T1 is specified using the steering wheel angle and the vehicle speed V.
  • the correspondence relationship between the steering wheel angle, the vehicle speed V, and the first target inclination angle T1 is determined in advance by the map data MT stored in the non-volatile storage device 100n of the main control unit 100.
  • the main control unit 100 specifies the first target inclination angle T1 corresponding to the combination of the steering wheel angle and the vehicle speed V by referring to the map data MT.
  • the absolute value of the first target inclination angle T1 is larger as the absolute value of the steering wheel angle is larger.
  • the turning radius R decreases as the absolute value of the steering wheel angle increases, so the vehicle 10 can turn at a turning radius R suitable for the steering wheel angle.
  • the first target inclination angle T1 may be determined to maintain the turning radius R at a constant value regardless of the vehicle speed V when the steering wheel angle is constant.
  • the inclination angle T becomes significantly large.
  • the traveling stability of the vehicle 10 may be reduced. Therefore, when the steering wheel angle is constant, the first target inclination angle T1 may be determined such that the turning radius R becomes larger as the vehicle speed V increases.
  • the map data MT defines the correspondence between the steering wheel angle, the vehicle speed V, and the first target inclination angle T1 described above.
  • the information used to specify the first target inclination angle T1 is not limited to the combination of the steering wheel angle and the vehicle speed V, and may be any information including the steering wheel angle.
  • the equation 6 shows the correspondence between the inclination angle T, the velocity V and the turning radius R
  • the equation 7 shows the correspondence between the turning radius R and the wheel angle AF.
  • the main control unit 100 supplies the lean motor control unit 102 with an instruction for controlling the lean motor 25 such that the inclination angle T becomes the first target inclination angle T1.
  • the lean motor control unit 102 drives the lean motor 25 such that the inclination angle T becomes the first target inclination angle T1.
  • the lean motor control unit 102 performs feedback control of the lean motor 25 using the difference between the inclination angle T and the first target inclination angle T1. For example, so-called PID (Proportional Integral Derivative) control is performed.
  • the entire main control unit 100 and the lean motor control unit 102 function as a tilt control unit that controls the link mechanism 30 and the lean motor 25 (also referred to as a tilt control unit 190).
  • the tilt control unit 190 performs control for suppressing the deviation of the traveling direction of the vehicle 10 from the direction of the target. Details of S130 will be described later.
  • control device 110 executes a process of controlling front wheel support device 41.
  • the main control unit 100 determines the first target wheel angle AFt1 using the steering wheel angle and the vehicle speed V.
  • Information indicating the correspondence between the first target wheel angle AFt1, the steering wheel angle, and the vehicle speed V is determined in advance by map data MAF stored in the non-volatile storage device 100n of the main control unit 100 (FIG. 11) There is.
  • the main control unit 100 specifies a first target wheel angle AFt1 corresponding to the combination of the steering wheel angle and the vehicle speed V with reference to the map data MAF.
  • the correspondence relationship between the steering wheel angle, the vehicle speed V, and the first target wheel angle AFt1 is the first target inclination angle T1 identified using the steering wheel angle in S130 of FIG. It is the same as the corresponding relationship with the wheel angle AF specified using Equation 6 and Equation 7. Therefore, the same first target wheel angle AFt1 can be identified using the first target inclination angle T1 and the vehicle speed V.
  • the map data MAF may define the correspondence between the combination of the first target inclination angle T1 and the vehicle speed V and the first target wheel angle AFt1. Then, the main control unit 100 may specify the first target wheel angle AFt1 using the first target inclination angle T1 and the vehicle speed V.
  • the main control unit 100 supplies the steering motor control unit 103 with an instruction for controlling the steering motor 65 so that the wheel angle AF becomes the first target wheel angle AFt1.
  • the steering motor control unit 103 drives the steering motor 65 according to the instruction so that the wheel angle AF becomes the first target wheel angle AFt1.
  • the wheel angle AF of the front wheel 12F is changed to the first target wheel angle AFt1 suitable for the steering wheel angle.
  • the steering motor control unit 103 performs feedback control of the steering motor 65 using the difference between the wheel angle AF and the first target wheel angle AFt1. For example, so-called PID (Proportional Integral Derivative) control is performed.
  • the entire main control unit 100 and the steering motor control unit 103 function as a rotation control unit that controls the torque of the steering motor 65 (also referred to as a rotation control unit 170).
  • the traveling direction D12 of the front wheel 12F can naturally turn in the inclination direction of the vehicle body 90.
  • the direction D12 of the front wheel 12F ie, the wheel angle AF
  • the steering motor control unit 103 controls the steering motor 65 in the allowable mode. In the allowable mode, the steering motor control unit 103 reduces the torque of the steering motor 65 to allow the direction D12 of the front wheel 12F to turn left and right independently of the steering wheel angle.
  • the traveling direction D12 of the front wheel 12F can be changed following the change of the inclination of the vehicle body 90, so that the traveling stability of the vehicle can be improved.
  • the steering motor control unit 103 controls the steering motor 65 in the limit mode. In the limit mode, the steering motor control unit 103 performs control such that the direction D12 of the front wheel 12F, that is, the wheel angle AF approaches the first target wheel angle AFt1 by increasing the torque of the steering motor 65. Thereby, the running stability of the vehicle can be improved.
  • the control method of the torque of the steering motor 65 may be various methods.
  • the steering motor control unit 103 decreases the P gain of the PID control as the vehicle speed V increases.
  • the allowable speed range which is the range of the vehicle speed V at which the control according to the allowable mode is performed may be various ranges, and may be predetermined, for example.
  • the lower limit of the allowable speed range may be a reference speed greater than zero (e.g., 20 km per hour).
  • the torque of the steering motor 65 within the allowable speed range may be zero or may be a value larger than zero.
  • the steering motor control unit 103 smoothly change the P gain of the PID control with respect to the change in the vehicle speed V.
  • FIG. 11 has shown the rotation wheel support part 180 which supports the front wheel 12F.
  • the pivoting wheel support portion 180 pivots the front fork 17, which is an example of a support member that rotatably supports the front wheel 12 F, a bearing 68 that supports the front fork 17 so that it can pivot to the left and right, and It includes a steering motor 65, which is an example of an actuator to be driven, a rotation control unit 170 that controls the torque of the steering motor 65, and a connection unit 50.
  • the process of S170 is the same as the process of S130.
  • the inclination angle T is controlled to the first target inclination angle T1.
  • the process of S180 is the same as the process of the restriction mode of S140 (the steering motor 65 is controlled in the restriction mode regardless of the vehicle speed V).
  • the wheel angle AF is controlled to the first target wheel angle AFt1.
  • the process of FIG. 12 ends in response to the execution of the process of S130, S140, or S170, S180.
  • the control device 110 repeatedly executes the process of FIG.
  • the processing of S130, S140, or S170, S180 is repeated.
  • the vehicle 10 travels in the traveling direction suitable for the steering wheel angle.
  • the main control unit 100 (FIG. 11) and the drive device control unit 101 function as a drive control unit that controls the electric motors 51L and 51R according to the accelerator operation amount and the brake operation amount.
  • the main control unit 100 supplies the driving device control unit 101 with an instruction to increase the output power of the electric motors 51L, 51R.
  • the drive control unit 101 controls the electric motors 51L and 51R to increase the output power according to the instruction.
  • the main control unit 100 supplies the drive device control unit 101 with an instruction to reduce the output power of the electric motors 51L, 51R.
  • the drive control unit 101 controls the electric motors 51L and 51R so that the output power decreases according to the instruction.
  • the main control unit 100 supplies the drive device control unit 101 with an instruction to reduce the output power of the electric motors 51L, 51R.
  • the drive control unit 101 controls the electric motors 51L and 51R so that the output power decreases according to the instruction.
  • the vehicle 10 has a brake device that frictionally reduces the rotational speed of at least one of all the wheels 12F, 12L, 12R. Then, when the user depresses the brake pedal 46, the brake device preferably reduces the rotational speed of at least one wheel.
  • FIG. 13 is a flowchart showing an example of tilt control (FIG. 12: S130).
  • the main control unit 100 (FIG. 11) specifies the information acquired in S100 (FIG. 12). In the present embodiment, information indicating the axial torque, the detection direction of the vertical direction sensor 126, the vehicle speed V, and the steering wheel angle is specified.
  • the main control unit 100 specifies the vertically downward direction DD with respect to the vehicle body 90 using the detection direction and the above-described sensor direction relation. Then, the main control unit 100 calculates, as the inclination angle T, an angle between the vertically upward direction DU which is the opposite direction of the vertically downward direction DD, and the vehicle upward direction DVU.
  • the main control unit 100 specifies the first target inclination angle T1 using the steering wheel angle and the vehicle speed V. Then, the main control unit 100 supplies the lean motor control unit 102 with information indicating each of the inclination angle T, the first target inclination angle T1, and the shaft torque.
  • the lean motor control unit 102 determines a control value for controlling the lean motor 25 using the inclination angle T and the first target inclination angle T1 (referred to as a standard control value).
  • the control value indicates the power to be supplied to the lean motor 25 in order to bring the inclination angle T close to the first target inclination angle T1.
  • the control value indicates, for example, the direction and magnitude of the current to be supplied to the lean motor 25.
  • Such a control value can be said to indicate the direction and magnitude of the torque of the lean motor 25.
  • the absolute value of the control value indicates the magnitude of the current (thus, the magnitude of the torque), and the positive or negative sign of the control value indicates the direction of the current (thus, the direction of the torque).
  • the lean motor control unit 102 calculates a standard control value, for example, by PID control using the difference between the inclination angle T and the first target inclination angle T1.
  • the lean motor control unit 102 determines whether the shaft torque is the same as the target shaft torque. As described above, when the vehicle 10 travels stably, the direction D12 of the front wheel 12F is suitable for the inclination angle T regardless of whether the control mode of the steering motor 65 is either the limit mode or the permissible mode Turn to the target direction). As described in S510 of FIG. 13, the first target inclination angle T1 of the inclination angle T is determined using the steering wheel angle. Therefore, the direction D12 of the front wheel 12F is a direction suitable for the steering wheel angle. As a result of these, the axial torque acting on the front fork 17 is zero. Thus, the target shaft torque is predetermined and is zero.
  • the lean motor control unit 102 controls the lean motor 25 by controlling the electric circuit 102c in accordance with the standard control value. Thereby, the inclination angle T approaches the first target inclination angle T1. Thus, the process of FIG. 13 ends.
  • FIG. 14 is an explanatory view showing a state example of the vehicle 10.
  • FIGS. 14A, 14C, and 14E show simplified rear views of the vehicle 10, respectively.
  • 14 (B), 14 (D) and 14 (F) show top views of the vehicle 10 corresponding to FIGS. 14 (A), 14 (C) and 14 (E), respectively.
  • the vehicle 10 is advancing on the level ground GL.
  • the handle angle is zero. That is, the target direction of the front wheel 12F is the forward direction DF. Then, the vehicle 10 receives the wind Wnd in the left direction DL.
  • FIG. 14A and FIG. 14B show the state of the vehicle 10 of the reference example.
  • the vehicle body 90 can be inclined to the left direction DL side by the force received from the wind Wnd in the left direction DL.
  • the traveling direction D12 (FIG. 14B) of the front wheel 12F can naturally pivot in the left direction DL. .
  • the vehicle body 90 receives a force F9 in the left direction DL from the wind Wnd.
  • the force F9 causes the vehicle body 90 to move in the left direction DL.
  • the contact centers P1, PbL, PbR of the wheels 12F, 12L, 12R respectively receive forces F9F, F9L, F9R in the right direction DR from the ground GL.
  • an intersection point P2 between the rotation axis Ax1 of the front wheel 12F and the ground is located on the front direction DF side with respect to the contact center P1. Therefore, due to the force F9F, a torque F9T that rotates the direction D12 of the front wheel 12F to the left direction DL acts on the front wheel 12F.
  • FIG. 14C and FIG. 14D show the state of the vehicle 10 when the inclination angle T is controlled in accordance with the first target inclination angle T1 (FIG. 13: S510).
  • the target direction DT1 in FIG. 14 (C) is a target direction of the vehicle upward direction DVU indicated by the first target inclination angle T1. Since the steering wheel angle is zero, the first target inclination angle T1 is zero, and the target direction DT1 is the same as the vertically upward direction DU.
  • the lean motor 25 is controlled such that the inclination angle T becomes the first target inclination angle T1. Therefore, the vehicle upward direction DVU is directed to the target direction DT1, that is, the vertically upward direction DU.
  • the vehicle body 90 is not inclined. Therefore, the deviation from the target direction of the direction D12 of the front wheel 12F due to the inclination of the vehicle body 90 is suppressed.
  • torque F9T acts on the front wheel 12F as in the reference example of FIG. 14 (B).
  • the direction D12 of the front wheel 12F may be shifted from the target direction to the left direction DL side.
  • the second locus Tr2 in FIG. 14 (G) is the locus of the vehicle 10 in FIGS. 14 (C) and 14 (D).
  • the locus Tr2 is shifted to the left direction DL side.
  • the deviation of the second locus Tr2 is smaller than the deviation of the first locus Tr1.
  • FIG. 15 is an explanatory view showing another example of the state of the vehicle 10.
  • FIGS. 15 (A), 15 (C) and 15 (E) show simplified rear views of the vehicle 10, respectively.
  • 15 (B), 15 (D) and 15 (F) respectively show top views of the vehicle 10 corresponding to FIGS. 15 (A), 15 (C) and 15 (E).
  • the vehicle 10 is moving forward on sloped ground GLx (high on the right and low on the left).
  • the handle angle is zero. That is, the target direction of the front wheel 12F is the forward direction DF.
  • FIG. 15A and FIG. 15B show the state of the vehicle 10 of the reference example.
  • the control angle Tc is assumed to be zero. If the ground is horizontal and the steering wheel angle is zero, an inclination angle T of zero is appropriate and a control angle Tc of zero is appropriate. However, when the ground GLx is inclined as shown in FIG. 15A, the zero control angle Tc is not appropriate, and the vehicle 10 is inclined in the left direction DL.
  • the gravity acting on the vehicle body 90 includes a component F8 parallel to the ground GLx.
  • the force F8 is directed to the left direction DL side.
  • the vehicle body 90 tends to move to the left direction DL side.
  • the contact centers P1, PbL, PbR of the wheels 12F, 12L, 12R are forces F8F, F8L directed from the ground GL to the right direction DR parallel to the ground GLx. , F8R, respectively.
  • a torque F8T that rotates the direction D12 of the front wheel 12F to the left direction DL acts on the front wheel 12F.
  • FIG. 15 (G) shows an example of the trajectory of the vehicle 10 traveling from the start position SP toward the forward direction DF, as in FIG. 14 (G).
  • the first trajectory Tr11 is a trajectory of the vehicle 10 of the reference example. As illustrated, the trajectory Tr11 is largely shifted to the left direction DL side.
  • FIGS. 15C and 15D show the state of the vehicle 10 when the inclination angle T is controlled in accordance with the first target inclination angle T1 (FIG. 13: S510).
  • the target direction DT1 in FIG. 15C is a target direction of the vehicle upward direction DVU indicated by the first target inclination angle T1. Since the steering wheel angle is zero, the first target inclination angle T1 is zero, and the target direction DT1 is the same as the vertically upward direction DU.
  • the lean motor 25 is controlled such that the inclination angle T becomes the first target inclination angle T1. Therefore, the vehicle upward direction DVU is directed to the target direction DT1, that is, the vertically upward direction DU.
  • the vehicle body 90 is not inclined with respect to the vertically upward direction DU, but is inclined with respect to the ground GLx.
  • the contact centers P1, PbL and PbR of the wheels 12F, 12L and 12R are parallel to the ground GLx from the ground GL as in the reference example of FIG.
  • These forces FcF, FcL, and FcR include so-called camber thrust in addition to the forces described in FIG.
  • Camber thrust is a force in the direction perpendicular to the direction of travel of the rotating wheel and is caused by the inclination of the wheel relative to the ground (also called the camber angle).
  • Camber thrust is the force in the direction of wheel tilt.
  • the wheel is inclined to the right direction DR with respect to the ground GLx. Therefore, the camber thrust points in the right direction DR in parallel to the ground GLx. As a result, the forces FcF, FcL, FcR including the camber thrust face the right direction DR in parallel to the ground GLx.
  • a torque FcT that rotates the direction D12 of the front wheel 12F to the left direction DL acts on the front wheel 12F by such a force FcF.
  • the direction D12 of the front wheel 12F may be shifted from the target direction to the left direction DL side.
  • the absolute value of the shaft torque becomes larger than zero.
  • the second locus Tr12 in FIG. 15 (G) is the locus of the vehicle 10 in FIGS. 15 (C) and 15 (D).
  • the locus Tr12 is shifted to the left direction DL side.
  • the direction D12 of the front wheel 12F may deviate from the target direction suitable for the steering wheel angle due to an external factor such as the wind Wnd or the inclination of the ground GLx.
  • the traveling direction D12 of the front wheel 12F is deviated from the target direction, the shaft torque is different from the target shaft torque. If the shaft torque is different from the target shaft torque (FIG. 13: S540: No), the lean motor control unit 102 executes processing for suppressing the deviation of the direction D12 of the front wheel 12F in S550 and S560.
  • the lean motor control unit 102 determines a correction value for bringing the shaft torque close to the target shaft torque.
  • This correction value is a value for correcting the standard control value specified in S530.
  • FIG. 16 is a graph showing an example of the correspondence between the torque difference dTQx and the correction value Vcc.
  • the torque difference dTQx is a difference between the shaft torque and the target shaft torque. In the present embodiment, since the target shaft torque is zero, the torque difference dTQx is the same as the shaft torque.
  • the horizontal axis indicates the torque difference dTQx, and the vertical axis indicates the correction value Vcc.
  • the positive and negative signs and the absolute value of the torque difference dTQx respectively indicate the direction and the magnitude of the axial torque acting on the front wheel 12F.
  • the positive torque difference dTQx indicates an axial torque for rotating the front wheel 12F in the right direction DR.
  • the negative torque difference dTQx indicates the axial torque in the opposite direction.
  • the positive and negative signs and the absolute value of the correction value Vcc respectively indicate the direction and the magnitude of the change in the vehicle upward direction DVU due to the correction.
  • the positive correction value Vcc indicates a correction value that changes the vehicle upward direction DVU to the right direction DR
  • the negative correction value Vcc indicates a correction value that changes the vehicle upward direction DVU to the left direction DL.
  • the correction value Vcc when the torque difference dTQx is a positive value, the correction value Vcc is set to a negative value, and when the torque difference dTQx is a negative value, the correction value Vcc is set to a positive value.
  • the correction value Vcc changes linearly with respect to the change of the torque difference dTQx.
  • the correction value Vcc may change in a curve as the torque difference dTQx changes.
  • the correspondence between the torque difference dTQx and the correction value Vcc is determined in advance by the map data Mc stored in the non-volatile storage device 102n of the lean motor control unit 102.
  • the lean motor control unit 102 specifies the correction value Vcc corresponding to the torque difference dTQx by referring to the map data Mc.
  • the torques F9T and FcT acting on the front wheel 12F turn the front wheel 12F in the left direction DL. Therefore, the torque difference dTQx is a negative value. As a result, the correction value Vcc is determined to be a positive value.
  • the lean motor control unit 102 corrects the standard control value using the correction value Vcc.
  • the lean motor control unit 102 calculates the corrected control value by adding the correction value Vcc to the standard control value.
  • the lean motor control unit 102 controls the lean motor 25 by controlling the electric circuit 102c in accordance with the corrected control value.
  • FIGS. 14E, 14F, 15E, and 15F show the state of the vehicle 10 when the lean motor 25 is controlled in accordance with the corrected control value.
  • the vehicle upward direction DVU changes to the right direction DR.
  • torques FTa and FTb that cause the front wheel 12F to rotate the direction D12 of the front wheel 12F to the right direction DR 14 (F), FIG. 15 (F) work.
  • the process of FIG. 13 ends in response to the execution of S570.
  • the determination of the correction value Vcc (S550), the correction of the control value (S560), and the control of the lean motor 25 based on the corrected control value (S570) is repeated.
  • the vehicle 10 travels in the direction corresponding to the steering wheel angle.
  • the axial torque sensor 127 (FIGS. 1 and 11) measures axial torque which is torque around the pivot axis Ax1 acting on the front wheel 12F.
  • the axial torque is a parameter indicating the operating state of the vehicle 10, and may change independently of the tilt angle T. For example, even if the inclination angle T is constant, the axial torque can change due to external factors such as the wind Wnd (FIG. 14D) and the inclination of the ground GLx (FIG. 15D).
  • the front wheel support device 41 is configured to allow the front wheel 12F to rotate left and right with respect to the vehicle body 90 following the inclination of the vehicle body 90 regardless of the amount of operation of the steering wheel 41a.
  • the control in the allowable mode in which the rotation of the front wheel 12F is permitted is performed as described in S140 of FIG. 12 when the predetermined allowable condition is satisfied.
  • the allowable condition is that the vehicle speed V is within the allowable speed range.
  • the tilt control unit 190 controls the lean motor 25 so that the axial torque approaches the target axial torque, using the steering wheel angle and the axial torque.
  • the traveling direction of the vehicle 10 is , May shift to the left direction DL side.
  • the lean motor 25 is controlled using the axial torque which is a parameter independent of the inclination angle T, so the deviation of the direction D12 of the front wheel 12F from the target direction, ie, the traveling direction of the vehicle 10 Deviation can be suppressed appropriately.
  • the front wheel support device 41 (FIG. 1) has a connecting portion 50 for connecting the support bar 41ax of the handle 41a and the front fork 17.
  • the connection portion 50 loosely connects the support bar 41 ax of the handle 41 a and the front fork 17. That is, the connection portion 50 allows the front wheel 12F to rotate left and right following the change in the inclination of the vehicle body 90 regardless of the steering wheel angle.
  • connection portion 50 transmits torque between support bar 41ax and front fork 17, that is, between handle 41a and front wheel 12F.
  • the tilt control unit 190 controls the lean motor 25 so that the shaft torque approaches zero, which is the target shaft torque.
  • the tilt control unit 190 can appropriately suppress the deviation of the front wheel 12F in the direction D12 from the target direction, that is, the deviation in the traveling direction of the vehicle 10.
  • the correspondence relationship between the torque difference dTQx and the correction value Vcc may be determined experimentally so as to suppress a deviation in the traveling direction of the vehicle 10 under various conditions.
  • FIG. 17 is a flowchart showing another embodiment of the tilt control.
  • a yaw rate is used instead of the shaft torque.
  • S500, S540, and S550 are replaced with S500a, S540a, and S550a, respectively, and S520a is added between S510 and S530.
  • S500a, S540a, and S550a are replaced with S500a, S540a, and S550a, respectively, and S520a is added between S510 and S530.
  • the main control unit 100 (FIG. 11) specifies information indicating the yaw rate, the inclination angle T, the vehicle speed V, and the steering wheel angle.
  • the main control unit 100 acquires information indicating the angular velocity measured by the gyro sensor 126g from the vertical direction sensor 126 (FIG. 1), and specifies the yaw rate using the acquired information.
  • the method of specifying each of the inclination angle T, the vehicle speed V, and the steering wheel angle is the same as the method of S500 in FIG.
  • the main control unit 100 specifies the target yaw rate by using the vehicle speed V and the steering wheel angle.
  • the target yaw rate is specified as the vehicle 10 travels stably without slipping.
  • the yaw rate Y is expressed by the following equation 8.
  • Y V / R (Equation 8)
  • Equation 9 Equation 9 below.
  • the inclination angle T is controlled to the first target inclination angle T1.
  • the first target inclination angle T1 is specified using the steering wheel angle and the vehicle speed V at S510.
  • the yaw rate Y is expressed by the steering wheel angle and the vehicle speed V.
  • map data Mx is stored in advance in the non-volatile storage device 100n of the main control unit 100 (FIG. 11).
  • the map data Mx represents such a correspondence relationship between the yaw rate Y, the steering wheel angle, and the vehicle speed V.
  • the main control unit 100 specifies the target yaw rate Yt corresponding to the combination of the steering wheel angle and the vehicle speed V by referring to the map data Mx.
  • the positive target yaw rate Yt indicates turning in the right direction DR
  • the zero target yaw rate Yt indicates straight going
  • the negative target yaw rate Yt indicates turning in the left direction DL.
  • the main control unit 100 supplies the lean motor control unit 102 with information indicating each of the inclination angle T, the first target inclination angle T1, the yaw rate, and the target yaw rate.
  • the lean motor control unit 102 controls the lean motor 25 by controlling the electric circuit 102c in accordance with the standard control value. Thereby, the inclination angle T approaches the first target inclination angle T1. Thus, the process of FIG. 17 ends.
  • the direction D12 of the front wheel 12F may be offset from the target direction.
  • the yaw rate is different from the target yaw rate because the traveling direction of the vehicle 10 is different from the target direction.
  • the lean motor control unit 102 determines a correction value for bringing the yaw rate closer to the target yaw rate in S550a.
  • This correction value is a value for correcting the standard control value specified in S530.
  • FIG. 18 is a graph showing an example of the correspondence between the yaw rate difference dY and the correction value Vcc.
  • the yaw rate difference dY is a difference obtained by subtracting the target yaw rate from the yaw rate.
  • the horizontal axis indicates the yaw rate difference dY, and the vertical axis indicates the correction value Vcc.
  • the negative yaw rate difference dY indicates that the direction D12 of the front wheel 12F is shifted from the target direction to the left direction DL, as shown in FIGS. 15 (D) and 15 (D).
  • the positive yaw rate difference dY indicates that the direction D12 of the front wheel 12F is shifted from the target direction to the right direction DR.
  • the correction value Vcc is the same as the correction value Vcc of FIG.
  • the correction value Vcc when the yaw rate difference dY is a positive value, the correction value Vcc is set to a negative value, and when the yaw rate difference dY is a negative value, the correction value Vcc is set to a positive value.
  • the correction value Vcc changes linearly with respect to the change of the yaw rate difference dY.
  • the correction value Vcc may change so as to draw a curve with respect to the change in the yaw rate difference dY.
  • the correspondence between the yaw rate difference dY and the correction value Vcc is determined in advance by the map data Mc stored in the non-volatile storage device 102 n of the lean motor control unit 102.
  • the lean motor control unit 102 specifies the correction value Vcc corresponding to the yaw rate difference dY by referring to the map data Mc.
  • the direction D12 of the front wheel 12F is shifted to the left direction DL side from the direction of the target. Therefore, the yaw rate difference dY is a negative value. As a result, the correction value Vcc is determined to be a positive value.
  • S560 and S570 are respectively the same as S560 and S570 of FIG.
  • the standard control value is corrected using the correction value Vcc.
  • the lean motor 25 is controlled in accordance with the corrected control value.
  • the gyro sensor 126g of the vertical direction sensor 126 measures the yaw rate of the vehicle 10.
  • the yaw rate is a parameter indicating the operating state of the vehicle 10, and may change independently of the tilt angle T. For example, even if the inclination angle T is constant, the yaw rate may change due to external factors such as the wind Wnd (FIG. 14D) and the inclination of the ground GLx (FIG. 15D).
  • the tilt control unit 190 controls the lean motor 25 so that the yaw rate approaches the target yaw rate, using the steering wheel angle and the yaw rate.
  • the tilt control unit 190 controls the lean motor 25 so that the yaw rate approaches the target yaw rate, using the steering wheel angle and the yaw rate.
  • the traveling direction of the vehicle 10 is , May shift to the left direction DL side.
  • the lean motor 25 is controlled using the yaw rate which is a parameter independent of the inclination angle T, the deviation of the direction D12 of the front wheel 12F from the target direction, ie, the deviation of the traveling direction of the vehicle 10. Can be suppressed appropriately.
  • the gyro sensor 126 g measures the yaw rate of the vehicle 10.
  • the tilt control unit 190 specifies the target yaw rate using the steering wheel angle.
  • the tilt control unit 190 controls the lean motor 25 such that the yaw rate approaches the target yaw rate.
  • the tilt control unit 190 can appropriately suppress the deviation of the front wheel 12F in the direction D12 from the target direction, that is, the deviation in the traveling direction of the vehicle 10.
  • the correspondence relationship between the yaw rate difference dY and the correction value Vcc may be experimentally determined so as to suppress a deviation in the traveling direction of the vehicle 10 under various conditions.
  • FIG. 19 is a flowchart showing another embodiment of the tilt control.
  • the wheel angle is used instead of the yaw rate.
  • S500a, S520a, S540a, and S550a are replaced with S500b, S520b, S540b, and S550b, respectively.
  • steps of FIG. 19 the same steps as the steps of FIG.
  • the main control unit 100 (FIG. 11) specifies information indicating the wheel angle, the inclination angle T, the vehicle speed V, and the steering wheel angle.
  • the wheel angle is identified using a signal from the wheel angle sensor 124.
  • the other information identification method is the same as the method of S500a of FIG.
  • the main control unit 100 specifies the target wheel angle by using the vehicle speed V and the steering wheel angle.
  • the specified target wheel angle is the same as the first target wheel angle AFt1 specified in S130 of FIG. Specifically, it is as follows.
  • the wheel angle AF is expressed by Equation 7 above.
  • R represented by Equation 6 into R of Equation 7 yields Equation 10 below.
  • AF arctan (Lh / (V 2 / (g * tan (T)))) (Equation 10)
  • the inclination angle T is controlled to the first target inclination angle T1.
  • the first target inclination angle T1 is specified using the steering wheel angle and the vehicle speed V at S510.
  • the wheel angle AF is expressed by the steering wheel angle and the vehicle speed V.
  • the wheel angle AF specified using this correspondence relationship is a first target wheel angle AFt1.
  • the main control unit 100 is a lean motor control unit for information indicating each of the wheel angle AF, the first target wheel angle AFt1, the inclination angle T, the first target inclination angle T1, the wheel angle AF and the first target wheel angle AFt1. It supplies to 102.
  • the lean motor control unit 102 determines whether the wheel angle AF is the same as the first target wheel angle AFt1. As described above, when the vehicle 10 travels stably, the direction D12 of the front wheel 12F is a target direction suitable for the inclination angle T regardless of whether the control mode of the steering motor 65 is either the limit mode or the permissible mode. Turn to In this case, the wheel angle AF is the same as the first target wheel angle AFt1.
  • the lean motor control unit 102 controls the lean motor 25 by controlling the electric circuit 102c according to the standard control value in S570. . Thereby, the inclination angle T approaches the first target inclination angle T1. Thus, the process of FIG. 19 ends.
  • the direction D12 of the front wheel 12F may be offset from the target direction.
  • the wheel angle AF is different from the first target wheel angle AFt1.
  • the lean motor control unit 102 determines a correction value for bringing the wheel angle AF close to the first target wheel angle AFt1 in S550b.
  • This correction value is a value for correcting the standard control value specified in S530.
  • FIG. 20 is a graph showing an example of the correspondence between the wheel angle difference dAF and the correction value Vcc.
  • the wheel angle difference dAF is a difference obtained by subtracting the first target wheel angle AFt1 from the wheel angle AF.
  • the horizontal axis indicates the wheel angle difference dAF, and the vertical axis indicates the correction value Vcc.
  • the negative wheel angle difference dAF indicates that the direction D12 of the front wheel 12F is shifted from the target direction to the left direction DL, as shown in FIGS. 15 (D) and 15 (D).
  • the positive wheel angle difference dAF indicates that the direction D12 of the front wheel 12F is shifted from the target direction to the right direction DR.
  • the correction value Vcc is the same as the correction value Vcc of FIG.
  • the correction value Vcc when the wheel angle difference dAF is a positive value, the correction value Vcc is set to a negative value, and when the wheel angle difference dAF is a negative value, the correction value Vcc is set to a positive value.
  • the correction value Vcc changes linearly with respect to the change of the wheel angle difference dAF.
  • the correction value Vcc may change so as to draw a curve with respect to the change in the wheel angle difference dAF.
  • the correspondence between the wheel angle difference dAF and the correction value Vcc is determined in advance by the map data Mc stored in the non-volatile storage device 102 n of the lean motor control unit 102.
  • the lean motor control unit 102 specifies the correction value Vcc corresponding to the wheel angle difference dAF by referring to the map data Mc.
  • the direction D12 of the front wheel 12F is shifted to the left direction DL side from the direction of the target. Therefore, the wheel angle difference dAF is a negative value. As a result, the correction value Vcc is determined to be a positive value.
  • S560 and S570 are the same as S560 and S570 of FIG. 13 and FIG. 17, respectively.
  • the standard control value is corrected using the correction value Vcc.
  • the lean motor 25 is controlled in accordance with the corrected control value.
  • the wheel angle sensor 124 (FIGS. 1 and 11) measures the wheel angle AF of the front wheel 12F.
  • the wheel angle AF is a parameter indicating the operating state of the vehicle 10, and may change independently of the tilt angle T. For example, even if the inclination angle T is constant, the wheel angle AF may change due to external factors such as the wind Wnd (FIG. 14D) and the inclination of the ground GLx (FIG. 15D).
  • the tilt control unit 190 controls the lean motor 25 so that the wheel angle AF approaches the first target wheel angle AFt1, using the steering wheel angle and the wheel angle AF.
  • the traveling direction of the vehicle 10 is , May shift to the left direction DL side.
  • the lean motor 25 is controlled using the wheel angle AF which is a parameter independent of the inclination angle T, the deviation of the direction D12 of the front wheel 12F from the target direction, ie, the traveling direction of the vehicle 10 It is possible to properly suppress the deviation of the
  • the wheel angle sensor 124 measures the wheel angle AF, that is, the direction D12 of the front wheel 12F.
  • the tilt control unit 190 specifies the first target wheel angle AFt1, that is, the direction of the target of the front wheel 12F using the steering wheel angle.
  • the inclination control unit 190 causes the wheel angle AF to approach the first target wheel angle AFt1, that is, the direction D12 of the front wheel 12F corresponds to the first target wheel angle AFt1.
  • the lean motor 25 is controlled to approach the direction of the desired target.
  • the tilt control unit 190 can appropriately suppress the deviation of the front wheel 12F in the direction D12 from the target direction, that is, the deviation in the traveling direction of the vehicle 10.
  • the correspondence relationship between the wheel angle difference dAF and the correction value Vcc may be determined experimentally so as to suppress a deviation in the traveling direction of the vehicle 10 under various conditions.
  • the sensor for measuring the torque acting on the front fork 17 may be various other sensors instead of the sensor for measuring the torque using deformation of the member like a strain gauge.
  • the magnitude of the current flowing through the steering motor 65 is used to May be identified. The greater the current, the greater the axial torque.
  • a current sensor may be used as a sensor that measures the torque acting on the front fork 17.
  • the steering motor 65 is an example of a resistance torque generation unit that generates a resistance torque against the rotation of the front fork 17 from the direction of the target specified using the steering wheel angle.
  • the vehicle 10 is provided with the vertical direction sensor 126 (FIGS. 1 and 11) for measuring the vertical direction. Then, the tilt control unit 190 controls the tilt angle T of the vehicle body 90 with respect to the vertical direction measured by the vertical direction sensor 126. Therefore, the deviation from the target direction of the traveling direction of the vehicle 10 can be appropriately suppressed.
  • the standard control value is corrected using the correction value Vcc.
  • the map data Mc (FIG. 11) may define the correspondence between input information including the steering wheel angle and the shaft torque, and the corrected control value. Then, the lean motor control unit 102 specifies the corrected control value associated with the input information with reference to the map data Mc, and controls the electric motor 102 c in accordance with the corrected control value to obtain the lean motor 25. You may control. Also in the examples of FIGS. 17 and 19, the map data Mc may similarly define the correspondence between input information including the yaw rate or the wheel angle in addition to the steering wheel angle, and the corrected control value. Then, the lean motor control unit 102 specifies the corrected control value associated with the input information with reference to the map data Mc, and controls the electric motor 102 c in accordance with the corrected control value to obtain the lean motor 25. You may control.
  • the control process of the lean motor 25 may be other various processes instead of the control process of each of the above embodiments.
  • the inclination angle T may be controlled to a second target inclination angle T2 whose absolute value is smaller than the first target inclination angle T1.
  • the second target inclination angle T2 expressed by the above equation changes in proportion to the vehicle speed V from zero to the reference speed Vth.
  • the absolute value of the second target inclination angle T2 is less than or equal to the absolute value of the first target inclination angle T1.
  • the reason is as follows. At low speeds, the direction of travel changes more frequently than at high speeds. Therefore, at low speeds, by reducing the absolute value of the inclination angle T, traveling with frequent changes in the traveling direction can be stabilized.
  • the relationship between the second target inclination angle T2 and the vehicle speed V may be various other relationships such that the absolute value of the second target inclination angle T2 increases as the vehicle speed V increases.
  • the control process of the steering motor 65 may be other various processes instead of the control process of the above embodiment.
  • the wheel angle AF may be controlled to a second target wheel angle AFt2 whose absolute value is larger than the first target wheel angle AFt1.
  • the second target wheel angle AFt2 may be determined such that the absolute value of the second target wheel angle AFt2 increases as the vehicle speed V decreases when the steering wheel angle Ai is the same. According to this configuration, the minimum turning radius of the vehicle 10 when the speed V is low can be reduced.
  • the second target wheel angle AFt2 is determined so that the absolute value of the second target wheel angle AFt2 increases as the absolute value of the steering wheel angle Ai increases. preferable.
  • the configuration of the pivoting wheel support that supports one or more pivoting wheels that can pivot to the left and right may be various other configurations instead of the configuration of the pivoting wheel support 180 of FIG. 1.
  • the support member that rotatably supports the pivoting wheel may be various other members (e.g., a cantilevered member) instead of the front fork 17.
  • the bearing 68 may be a rolling bearing or a sliding bearing.
  • a pivoting device e.g., a bearing 68 for pivotally supporting the support member to the vehicle body 90 in the lateral direction is connected to the vehicle body 90 directly or indirectly via another member. Good.
  • the pivoting device may be connected to the support member (for example, the front fork 17) directly or indirectly via another member.
  • the rotation device connect the support member and the vehicle body such that the support member is also inclined with the vehicle body when the vehicle body is inclined.
  • the rotational drive device that applies torque for rotating the support member to the left and right to the support member may be another device such as a pump instead of the electric motor such as the steering motor 65. Also, the rotational drive may be omitted.
  • one support member may rotatably support a plurality of pivoting wheels.
  • the vehicle when the vehicle includes a plurality of turning wheels, the vehicle may include a plurality of support members. Each of the plurality of support members may rotatably support one or more pivoting wheels.
  • one rotation device may be provided for each support member.
  • the trail Lt described in FIG. 1 is preferably a positive value. That is, it is preferable that the ground contact position of each of the one or more pivoting wheels supported by the support member is located on the back direction DB side of the intersection point between the pivot shaft of the support member and the ground. According to this configuration, as shown in FIG. 9, the torque can be easily applied to the turning wheel by adjusting the inclination angle T, so that the deviation of the traveling direction of the vehicle from the target direction is easily suppressed. it can.
  • the rotation control unit 170 controls the front wheel support device 41 in the allowable mode when the specific condition is satisfied.
  • the specific condition is that the vehicle speed V is within the allowable speed range.
  • the particular condition may be any other condition.
  • the front wheel support device 41 may be controlled at all times in the permissible mode. In any case, the front wheel support device 41 is configured to allow the pivoting wheel to pivot to the left and right with respect to the vehicle body 90 following the change in the inclination of the vehicle body 90 regardless of the steering wheel angle. It can be said.
  • the configuration of the connection portion connected to the operation input portion and the support member may be other various configurations instead of the configuration of the connection portion 50 of FIG. 1.
  • the third portion 53 of the connection portion 50 may be various elastic bodies such as a torsion spring, rubber, etc., instead of the coil spring.
  • the third portion 53 is not limited to an elastic body, and may be another type of device (for example, a damper).
  • the third portion 53 may be a device that transmits torque via fluid, such as a fluid clutch, a fluid torque converter, or the like.
  • the third portion 53 of the connection 50 may include at least one of an elastic body, a damper, a fluid clutch, and a fluid torque converter.
  • connection portion may be connected to the operation input portion directly or indirectly via another member (for example, the support rod 41ax).
  • the connection portion 50 may be connected to the support member (for example, the front fork 17) directly or indirectly via another member.
  • the connection portion preferably includes a movable portion that allows change in at least one of the relative position and the relative direction between the operation input portion and the support member. Further, the connection portion is configured to apply torque to the operation input portion and the support member in accordance with at least one of a relative position between the operation input portion and the support member and a relative direction. preferable.
  • the connecting portion is configured to allow one or more pivoting wheels connected to the support member to rotate left and right following the change in the inclination of the vehicle body regardless of the amount of operation input to the operation input portion. It is preferable to be configured.
  • the connection may be omitted.
  • the link mechanism 30 may be replaced by a stand.
  • the motors 51L, 51R are fixed to the table.
  • a stand and the 1st support part 82 are rotatably connected with a bearing.
  • the lean motor 25 rotates the first support portion 82 with respect to the base in each of the right direction DR side and the left direction DL side.
  • the vehicle body 90 can be inclined to each of the right direction DR side and the left direction DL side.
  • each of the pair of wheels 12L and 12R may be slidably attached to a member 82 supporting the vehicle body 90 in the vertical direction.
  • a first hydraulic cylinder connecting the member 82 and the wheel 12L, and a second hydraulic cylinder connecting the member 82 and the wheel 12R, and the relative position between the pair of wheels 12L and 12R in the vertical direction connects the member 82 and the wheel 12L; It may be changed by
  • the tilting mechanism may be various devices that include a drive and cause the vehicle to tilt in the width direction by the drive.
  • the tilting mechanism is connected to the vehicle body directly or indirectly with "the first member directly or indirectly connected to at least one of a pair of wheels disposed apart from each other in the width direction of the vehicle".
  • the driving device applies a force to change the relative position between the first member and the second member (for example, a torque that changes the direction of the second member with respect to the first member) to the first member and the second member .
  • the tilting mechanism may further include "a connecting device for movably connecting the first member to the second member".
  • the connecting device may be, for example, a hydraulic cylinder that slidably connects the first member to the second member.
  • the connecting device may be a bearing (for example, a rolling bearing or a sliding bearing) rotatably connecting the first member and the second member.
  • the drive may be an electric motor, such as a lean motor 25. If the tilting mechanism comprises a hydraulic cylinder, the drive may be a pump.
  • the operation input unit for inputting the operation amount indicating the turning direction and the turning degree is a variety of devices instead of a member that can be turned to the left and right like the handle 41a (FIG. 1) It may be.
  • the operation input unit may be a lever that can be tilted left and right from a predetermined reference direction (for example, an upright direction).
  • the inclination direction of the lever indicates the pivoting direction, and the inclination angle of the lever from the reference direction indicates the degree of pivoting.
  • the operation input unit may be a device that electrically receives an operation amount, such as a touch panel, instead of a device that receives an operation amount by mechanical movement (for example, either rotation or tilt).
  • the total number of front wheels may be two and the total number of rear wheels may be one.
  • the total number of front wheels may be two, and the total number of rear wheels may be two.
  • the pair of wheels disposed apart from each other in the width direction may be front wheels or pivot wheels.
  • the rear wheel may be a pivoting wheel.
  • the driving wheels may be front wheels.
  • the vehicle includes N (N is an integer of 3 or more) wheels including a pair of wheels disposed apart from one another in the width direction of the vehicle and one or more other wheels. Is preferred.
  • the N wheels preferably include one or more front wheels and one or more rear wheels disposed closer to the rear direction DB than the front wheels.
  • the vehicle can stand on its own when the vehicle is stopped.
  • at least one of the pair of wheels and the other wheel is configured as one or more pivoting wheels that can pivot to the left and right with respect to the forward direction of the vehicle. That is, only a pair of wheels may be pivoting wheels, only the other wheels may be pivoting wheels, and three or more wheels including the pair of wheels and the other wheels may be pivoting wheels.
  • the total number of other wheels included in the one or more pivoting wheels may be any number.
  • the drive device for driving the drive wheels may be any device that rotates the wheels (for example, an internal combustion engine) instead of the electric motor. Further, the maximum number of vehicles may be two or more instead of one.
  • the motors 51L, 51R may be connected to the link mechanism 30 via a suspension.
  • At least a part of the functions of the main control unit 100 may be realized by another control unit.
  • at least a part of the functions for controlling the lean motor 25 among the functions of the main control unit 100 (FIG. 11) may be realized by the lean motor control unit 102.
  • At least a part of the functions for controlling the steering motor 65 among the functions of the main control unit 100 (FIG. 11) may be realized by the steering motor control unit 103.
  • the control device 110 may be configured by one control unit.
  • the control device 110 may be configured by an electric circuit not including a computer (for example, an application specific integrated circuit (ASIC), an analog electric circuit, etc.).
  • the correspondence for example, the correspondence shown by map data MT, MAF, Mx, Mc
  • the control device may dynamically change the correspondence used for control of the vehicle according to the state of the vehicle.
  • the vehicle may include a weight sensor that measures the weight of the vehicle body, and the controller may adjust the correspondence according to the weight of the vehicle body.
  • the control unit 126c of the vertical direction sensor 126 detects the vertically downward direction DD using other information related to the movement of the vehicle 10 in addition to the information from the gyro sensor 126g and the acceleration sensor 126a. Good. As other information, for example, the position of the vehicle 10 identified using GPS (Global Positioning System) may be used. The control unit 126c may correct the vertically downward direction DD in accordance with a change in position due to GPS. The correction amount based on the change in position by GPS may be determined in advance experimentally.
  • the control unit 126c may be various electric circuits, for example, an electric circuit including a computer, or an electric circuit not including a computer (for example, an ASIC).
  • the gyro sensor 126 g may be a sensor that detects an angular velocity instead of the angular acceleration.
  • part of the configuration realized by hardware may be replaced by software, and conversely, part or all of the configuration implemented by software is replaced by hardware You may do so.
  • the functions of the control device 110 of FIG. 11 may be realized by a dedicated hardware circuit.
  • the program when part or all of the functions of the present invention are realized by a computer program, the program is provided in the form of being stored in a computer readable recording medium (for example, a non-temporary recording medium). be able to.
  • the program may be used while being stored on the same or different recording medium (computer readable recording medium) as provided.
  • the “computer readable recording medium” is not limited to portable recording mediums such as memory cards and CD-ROMs, but is connected to internal storage devices in computers such as various ROMs and computers such as hard disk drives. It may also include external storage.
  • the present invention is suitably applicable to a vehicle.
  • Reference Signs List 10 vehicle 11 seat 12F front wheel 12L left rear wheel (drive wheel) 12R right rear wheel (drive wheel) 12Fc center of gravity 12La 12Ra wheel 12Lb 12Rb tire 17 17 Front fork 20 body part 20a front part 20b bottom part 20c rear part 20d support part 25 lean motor 30 link mechanism 21 middle vertical link member 31D lower horizontal link member 31U ... upper horizontal link member, 33L ... left vertical link member, 33R ... right vertical link member, 38, 39 ... bearing, 41 ... front wheel support device, 41a ... handle, 41ax ... support rod, 45 ... accelerator pedal, 46 ...
  • nonvolatile memory 101c, 102c, 103c ... electricity Circuit (power control unit), 120: battery, 122: vehicle speed sensor, 123: han Wheel angle sensor 124 wheel angle sensor 125 control angle sensor 126 vertical direction sensor 126a acceleration sensor 126c control unit 126g gyro sensor 127 axis torque sensor 145 accelerator pedal sensor 146 ... brake pedal sensor, 170 ... rotation control unit, 180 ... rotation wheel support unit, 190 ... inclination control unit, MAF, MT, Mc, Mx ... map data, DF ... forward direction, DB ... backward direction, DL ... left direction , DR ... rightward direction, DU ... vertically upward direction, DD ... vertically downward direction, CA ...

Abstract

This vehicle is provided with: a vehicle body; a tilting mechanism that includes a drive device and tilts the vehicle body using the drive device; an operation input unit; a tilting control unit; a turning wheel support part that supports at least one turning wheel that can turn left and right; and a sensor that measures a parameter independent from the tilt angle of the vehicle body. The turning wheel support part is configured so as to allow the at least one turning wheel to turn to the left and right with respect to the vehicle body so as to track changes in the tilt of the vehicle body, regardless of an operation quantity. The tilting control unit, using a parameter in addition to the operation quantity, controls the drive device so that the parameter approaches a target value.

Description

車両vehicle
　本明細書は、車体を傾斜させて旋回する車両に関する。 The present specification relates to a vehicle that leans and turns a vehicle body.
　旋回時に車体を傾斜させる車両が提案されている。例えば、前輪が自由にキャスター動作するように構成され、そして、運転者が制御デバイスを動かす方向によって示される方向に車体を傾斜させる技術が提案されている。 There have been proposed vehicles in which the vehicle body is inclined when turning. For example, techniques have been proposed in which the front wheels are configured to caster freely and the vehicle body is tilted in the direction indicated by the direction in which the driver moves the control device.
国際公開第２０１１／０８３３３５号International Publication No. 2011/083335
　運転者は、ハンドルなどの操作入力部を操作することによって、車両の進行方向を制御する。ところが、風や道路の傾斜などの種々の原因によって、車両の進行方向が目標の方向からずれる場合があった。 The driver controls the traveling direction of the vehicle by operating an operation input unit such as a steering wheel. However, the traveling direction of the vehicle may deviate from the direction of the target due to various causes such as wind and road inclination.
　本明細書は、車両の進行方向の目標の方向からのずれを抑制する技術を開示する。 The present specification discloses a technique for suppressing the deviation of the direction of travel of a vehicle from the direction of a target.
　本明細書は、例えば、以下の適用例を開示する。 This specification, for example, discloses the following application example.
［適用例１］
　車両であって、
　前記車両の幅方向に互いに離れて配置された一対の車輪と、１個以上の他の車輪と、を含むＮ個（Ｎは３以上の整数）の車輪であって、前記一対の車輪と他の車輪との少なくとも一方が前記車両の前進方向に対して左右に回動可能な１以上の回動輪として構成されるとともに、１個以上の前輪と１個以上の後輪とを含む、Ｎ個の車輪と、
　車体と、
　駆動装置を含み前記駆動装置により前記車体を前記幅方向に傾斜させる傾斜機構と、
　旋回方向と旋回の程度とを示す操作量を入力するための操作入力部と、
　前記操作入力部へ入力される前記操作量を用いて前記駆動装置を制御する傾斜制御部と、
　前記１以上の回動輪を支持する回動輪支持部と、
　車両の動作状態を示すパラメータであって前記車体の傾斜角とは独立なパラメータを測定するセンサと、
　を備え、
　前記回動輪支持部は、前記１以上の回動輪が前記操作量に拘わらず前記車体の傾斜の変化に追随して前記車体に対して左右に回動することを許容するように構成されており、
　前記傾斜制御部は、前記操作量に加えて前記パラメータを用いて、前記パラメータが目標値に近づくように、前記駆動装置を制御する、
　車両。 Application Example 1
A vehicle,
N (N is an integer of 3 or more) wheels including a pair of wheels disposed apart from one another in the width direction of the vehicle and one or more other wheels, wherein the pair of wheels and the other N at least one of the wheels is configured as one or more pivoting wheels that can be pivoted to the left and right with respect to the forward direction of the vehicle, and includes one or more front wheels and one or more rear wheels With the wheels of
With the car body,
A tilt mechanism including a drive device for tilting the vehicle body in the width direction by the drive device;
An operation input unit for inputting an operation amount indicating a turning direction and a turning degree;
A tilt control unit that controls the drive device using the operation amount input to the operation input unit;
A pivoting wheel support that supports the one or more pivoting wheels;
A sensor that measures the operating condition of the vehicle and is independent of the tilt angle of the vehicle body;
Equipped with
The pivoting wheel support portion is configured to allow the one or more pivoting wheels to pivot to the left and right with respect to the vehicle body in accordance with a change in inclination of the vehicle body regardless of the operation amount. ,
The tilt control unit controls the drive device such that the parameter approaches a target value using the parameter in addition to the operation amount.
vehicle.
　この構成によれば、１以上の回動輪が車体の傾斜の変化に追随して左右に回動することが許容される場合に、車体の傾斜機構の駆動装置が、操作量と、傾斜角とは独立なパラメータと、を用いて、パラメータが目標値に近づくように制御されるので、車両の進行方向の目標の方向からのずれを抑制できる。 According to this configuration, when the one or more pivoting wheels are allowed to turn to the left and right following the change in the inclination of the vehicle body, the drive device for the inclination mechanism of the vehicle body has the operation amount, the inclination angle, Since the parameter is controlled to approach the target value using the independent parameter, it is possible to suppress the deviation of the traveling direction of the vehicle from the target direction.
［適用例２］
　適用例１に記載の車両であって、
　前記回動輪支持部は、
　　前記１以上の回動輪を、回転可能に支持する支持部材と、
　　前記支持部材を、前記車体に対して左右に回動可能に支持する回動装置と、
　　前記操作量を用いて特定される方向からの前記支持部材の回動に対する抵抗トルクを生成する抵抗トルク生成部と、
　を備え、
　前記センサは、前記抵抗トルクを測定するセンサであり、
　前記傾斜制御部は、前記トルクがゼロに近づくように、前記駆動装置を制御する、
　車両。 Application Example 2
It is a vehicle described in Application Example 1;
The pivoting wheel support is
A support member rotatably supporting the one or more pivoting wheels;
A rotating device that supports the support member so as to be rotatable to the left and right with respect to the vehicle body;
A resistance torque generation unit that generates a resistance torque for rotation of the support member from a direction specified using the operation amount;
Equipped with
The sensor is a sensor that measures the resistance torque,
The tilt control unit controls the drive device such that the torque approaches zero.
vehicle.
　この構成によれば、操作入力部と支持部材との間に作用するトルクがゼロに近づくように駆動装置が制御されるので、車両の進行方向の目標の方向からのずれを抑制できる。 According to this configuration, since the drive device is controlled so that the torque acting between the operation input unit and the support member approaches zero, it is possible to suppress the deviation of the traveling direction of the vehicle from the target direction.
［適用例３］
　適用例１に記載の車両であって、
　前記センサは、前記車両のヨーレートを測定するセンサであり、
　前記傾斜制御部は、前記ヨーレートが前記操作量を用いて特定される目標値に近づくように、前記駆動装置を制御する、
　車両。 Application Example 3
It is a vehicle described in Application Example 1;
The sensor is a sensor that measures a yaw rate of the vehicle.
The tilt control unit controls the drive device such that the yaw rate approaches a target value specified using the operation amount.
vehicle.
　この構成によれば、ヨーレートが、操作量を用いて特定される目標値に近づくように駆動装置が制御されるので、車両の進行方向の目標の方向からのずれを抑制できる。 According to this configuration, since the drive device is controlled such that the yaw rate approaches the target value specified using the operation amount, the deviation of the traveling direction of the vehicle from the target can be suppressed.
［適用例４］
　適用例１に記載の車両であって、
　前記センサは、前記１以上の回動輪の方向を測定するセンサであり、
　前記傾斜制御部は、前記１以上の回動輪の方向が前記操作量を用いて特定される目標の方向に近づくように、前記駆動装置を制御する、
　車両。 Application Example 4
It is a vehicle described in Application Example 1;
The sensor is a sensor that measures the direction of the one or more rotating wheels,
The tilt control unit controls the drive device such that the direction of the one or more rotating wheels approaches a direction of a target specified using the operation amount.
vehicle.
　この構成によれば、１以上の回動輪の方向が、操作量を用いて特定される目標の方向に近づくように駆動装置が制御されるので、車両の進行方向の目標の方向からのずれを抑制できる。 According to this configuration, since the drive device is controlled such that the direction of one or more turning wheels approaches the direction of the target specified using the operation amount, the deviation of the traveling direction of the vehicle from the direction of the target It can be suppressed.
　なお、本明細書に開示の技術は、種々の態様で実現することが可能であり、例えば、車両、車両の制御装置、車両の制御方法、等の態様で実現することができる。 Note that the technology disclosed in the present specification can be realized in various aspects, and can be realized, for example, in an aspect such as a vehicle, a control device of a vehicle, a control method of a vehicle, and the like.
車両１０の右側面図である。FIG. 2 is a right side view of the vehicle 10; 車両１０の上面図である。FIG. 1 is a top view of a vehicle 10; 車両１０の下面図である。FIG. 2 is a bottom view of the vehicle 10; 車両１０の背面図である。FIG. 2 is a rear view of the vehicle 10; 車両１０の状態を示す概略図である。FIG. 2 is a schematic view showing a state of a vehicle 10; 車両１０の状態を示す概略図である。FIG. 2 is a schematic view showing a state of a vehicle 10; 旋回時の力のバランスの説明図である。It is explanatory drawing of the balance of the force at the time of turning. 車輪角ＡＦと旋回半径Ｒとの簡略化された関係を示す説明図である。FIG. 5 is an explanatory view showing a simplified relationship between a wheel angle AF and a turning radius R. トルクｔｑ１の説明図である。It is an explanatory view of torque tq1. 回転する前輪１２Ｆに作用する力の説明図である。It is explanatory drawing of the force which acts on the front wheel 12F which rotates. 車両１０の制御に関する構成を示すブロック図である。FIG. 2 is a block diagram showing a configuration related to control of a vehicle 10. 制御処理の例を示すフローチャートである。It is a flow chart which shows an example of control processing. 傾斜制御の例を示すフローチャートである。It is a flowchart which shows the example of inclination control. 車両１０の状態例を示す説明図である。FIG. 2 is an explanatory view showing a state example of a vehicle 10; 車両１０の別の状態例を示す説明図である。FIG. 6 is an explanatory view showing another example of the state of the vehicle 10; トルク差分ｄＴＱｘと補正値Ｖｃｃとの対応関係の例を示すグラフである。It is a graph which shows the example of the correspondence of torque difference dTQx and correction value Vcc. 傾斜制御の別の実施例を示すフローチャートである。It is a flowchart which shows another Example of inclination control. ヨーレート差分ｄＹと補正値Ｖｃｃとの対応関係の例を示すグラフである。It is a graph which shows the example of the correspondence of the yaw rate difference dY and the correction value Vcc. 傾斜制御の別の実施例を示すフローチャートである。It is a flowchart which shows another Example of inclination control. 車輪角差分ｄＡＦと補正値Ｖｃｃとの対応関係の例を示すグラフである。It is a graph which shows the example of the correspondence of wheel angle difference dAF and correction value Vcc.
Ａ１．車両１０の構成：
　図１～図４は、一実施例としての車両１０を示す説明図である。図１は、車両１０の右側面図を示し、図２は、車両１０の上面図を示し、図３は、車両１０の下面図を示し、図４は、車両１０の背面図を示している。図１～図４には、水平な地面ＧＬ（図１）上に配置され、傾斜していない状態の車両１０が、示されている。図２～図４では、図１に示す車両１０の構成のうち説明に用いる部分が図示され、他の部分の図示が省略されている。図１～図４には、６つの方向ＤＦ、ＤＢ、ＤＵ、ＤＤ、ＤＲ、ＤＬが示されている。前方向ＤＦは、車両１０の前進方向であり、後方向ＤＢは、前方向ＤＦの反対方向である。上方向ＤＵは、鉛直上方向であり、下方向ＤＤは、上方向ＤＵの反対方向である。右方向ＤＲは、前方向ＤＦに走行する車両１０から見た右方向であり、左方向ＤＬは、右方向ＤＲの反対方向である。方向ＤＦ、ＤＢ、ＤＲ、ＤＬは、いずれも、水平な方向である。右と左の方向ＤＲ、ＤＬは、前方向ＤＦに垂直である。 A1. Configuration of Vehicle 10:
1 to 4 are explanatory views showing a vehicle 10 as one embodiment. 1 shows a right side view of the vehicle 10, FIG. 2 shows a top view of the vehicle 10, FIG. 3 shows a bottom view of the vehicle 10, and FIG. 4 shows a rear view of the vehicle 10. . The vehicle 10 is shown in FIGS. 1 to 4 arranged on a level ground GL (FIG. 1) and in a non-tilted state. In FIGS. 2 to 4, a portion used for explanation of the configuration of the vehicle 10 shown in FIG. 1 is illustrated, and the other portions are omitted. Six directions DF, DB, DU, DD, DR, DL are shown in FIGS. The forward direction DF is the forward direction of the vehicle 10, and the backward direction DB is the opposite direction of the forward direction DF. The upward direction DU is a vertically upward direction, and the downward direction DD is an opposite direction of the upward direction DU. The right direction DR is the right direction as viewed from the vehicle 10 traveling in the forward direction DF, and the left direction DL is the opposite direction of the right direction DR. The directions DF, DB, DR, and DL are all horizontal. The right and left directions DR, DL are perpendicular to the forward direction DF.
　本実施例では、この車両１０は、一人乗り用の小型車両である。車両１０（図１、図２）は、車体９０と、車体９０に連結された１つの前輪１２Ｆと、車体９０に連結され車両１０の幅方向（すなわち、右方向ＤＲに平行な方向）に互いに離れて配置された２つの後輪１２Ｌ、１２Ｒと、を有する三輪車である。前輪１２Ｆは、左右方向に回動可能な回動輪の例であり、車両１０の幅方向の中心に配置されている。後輪１２Ｌ、１２Ｒは、駆動輪であり、車両１０の幅方向の中心に対して対称に配置されている。 In the present embodiment, this vehicle 10 is a single-seat small vehicle. Vehicle 10 (FIGS. 1 and 2) includes vehicle body 90, one front wheel 12F connected to vehicle body 90, and one another in the width direction of vehicle 10 (that is, a direction parallel to right direction DR). It is a tricycle having two rear wheels 12L, 12R arranged separately. The front wheel 12F is an example of a pivoting wheel that can pivot in the left-right direction, and is disposed at the center of the vehicle 10 in the width direction. The rear wheels 12L, 12R are drive wheels, and are disposed symmetrically with respect to the center of the vehicle 10 in the width direction.
　車体９０（図１）は、本体部２０を有している。本体部２０は、前部２０ａと、底部２０ｂと、後部２０ｃと、支持部２０ｄと、を有している。底部２０ｂは、水平な板状の部分である。前部２０ａは、底部２０ｂの前方向ＤＦ側の端部から上方向ＤＵ側に延びる板状の部分である。後部２０ｃは、底部２０ｂの後方向ＤＢ側の端部から上方向ＤＵ側に延びる板状の部分である。支持部２０ｄは、後部２０ｃの上端から後方向ＤＢに向かって延びる板状の部分である。本体部２０は、例えば、金属製のフレームと、フレームに固定されたパネルと、を有している。 The vehicle body 90 (FIG. 1) has a main body portion 20. The main body portion 20 has a front portion 20a, a bottom portion 20b, a rear portion 20c, and a support portion 20d. The bottom 20 b is a horizontal plate-like portion. The front portion 20a is a plate-like portion extending from the end on the forward direction DF side of the bottom portion 20b to the upper direction DU side. The rear portion 20c is a plate-like portion extending from the end of the bottom portion 20b on the back direction DB side to the top direction DU. The support portion 20d is a plate-like portion extending from the upper end of the rear portion 20c toward the rear direction DB. The main body 20 has, for example, a metal frame and a panel fixed to the frame.
　車体９０は、さらに、底部２０ｂ上に固定された座席１１と、座席１１の前方向ＤＦ側に配置されたアクセルペダル４５とブレーキペダル４６と、底部２０ｂに固定された制御装置１１０とバッテリ１２０と、前部２０ａの上方向ＤＵ側の端部に固定された前輪支持装置４１と、前輪支持装置４１に取り付けられたシフトスイッチ４７と、を有している。図示を省略するが、本体部２０には、他の部材（例えば、屋根、前照灯など）が固定され得る。車体９０は、本体部２０に固定された部材を含んでいる。 The vehicle body 90 further includes a seat 11 fixed on the bottom 20b, an accelerator pedal 45 and a brake pedal 46 disposed on the forward direction DF side of the seat 11, and a control device 110 and a battery 120 fixed to the bottom 20b. The front wheel support device 41 is fixed to the end on the upper direction DU side of the front portion 20a, and the shift switch 47 is attached to the front wheel support device 41. Although illustration is omitted, other members (for example, a roof, a headlight, etc.) may be fixed to the main body 20. The vehicle body 90 includes a member fixed to the main body 20.
　アクセルペダル４５は、車両１０を加速するためのペダルである。ブレーキペダル４６は、車両１０を減速するためのペダルである。シフトスイッチ４７は、車両１０の走行モードを選択するためのスイッチである。本実施例では、「ドライブ」と「ニュートラル」と「リバース」と「パーキング」との４つの走行モードから１つを選択可能である。「ドライブ」は、駆動輪１２Ｌ、１２Ｒの駆動によって前進するモードであり、「ニュートラル」は、駆動輪１２Ｌ、１２Ｒが回転自在であるモードであり、「リバース」は、駆動輪１２Ｌ、１２Ｒの駆動によって後退するモードであり、「パーキング」は、少なくとも１つの車輪（例えば、後輪１２Ｌ、１２Ｒ）が回転不能であるモードである。「ドライブ」と「ニュートラル」とは、通常は、車両１０の前進時に利用される。 The accelerator pedal 45 is a pedal for accelerating the vehicle 10. The brake pedal 46 is a pedal for decelerating the vehicle 10. The shift switch 47 is a switch for selecting the traveling mode of the vehicle 10. In this embodiment, one of four driving modes of "drive", "neutral", "reverse" and "parking" can be selected. "Drive" is a mode in which the drive wheels 12L and 12R drive forward, "Neutral" is a mode in which the drive wheels 12L and 12R are rotatable, and "Reverse" is drive of the drive wheels 12L and 12R. The "parking" is a mode in which at least one wheel (e.g., the rear wheels 12L, 12R) can not rotate. “Drive” and “Neutral” are normally used when the vehicle 10 advances.
　前輪支持装置４１（図１）は、回動軸Ａｘ１を中心に回動可能に前輪１２Ｆを支持する装置である。前輪支持装置４１は、前フォーク１７と、軸受６８と、操舵モータ６５と、を有している。前フォーク１７は、前輪１２Ｆを回転可能に支持しており、例えば、サスペンション（コイルスプリングとショックアブソーバ）を内蔵したテレスコピックタイプのフォークである。軸受６８は、本体部２０（ここでは、前部２０ａ）と、前フォーク１７と、を連結している。軸受６８は、回動軸Ａｘ１を中心に、前フォーク１７（ひいては、前輪１２Ｆ）を、車体９０に対して左右に回動可能に支持している。操舵モータ６５は、前フォーク１７を回動させるモータである。操舵モータ６５は、図示しないロータとステータとを含んでいる。ロータとステータとのうち、一方は、前フォーク１７に固定され、他方は、本体部２０（ここでは、前部２０ａ）に固定されている。 The front wheel support device 41 (FIG. 1) is a device that supports the front wheel 12F so as to be pivotable about the pivot axis Ax1. The front wheel support device 41 has a front fork 17, a bearing 68, and a steering motor 65. The front fork 17 rotatably supports the front wheel 12F, and is, for example, a telescopic-type fork incorporating a suspension (a coil spring and a shock absorber). The bearing 68 connects the main body portion 20 (here, the front portion 20 a) and the front fork 17. The bearing 68 supports the front fork 17 (and the front wheel 12F) so as to be rotatable to the left and right with respect to the vehicle body 90, with the rotational axis Ax1 as the center. The steering motor 65 is a motor that rotates the front fork 17. The steering motor 65 includes a rotor and a stator (not shown). One of the rotor and the stator is fixed to the front fork 17, and the other is fixed to the main body 20 (here, the front 20a).
　車両１０には、左右に回動可能なハンドル４１ａが、設けられている。ハンドル４１ａは、旋回方向と旋回の程度とを入力するための操作入力部の例である。所定の直進方向に対するハンドル４１ａの回動方向（右、または、左）は、ユーザの望む旋回方向を示している。直進方向に対するハンドル４１ａの回動角度（以下、「ハンドル角」とも呼ぶ）の大きさは、ユーザの望む旋回の程度を示している。本実施例では、「ハンドル角＝ゼロ」は、直進を示し、「ハンドル角＞ゼロ」は、右旋回を示し、「ハンドル角＜ゼロ」は、左旋回を示している。このように、ハンドル角の正負の符号は、旋回方向を示している。また、ハンドル角の絶対値は、旋回の程度を示している。このようなハンドル角は、ハンドル４１ａに入力される旋回方向と旋回の程度とを表す操作量の例である。 The vehicle 10 is provided with a handle 41 a which can be turned to the left and right. The handle 41a is an example of an operation input unit for inputting the turning direction and the degree of turning. The turning direction (right or left) of the handle 41a with respect to the predetermined straight direction indicates the turning direction desired by the user. The magnitude of the rotation angle of the handle 41a (hereinafter also referred to as "handle angle") with respect to the straight direction indicates the degree of turning desired by the user. In the present embodiment, “handle angle = zero” indicates straight movement, “handle angle> zero” indicates right turn, and “handle angle <zero” indicates left turn. Thus, the positive and negative signs of the steering wheel angle indicate the turning direction. Also, the absolute value of the steering wheel angle indicates the degree of turning. Such a steering wheel angle is an example of an operation amount indicating the turning direction and the degree of turning input to the steering wheel 41a.
　なお、本実施例では、ハンドル４１ａには、ハンドル４１ａの回転軸に沿って延びる支持棒４１ａｘが固定されている。支持棒４１ａｘは、回転軸を中心に回転可能に前輪支持装置４１に接続されている。 In the present embodiment, a support rod 41 ax extending along the rotation axis of the handle 41 a is fixed to the handle 41 a. The support rod 41 ax is connected to the front wheel support device 41 so as to be rotatable about the rotation axis.
　車輪角ＡＦ（図２）は、下方向ＤＤを向いて車両１０を見る場合に、前方向ＤＦを基準とする、回転する前輪１２Ｆの進行方向Ｄ１２の角度である。進行方向Ｄ１２は、前輪１２Ｆの回転軸に垂直な方向である。本実施例では、「ＡＦ＝ゼロ」は、「方向Ｄ１２＝前方向ＤＦ」を示している。「ＡＦ＞ゼロ」は、旋回方向が右方向ＤＲであること（すなわち、方向Ｄ１２が右方向ＤＲ側を向いている）を示している。「ＡＦ＜ゼロ」は、旋回方向が左方向ＤＬであること（すなわち、方向Ｄ１２が左方向ＤＬ側を向いている）を示している。 The wheel angle AF (FIG. 2) is an angle of the traveling direction D12 of the rotating front wheel 12F based on the forward direction DF when the vehicle 10 is viewed in the downward direction DD. The traveling direction D12 is a direction perpendicular to the rotation axis of the front wheel 12F. In the present embodiment, “AF = zero” indicates “direction D12 = forward direction DF”. “AF> zero” indicates that the turning direction is the right direction DR (that is, the direction D12 faces the right direction DR side). “AF <zero” indicates that the turning direction is the left direction DL (that is, the direction D12 faces the left direction DL side).
　操舵モータ６５は、制御装置１１０（図１）によって制御される。本実施例では、操舵モータ６５の制御モードは、制限モードと許容モードとの２つのモードから選択される。制限モードでは、制御装置１１０は、前輪１２Ｆの方向Ｄ１２が目標の方向に近づくように、操舵モータ６５を制御する。目標の方向は、ハンドル角を用いて特定される。前輪１２Ｆの方向Ｄ１２が操舵モータ６５によって制御されるので、ハンドル角とは独立な前輪１２Ｆの自由な回動は、禁止される。この場合、車輪角ＡＦは、いわゆる操舵角に対応する。許容モードでは、制御装置１１０は、操舵モータ６５のトルクを小さくすることによって、前輪１２Ｆの方向Ｄ１２がハンドル角とは独立に左右に回動することを許容する。これらのモードの詳細については、後述する。 The steering motor 65 is controlled by the controller 110 (FIG. 1). In the present embodiment, the control mode of the steering motor 65 is selected from two modes of a limit mode and an allowance mode. In the limit mode, control device 110 controls steering motor 65 such that direction D12 of front wheel 12F approaches the direction of the target. The direction of the target is identified using the steering wheel angle. Since the direction D12 of the front wheel 12F is controlled by the steering motor 65, free rotation of the front wheel 12F independent of the steering wheel angle is prohibited. In this case, the wheel angle AF corresponds to a so-called steering angle. In the allowance mode, the control device 110 allows the direction D12 of the front wheel 12F to turn left and right independently of the steering wheel angle by reducing the torque of the steering motor 65. Details of these modes will be described later.
　図１中の角度ＣＡは、鉛直上方向ＤＵと、回動軸Ａｘ１に沿って鉛直上方向ＤＵ側へ向かう方向と、のなす角度を示している（キャスター角とも呼ばれる）。キャスター角ＣＡがゼロよりも大きいことは、本実施例のように回動軸Ａｘ１に沿って鉛直上方向ＤＵ側へ向かう方向が斜め後ろに傾斜していることを、示している。 An angle CA in FIG. 1 indicates an angle formed by the vertically upward direction DU and a direction toward the vertically upward direction DU along the rotation axis Ax1 (also referred to as a caster angle). The fact that the caster angle CA is larger than zero indicates that the direction toward the vertically upward direction DU side along the pivot axis Ax1 is inclined obliquely backward as in the present embodiment.
　また、図１に示すように、本実施例では、前輪支持装置４１の回動軸Ａｘ１と地面ＧＬとの交点Ｐ２は、前輪１２Ｆの地面ＧＬとの接触中心Ｐ１よりも、前方向ＤＦ側に位置している。これらの点Ｐ１、Ｐ２の間の後方向ＤＢの距離Ｌｔは、トレールと呼ばれる。正のトレールＬｔは、本実施例のように接触中心Ｐ１が交点Ｐ２よりも後方向ＤＢ側に位置していることを示している。なお、図１、図３に示すように、接触中心Ｐ１は、前輪１２Ｆと地面ＧＬとの接触領域Ｃａ１の中心である。接触領域の中心は、接触領域の重心であり、具体的には、領域内に質量が均等に分布していると仮定する場合の重心の位置である。右後輪１２Ｒと地面ＧＬとの接触領域ＣａＲの接触中心ＰｂＲと、左後輪１２Ｌと地面ＧＬとの接触領域ＣａＬの接触中心ＰｂＬとも、同様に特定される。 Further, as shown in FIG. 1, in the present embodiment, the intersection point P2 between the pivot axis Ax1 of the front wheel support device 41 and the ground GL is closer to the front direction DF than the contact center P1 of the front wheel 12F with the ground GL. positioned. The distance Lt in the back direction DB between these points P1 and P2 is called a trail. The positive trail Lt indicates that the contact center P1 is located on the back direction DB side of the intersection point P2 as in this embodiment. In addition, as shown to FIG. 1, FIG. 3, the contact center P1 is a center of contact area Ca1 of the front wheel 12F and the ground GL. The center of the contact area is the center of gravity of the contact area, specifically, the position of the center of gravity when it is assumed that the mass is evenly distributed in the area. The contact center PbR of the contact area CaR between the right rear wheel 12R and the ground GL and the contact center PbL of the contact area CaL between the left rear wheel 12L and the ground GL are similarly specified.
　２つの後輪１２Ｌ、１２Ｒ（図４）は、後輪支持部８０に回転可能に支持されている。後輪支持部８０は、リンク機構３０と、リンク機構３０の上部に固定されたリーンモータ２５と、リンク機構３０の上部に固定された第１支持部８２と、リンク機構３０の前部に固定された第２支持部８３（図１）と、を有している。図１では、説明のために、リンク機構３０と第１支持部８２と第２支持部８３のうちの右後輪１２Ｒに隠れている部分も実線で示されている。図２では、説明のために、本体部２０に隠れている後輪支持部８０と後輪１２Ｌ、１２Ｒと連結部７５とが、実線で示されている。図１～図３では、リンク機構３０が簡略化して示されている。 The two rear wheels 12L, 12R (FIG. 4) are rotatably supported by the rear wheel support 80. The rear wheel support portion 80 is fixed to the link mechanism 30, the lean motor 25 fixed to the upper portion of the link mechanism 30, the first support portion 82 fixed to the upper portion of the link mechanism 30, and the front portion of the link mechanism 30. And the second support portion 83 (FIG. 1). In FIG. 1, a portion of the link mechanism 30, the first support portion 82 and the second support portion 83 which is hidden by the right rear wheel 12 </ b> R is also shown by a solid line for the sake of explanation. In FIG. 2, the rear wheel support 80, the rear wheels 12 </ b> L and 12 </ b> R, and the connecting portion 75 hidden by the main body 20 are shown by solid lines for the purpose of explanation. In FIGS. 1 to 3, the link mechanism 30 is shown in a simplified manner.
　第１支持部８２（図４）は、リンク機構３０の上方向ＤＵ側に配置されている。第１支持部８２は、左後輪１２Ｌの上方向ＤＵ側から、右後輪１２Ｒの上方向ＤＵ側まで、右方向ＤＲに平行に延びる板状の部分を含んでいる。第２支持部８３（図１、図２）は、リンク機構３０の前方向ＤＦ側の、左後輪１２Ｌと右後輪１２Ｒとの間に配置されている。 The first support portion 82 (FIG. 4) is disposed on the upper direction DU side of the link mechanism 30. The first support portion 82 includes a plate-like portion extending in parallel to the right direction DR from the upper direction DU side of the left rear wheel 12L to the upper direction DU side of the right rear wheel 12R. The second support portion 83 (FIGS. 1 and 2) is disposed between the left rear wheel 12L and the right rear wheel 12R on the forward direction DF side of the link mechanism 30.
　右後輪１２Ｒ（図１）は、ホイール１２Ｒａと、ホイール１２Ｒａに装着されたタイヤ１２Ｒｂと、を有している。ホイール１２Ｒａ（図４）は、右電気モータ５１Ｒに接続されている。右電気モータ５１Ｒは、ステータとロータとを有している（図示省略）。ロータとステータとのうちの一方は、ホイール１２Ｒａに固定され、他方は、後輪支持部８０に固定されている。右電気モータ５１Ｒの回転軸は、ホイール１２Ｒａの回転軸と同じであり、右方向ＤＲに平行である。左後輪１２Ｌの構成は、右後輪１２Ｒの構成と、同様である。具体的には、左後輪１２Ｌは、ホイール１２Ｌａとタイヤ１２Ｌｂとを有している。ホイール１２Ｌａは、左電気モータ５１Ｌに接続されている。左電気モータ５１Ｌのロータとステータとのうちの一方は、ホイール１２Ｌａに固定され、他方は、後輪支持部８０に固定されている。これらの電気モータ５１Ｌ、５１Ｒは、後輪１２Ｌ、１２Ｒを直接的に駆動するインホイールモータである。 The right rear wheel 12R (FIG. 1) has a wheel 12Ra and a tire 12Rb mounted on the wheel 12Ra. The wheel 12Ra (FIG. 4) is connected to the right electric motor 51R. The right electric motor 51R has a stator and a rotor (not shown). One of the rotor and the stator is fixed to the wheel 12Ra, and the other is fixed to the rear wheel support 80. The rotation axis of the right electric motor 51R is the same as the rotation axis of the wheel 12Ra, and is parallel to the right direction DR. The configuration of the left rear wheel 12L is similar to that of the right rear wheel 12R. Specifically, the left rear wheel 12L has a wheel 12La and a tire 12Lb. The wheel 12La is connected to the left electric motor 51L. One of the rotor and the stator of the left electric motor 51L is fixed to the wheel 12La, and the other is fixed to the rear wheel support portion 80. The electric motors 51L, 51R are in-wheel motors that directly drive the rear wheels 12L, 12R.
　図１、図４には、車体９０が傾斜せずに直立している状態（後述する傾斜角Ｔがゼロである状態）が、示されている。この状態で、左後輪１２Ｌの回転軸ＡｒＬと右後輪１２Ｒの回転軸ＡｒＲとは、同じ直線上に位置している。図１、図３に示すように、右後輪１２Ｒの地面ＧＬとの接触中心ＰｂＲの前方向ＤＦの位置は、左後輪１２Ｌの地面ＧＬとの接触中心ＰｂＬの前方向ＤＦの位置と、おおよそ同じである。 FIGS. 1 and 4 show a state in which the vehicle body 90 is upright without being inclined (a state in which the inclination angle T described later is zero). In this state, the rotation axis ArL of the left rear wheel 12L and the rotation axis ArR of the right rear wheel 12R are located on the same straight line. As shown in FIGS. 1 and 3, the position of the forward direction DF of the contact center PbR of the right rear wheel 12R with the ground GL is the position of the forward direction DF of the contact center PbL of the left rear wheel 12L with the ground It is almost the same.
　リンク機構３０（図４）は、いわゆる、平行リンクである。リンク機構３０は、右方向ＤＲに向かって順番に並ぶ３つの縦リンク部材３３Ｌ、２１、３３Ｒと、下方向ＤＤに向かって順番に並ぶ２つの横リンク部材３１Ｕ、３１Ｄと、を有している。水平な地面ＧＬ上で車体９０が傾斜せずに直立している場合、縦リンク部材３３Ｌ、２１、３３Ｒは、鉛直方向に平行であり、横リンク部材３１Ｕ、３１Ｄは、水平方向に平行である。２つの縦リンク部材３３Ｌ、３３Ｒと、２つの横リンク部材３１Ｕ、３１Ｄとは、平行四辺形リンク機構を形成している。上横リンク部材３１Ｕは、縦リンク部材３３Ｌ、３３Ｒの上端を連結している。下横リンク部材３１Ｄは、縦リンク部材３３Ｌ、３３Ｒの下端を連結している。中縦リンク部材２１は、横リンク部材３１Ｕ、３１Ｄの中央部分を連結している。これらのリンク部材３３Ｌ、３３Ｒ、３１Ｕ、３１Ｄ、２１は、互いに回動可能に連結されており、回動軸は、前方向ＤＦに平行である。左縦リンク部材３３Ｌには、左電気モータ５１Ｌが固定されている。右縦リンク部材３３Ｒには、右電気モータ５１Ｒが固定されている。中縦リンク部材２１の上部には、第１支持部８２と第２支持部８３（図１）とが、固定されている。リンク部材３３Ｌ、２１、３３Ｒ、３１Ｕ、３１Ｄと、支持部８２、８３とは、例えば、金属で形成されている。 The link mechanism 30 (FIG. 4) is a so-called parallel link. The link mechanism 30 has three vertical link members 33L, 21, 33R arranged in order toward the right direction DR, and two horizontal link members 31U, 31D arranged in order toward the downward direction DD. . When the vehicle body 90 stands upright without being inclined on the horizontal ground GL, the vertical link members 33L, 21, 33R are parallel to the vertical direction, and the horizontal link members 31U, 31D are parallel to the horizontal direction. . The two vertical link members 33L, 33R and the two horizontal link members 31U, 31D form a parallelogram link mechanism. The upper horizontal link member 31U connects the upper ends of the vertical link members 33L, 33R. The lower horizontal link member 31D connects the lower ends of the vertical link members 33L and 33R. The middle vertical link member 21 connects central portions of the horizontal link members 31U and 31D. The link members 33L, 33R, 31U, 31D, 21 are rotatably connected to each other, and the rotation axis is parallel to the forward direction DF. The left electric motor 51L is fixed to the left vertical link member 33L. The right electric motor 51R is fixed to the right vertical link member 33R. A first support 82 and a second support 83 (FIG. 1) are fixed to the upper portion of the middle vertical link member 21. The link members 33L, 21, 33R, 31U, 31D and the support portions 82, 83 are made of, for example, metal.
　本実施例では、リンク機構３０は、複数のリンク部材を回動可能に連結するための軸受けを有している。例えば、軸受３８は、下横リンク部材３１Ｄと中縦リンク部材２１とを回動可能に連結し、軸受３９は、上横リンク部材３１Ｕと中縦リンク部材２１とを回動可能に連結している。説明を省略するが、複数のリンク部材を回動可能に連結する他の部分にも、軸受が設けられている。 In the present embodiment, the link mechanism 30 has a bearing for rotatably connecting a plurality of link members. For example, the bearing 38 rotatably connects the lower horizontal link member 31D and the middle vertical link member 21, and the bearing 39 rotatably connects the upper horizontal link member 31U and the middle vertical link member 21. There is. Although the description is omitted, bearings are also provided in other portions that rotatably connect the plurality of link members.
　リーンモータ２５は、リンク機構３０を作動させるアクチュエータの例であり、本実施例では、ステータとロータとを有する電気モータである。リーンモータ２５のステータとロータのうちの一方は、中縦リンク部材２１に固定され、他方は、上横リンク部材３１Ｕに固定されている。リーンモータ２５の回動軸は、これらのリンク部材３１Ｕ、２１の連結部分（ここでは、軸受３９）の回動軸と同じであり、車両１０の幅方向の中心に位置している。リーンモータ２５のロータがステータに対して回動すると、上横リンク部材３１Ｕが、中縦リンク部材２１に対して、傾斜する。これにより、車両１０が傾斜する。以下、リーンモータ２５によって生成されるトルクを、傾斜トルクとも呼ぶ。傾斜トルクは、車体９０を傾斜させるトルクである。 The lean motor 25 is an example of an actuator for operating the link mechanism 30, and in the present embodiment, is an electric motor having a stator and a rotor. One of the stator and the rotor of the lean motor 25 is fixed to the middle vertical link member 21, and the other is fixed to the upper horizontal link member 31U. The rotational axis of the lean motor 25 is the same as the rotational axis of the connecting portion (here, the bearing 39) of the link members 31U and 21, and is located at the center of the vehicle 10 in the width direction. When the rotor of the lean motor 25 rotates with respect to the stator, the upper horizontal link member 31U inclines with respect to the middle vertical link member 21. Thereby, the vehicle 10 is inclined. Hereinafter, the torque generated by the lean motor 25 is also referred to as a tilting torque. The tilt torque is a torque that tilts the vehicle body 90.
　図５は、水平な地面ＧＬ上の車両１０の状態を示す概略図である。図中には、車両１０の簡略化された背面図が示されている。図５（Ａ）は、車両１０が直立している状態を示し、図５（Ｂ）は、車両１０が傾斜している状態を示している。図５（Ａ）に示すように、上横リンク部材３１Ｕが中縦リンク部材２１に対して直交する場合、全ての車輪１２Ｆ、１２Ｌ、１２Ｒが、水平な地面ＧＬに対して直立する。そして、車体９０を含む車両１０の全体は、地面ＧＬに対して、直立する。図中の車両上方向ＤＶＵは、車両１０の上方向である。車両１０が傾斜していない状態では、車両上方向ＤＶＵは、上方向ＤＵと同じである。本実施例では、車体９０に対して予め決められた上方向が、車両上方向ＤＶＵとして用いられる。 FIG. 5 is a schematic view showing the state of the vehicle 10 on the horizontal ground GL. A simplified rear view of the vehicle 10 is shown in the figure. FIG. 5A shows a state in which the vehicle 10 is upright, and FIG. 5B shows a state in which the vehicle 10 is inclined. As shown in FIG. 5A, when the upper horizontal link member 31U is orthogonal to the middle vertical link member 21, all the wheels 12F, 12L, 12R stand upright with respect to the horizontal ground GL. Then, the entire vehicle 10 including the vehicle body 90 stands upright with respect to the ground GL. A vehicle upward direction DVU in the drawing is an upward direction of the vehicle 10. When the vehicle 10 is not inclined, the vehicle upward direction DVU is the same as the upward direction DU. In the present embodiment, the upward direction predetermined for the vehicle body 90 is used as the vehicle upward direction DVU.
　図５（Ｂ）に示すように、上横リンク部材３１Ｕが中縦リンク部材２１に対して傾斜する場合、右後輪１２Ｒと左後輪１２Ｌとの一方が、車両上方向ＤＶＵ側に移動し、他方は、車両上方向ＤＶＵとは反対方向側に移動する。すなわち、リンク機構３０とリーンモータ２５とは、幅方向に互いに離れて配置された一対の車輪１２Ｌ、１２Ｒの間の車輪１２Ｌ、１２Ｒの回転軸に垂直な方向の相対位置を変化させる。この結果、全ての車輪１２Ｆ、１２Ｌ、１２Ｒが地面ＧＬに接触した状態で、これらの車輪１２Ｆ、１２Ｌ、１２Ｒは、地面ＧＬに対して傾斜する。そして、車体９０を含む車両１０の全体は、地面ＧＬに対して、傾斜する。図５（Ｂ）の例では、右後輪１２Ｒが車両上方向ＤＶＵ側に移動し、左後輪１２Ｌが反対側に移動している。この結果、車輪１２Ｆ、１２Ｌ、１２Ｒ、ひいては、車体９０を含む車両１０の全体は、右方向ＤＲ側に、傾斜する。後述するように、車両１０が右方向ＤＲ側に旋回する場合に、車両１０は、右方向ＤＲ側に傾斜する。車両１０が左方向ＤＬ側に旋回する場合に、車両１０は、左方向ＤＬ側に傾斜する。 As shown in FIG. 5B, when the upper horizontal link member 31U is inclined with respect to the middle vertical link member 21, one of the right rear wheel 12R and the left rear wheel 12L moves in the vehicle upward direction DVU side. , And the other move in the direction opposite to the vehicle upward direction DVU. That is, the link mechanism 30 and the lean motor 25 change the relative position in the direction perpendicular to the rotation axis of the wheels 12L and 12R between the pair of wheels 12L and 12R arranged apart from each other in the width direction. As a result, in a state where all the wheels 12F, 12L, 12R are in contact with the ground GL, these wheels 12F, 12L, 12R are inclined relative to the ground GL. Then, the entire vehicle 10 including the vehicle body 90 tilts with respect to the ground GL. In the example of FIG. 5 (B), the right rear wheel 12R moves to the vehicle upward direction DVU side, and the left rear wheel 12L moves to the opposite side. As a result, the whole of the vehicle 10 including the wheels 12F, 12L, 12R and by extension the vehicle body 90 inclines in the right direction DR. As described later, when the vehicle 10 turns in the right direction DR, the vehicle 10 leans in the right direction DR. When the vehicle 10 turns to the left direction DL side, the vehicle 10 leans to the left direction DL side.
　図５（Ｂ）では、車両上方向ＤＶＵは、上方向ＤＵに対して、右方向ＤＲ側に傾斜している。以下、前方向ＤＦを向いて車両１０を見る場合の、上方向ＤＵと車両上方向ＤＶＵとの間の角度を、傾斜角Ｔと呼ぶ。ここで、「Ｔ＞ゼロ」は、右方向ＤＲ側への傾斜を示し、「Ｔ＜ゼロ」は、左方向ＤＬ側への傾斜を示している。車両１０が傾斜する場合、車体９０を含む車両１０の全体が、おおよそ、同じ方向に傾斜する。従って、車体９０の傾斜角Ｔは、車両１０の傾斜角Ｔであると言うことができる。 In FIG. 5B, the vehicle upward direction DVU is inclined to the right direction DR with respect to the upward direction DU. Hereinafter, an angle between the upward direction DU and the upward direction DVU when the vehicle 10 is viewed in the forward direction DF will be referred to as an inclination angle T. Here, “T> zero” indicates an inclination toward the right direction DR, and “T <zero” indicates an inclination toward the left direction DL. When the vehicle 10 inclines, the entire vehicle 10 including the vehicle body 90 inclines in the same direction. Therefore, it can be said that the inclination angle T of the vehicle body 90 is the inclination angle T of the vehicle 10.
　また、図５（Ｂ）には、リンク機構３０の制御角Ｔｃが示されている。制御角Ｔｃは、上横リンク部材３１Ｕの向きに対する中縦リンク部材２１の向きの角度を示している。「Ｔｃ＝ゼロ」は、上横リンク部材３１Ｕに対して中縦リンク部材２１が垂直であることを、示している。「Ｔｃ＞ゼロ」は、図５（Ｂ）の背面図において、中縦リンク部材２１が、上横リンク部材３１Ｕに対して、時計回りに回動したことを示している。「Ｔｃ＜ゼロ」は、中縦リンク部材２１が、上横リンク部材３１Ｕに対して、反時計回りに回動したことを示している。図示するように、車両１０が、水平な地面ＧＬ（すなわち、鉛直上方向ＤＵに垂直な地面ＧＬ）上に位置している場合、制御角Ｔｃは、傾斜角Ｔと、おおよそ同じである。 Moreover, control angle Tc of the link mechanism 30 is shown by FIG. 5 (B). The control angle Tc indicates the angle of orientation of the middle longitudinal link member 21 with respect to the orientation of the upper horizontal link member 31U. “Tc = zero” indicates that the middle vertical link member 21 is perpendicular to the upper horizontal link member 31U. “Tc> Zero” indicates that the middle vertical link member 21 is rotated clockwise with respect to the upper horizontal link member 31U in the rear view of FIG. 5 (B). “Tc <zero” indicates that the middle vertical link member 21 has rotated counterclockwise with respect to the upper horizontal link member 31U. As shown, when the vehicle 10 is located on the horizontal ground GL (ie, the ground GL perpendicular to the vertically upward direction DU), the control angle Tc is approximately the same as the tilt angle T.
　図５（Ａ）、図５（Ｂ）に示すように、地面ＧＬ上には、傾斜軸ＡｘＬが配置されている。リンク機構３０とリーンモータ２５とは、車両１０を、傾斜軸ＡｘＬを中心に、右と左とに傾斜させることができる。本実施例では、傾斜軸ＡｘＬは、前輪１２Ｆと地面ＧＬとの接触中心Ｐ１を通り前方向ＤＦに平行な直線である。後輪１２Ｌ、１２Ｒを回転可能に支持するリンク機構３０とリーンモータ２５とは、車体９０を車両１０の幅方向に傾斜させる傾斜機構８９を構成する。 As shown to FIG. 5 (A) and FIG. 5 (B), inclination-axis AxL is arrange | positioned on the ground GL. The link mechanism 30 and the lean motor 25 can tilt the vehicle 10 to the right and left around the tilt axis AxL. In the present embodiment, the inclination axis AxL is a straight line passing through the contact center P1 between the front wheel 12F and the ground GL and parallel to the forward direction DF. The link mechanism 30 rotatably supporting the rear wheels 12L and 12R and the lean motor 25 constitute an inclination mechanism 89 for inclining the vehicle body 90 in the width direction of the vehicle 10.
　なお、横リンク部材３１Ｕは、縦リンク部材３３Ｌ、３３Ｒとモータ５１Ｌ、５１Ｒとを介して車輪１２Ｌ、１２Ｒに接続されている。中縦リンク部材２１は、第１支持部８２とサスペンションシステム７０とを介して、車体９０に接続されている。リーンモータ２５は、車輪１２Ｌ、１２Ｒに接続された部材３１Ｕと、車体９０に接続された部材２１と、の相対的な位置を変化させる力（ここでは、部材３１Ｕに対する部材２１の向きを変化させるトルク）を、部材３１Ｕと部材２１とに印加する。 The horizontal link member 31U is connected to the wheels 12L and 12R via the vertical link members 33L and 33R and the motors 51L and 51R. The middle vertical link member 21 is connected to the vehicle body 90 via the first support portion 82 and the suspension system 70. The lean motor 25 changes the relative position between the member 31U connected to the wheels 12L and 12R and the member 21 connected to the vehicle body 90 (here, the direction of the member 21 with respect to the member 31U is changed) Torque is applied to members 31U and 21.
　図６は、図５と同様に、車両１０の簡略化された背面図を示している。図５とは異なり、地面ＧＬｘは、鉛直上方向ＤＵに対して斜めに傾斜している（右側が高く、左側が低い）。図６（Ａ）は、制御角Ｔｃがゼロである状態を示している。この状態では、全ての車輪１２Ｆ、１２Ｌ、１２Ｒが、地面ＧＬｘに対して直立する。そして、車両上方向ＤＶＵは、地面ＧＬｘに対して垂直であり、また、鉛直上方向ＤＵに対して左方向ＤＬ側に傾斜している。 6 shows a simplified rear view of the vehicle 10, as in FIG. Unlike FIG. 5, the ground GLx is inclined obliquely with respect to the vertically upward direction DU (the right is high and the left is low). FIG. 6A shows a state where the control angle Tc is zero. In this state, all the wheels 12F, 12L, 12R stand upright with respect to the ground GLx. The vehicle upward direction DVU is perpendicular to the ground GLx, and is inclined to the left direction DL with respect to the vertically upward direction DU.
　図６（Ｂ）は、傾斜角Ｔがゼロである状態を示している。この状態では、上横リンク部材３１Ｕは、地面ＧＬｘにおおよそ平行であり、中縦リンク部材２１に対して反時計回りの方向に傾斜している。また、車輪１２Ｆ、１２Ｌ、１２Ｒは、地面ＧＬに対して傾斜している。 FIG. 6B shows a state in which the inclination angle T is zero. In this state, the upper horizontal link member 31U is approximately parallel to the ground GLx and inclined in the counterclockwise direction with respect to the middle vertical link member 21. Further, the wheels 12F, 12L, 12R are inclined with respect to the ground GL.
　このように、地面ＧＬｘが傾斜している場合、車体９０の傾斜角Ｔの大きさは、リンク機構３０の制御角Ｔｃの大きさと、異なり得る。 Thus, when the ground GLx is inclined, the magnitude of the inclination angle T of the vehicle body 90 may be different from the magnitude of the control angle Tc of the link mechanism 30.
　なお、リーンモータ２５は、リーンモータ２５を回動不能に固定する図示しないロック機構を有している。ロック機構を作動させることによって、上横リンク部材３１Ｕは、中縦リンク部材２１に対して回動不能に固定される。この結果、制御角Ｔｃが固定される。例えば、車両１０の駐車時に、制御角Ｔｃはゼロに固定される。ロック機構としては、メカニカルな機構であって、リーンモータ２５（ひいては、リンク機構３０）を固定している最中に電力を消費しない機構が好ましい。 The lean motor 25 has a lock mechanism (not shown) that fixes the lean motor 25 so as not to rotate. By operating the lock mechanism, the upper horizontal link member 31U is non-rotatably fixed to the middle vertical link member 21. As a result, the control angle Tc is fixed. For example, when the vehicle 10 is parked, the control angle Tc is fixed to zero. The locking mechanism is preferably a mechanical mechanism that does not consume power while the lean motor 25 (and thus the link mechanism 30) is fixed.
　図２、図４に示すように、本実施例では、本体部２０は、サスペンションシステム７０と連結部７５とによって、後輪支持部８０に連結されている。サスペンションシステム７０（図４）は、伸縮可能な左サスペンション７０Ｌと、伸縮可能な右サスペンション７０Ｒと、を有している。本実施例では、各サスペンション７０Ｌ、７０Ｒは、コイルスプリング７１Ｌ、７１Ｒとショックアブソーバ７２Ｌ、７２Ｒとを内蔵するテレスコピックタイプのサスペンションである。サスペンション７０Ｌ、７０Ｒの上方向ＤＵ側の端部は、本体部２０の支持部２０ｄに、回動可能に連結されている（例えば、玉継ぎ手、ヒンジなど）。サスペンション７０Ｌ、７０Ｒの下方向ＤＤ側の端部は、後輪支持部８０の第１支持部８２に、回動可能に連結されている（例えば、玉継ぎ手、ヒンジなど）。 As shown in FIGS. 2 and 4, in the present embodiment, the main body 20 is connected to the rear wheel support 80 by the suspension system 70 and the connection 75. The suspension system 70 (FIG. 4) includes an extendable left suspension 70L and an extendable right suspension 70R. In the present embodiment, each of the suspensions 70L, 70R is a telescopic suspension including coil springs 71L, 71R and shock absorbers 72L, 72R. The ends on the upper direction DU side of the suspensions 70L and 70R are rotatably connected to the support portion 20d of the main body portion 20 (for example, a ball joint, a hinge, or the like). The lower ends DD of the suspensions 70L and 70R are rotatably connected to the first support 82 of the rear wheel support 80 (for example, a ball joint, a hinge, etc.).
　連結部７５は、図１、図２に示すように、前方向ＤＦに延びる棒である。連結部７５は、車両１０の幅方向の中心に配置されている。連結部７５の前方向ＤＦ側の端部は、本体部２０の後部２０ｃに、回動可能に連結されている（例えば、玉継ぎ手）。連結部７５の後方向ＤＢ側の端部は、後輪支持部８０の第２支持部８３に、回動可能に連結されている（例えば、玉継ぎ手）。 The connecting portion 75 is a rod extending in the forward direction DF, as shown in FIGS. 1 and 2. The connecting portion 75 is disposed at the center in the width direction of the vehicle 10. The end on the forward direction DF side of the connecting portion 75 is rotatably connected to the rear portion 20c of the main body portion 20 (for example, a ball joint). The end on the back direction DB side of the connection portion 75 is rotatably connected to the second support portion 83 of the rear wheel support portion 80 (for example, a ball joint).
　このように、本体部２０（ひいては、車体９０）は、サスペンションシステム７０と連結部７５とを介して、後輪支持部８０に連結されている。車体９０は、サスペンション７０Ｌ、７０Ｒの伸縮によって、幅方向に回動可能である。図１のロール軸ＡｘＲは、車体９０が後輪支持部８０に対して右方向ＤＲと左方向ＤＬとに回動する場合の中心軸を示している。本実施例では、ロール軸ＡｘＲは、前輪１２Ｆと地面ＧＬとの接触中心Ｐ１と、連結部７５の近傍と、を通る直線である。なお、本実施例では、傾斜機構８９による傾斜の傾斜軸ＡｘＬは、ロール軸ＡｘＲと異なっている。 As described above, the main body 20 (and the vehicle body 90 as a whole) is connected to the rear wheel support 80 via the suspension system 70 and the connection 75. The vehicle body 90 is rotatable in the width direction by the expansion and contraction of the suspensions 70L and 70R. The roll axis AxR in FIG. 1 indicates a central axis when the vehicle body 90 rotates in the right direction DR and the left direction DL with respect to the rear wheel support portion 80. In the present embodiment, the roll axis AxR is a straight line passing through the contact center P1 between the front wheel 12F and the ground GL and the vicinity of the connecting portion 75. In the present embodiment, the inclination axis AxL of the inclination by the inclination mechanism 89 is different from the roll axis AxR.
　図５（Ａ）、図５（Ｂ）には、ロール軸ＡｘＲを中心に回動する車体９０が、点線で示されている。図中のロール軸ＡｘＲは、サスペンション７０Ｌ、７０Ｒを含み前方向ＤＦに垂直な平面上のロール軸ＡｘＲの位置を示している。図５（Ｂ）に示すように、車両１０が傾斜した状態においても、車体９０は、さらに、ロール軸ＡｘＲを中心に、右方向ＤＲと左方向ＤＬとに回動可能である。 In FIGS. 5 (A) and 5 (B), a vehicle body 90 pivoting about a roll axis AxR is shown by a dotted line. The roll axis AxR in the drawing indicates the position of the roll axis AxR on a plane including the suspensions 70L and 70R and perpendicular to the forward direction DF. As shown in FIG. 5 (B), even when the vehicle 10 is inclined, the vehicle body 90 is further rotatable in the right direction DR and the left direction DL about the roll axis AxR.
　車体９０は、後輪支持部８０による回動と、サスペンションシステム７０と連結部７５とによる回動と、によって、鉛直上方向ＤＵ（ひいては、地面ＧＬ）に対して、車両１０の幅方向に回動し得る。このように、車両１０の全体を総合して実現される車体９０の幅方向の回動を、ロールとも呼ぶ。ロールは、車体９０やタイヤ１２Ｒｂ、１２Ｌｂなどの車両１０の部材の変形によっても、生じ得る。なお、通常は、ロール軸ＡｘＲを中心とする回動は、一時的な回動であり、その大きさは、傾斜機構８９による傾斜の大きさと比べて、小さい。 The vehicle body 90 is rotated in the width direction of the vehicle 10 with respect to the vertically upward direction DU (thus, the ground GL) by the rotation by the rear wheel support portion 80 and the rotation by the suspension system 70 and the connection portion 75. It can move. Thus, the rotation in the width direction of the vehicle body 90 which is realized by integrating the entire vehicle 10 is also referred to as a roll. The roll may also be generated by deformation of members of the vehicle 10 such as the vehicle body 90 and the tires 12Rb and 12Lb. Usually, the rotation around the roll axis AxR is a temporary rotation, and the size thereof is smaller than the size of the inclination by the inclination mechanism 89.
　図１、図５（Ａ）、図５（Ｂ）には、重心９０ｃが示されている。この重心９０ｃは、満載状態での車体９０の重心である。満載状態は、車両１０が、車両１０の総重量が許容される車両総重量になるように、乗員（可能なら荷物も）を積んだ状態である。例えば、荷物の最大重量は規定されず、最大定員数が規定される場合がある。この場合、重心９０ｃは、車両１０に対応付けられた最大定員数の乗員が車両１０に搭乗した状態の重心である。乗員の体重としては、最大定員数に予め対応付けられた基準体重（例えば、５５ｋｇ）が採用される。また、最大定員数に加えて、荷物の最大重量が規定される場合がある。この場合、重心９０ｃは、最大定員数の乗員と、最大重量の荷物と、を積んだ状態での、車体９０の重心である。 The gravity center 90c is shown by FIG. 1, FIG. 5 (A), and FIG. 5 (B). The center of gravity 90c is the center of gravity of the vehicle body 90 in the full load state. In the fully loaded state, the vehicle 10 is loaded with passengers (possibly with luggage) such that the total weight of the vehicle 10 is equal to the total weight of the vehicle. For example, the maximum weight of the package may not be specified, but the maximum number of people may be specified. In this case, the center of gravity 90 c is the center of gravity in a state where the maximum number of occupants associated with the vehicle 10 get on the vehicle 10. As the weight of the occupant, a reference weight (for example, 55 kg) previously associated with the maximum number of people is adopted. Also, in addition to the maximum capacity, the maximum weight of the package may be specified. In this case, the center of gravity 90c is the center of gravity of the vehicle body 90 in a state in which the maximum number of occupants and the maximum weight of luggage are loaded.
　図示するように、本実施例では、重心９０ｃは、ロール軸ＡｘＲの下方向ＤＤ側に配置されている。従って、車体９０がロール軸ＡｘＲを中心に振動する場合に、振動の振幅が過度に大きくなることを抑制できる。本実施例では、重心９０ｃをロール軸ＡｘＲの下方向ＤＤ側に配置するために、車体９０（図１）の要素のうち比較的重い要素であるバッテリ１２０が、低い位置に配置されている。具体的には、バッテリ１２０は、車体９０の本体部２０のうちの最も低い部分である底部２０ｂに固定されている。従って、重心９０ｃを、容易に、ロール軸ＡｘＲよりも低くできる。 As illustrated, in the present embodiment, the center of gravity 90c is disposed on the lower direction DD side of the roll axis AxR. Therefore, when the vehicle body 90 vibrates about the roll axis AxR, it is possible to suppress the amplitude of the vibration from becoming excessively large. In this embodiment, in order to arrange the center of gravity 90c on the lower direction DD side of the roll axis AxR, the battery 120 which is a relatively heavy element of the elements of the vehicle body 90 (FIG. 1) is arranged at a low position. Specifically, the battery 120 is fixed to the bottom portion 20 b which is the lowest portion of the main body portion 20 of the vehicle body 90. Therefore, the center of gravity 90c can be easily made lower than the roll axis AxR.
　図７は、旋回時の力のバランスの説明図である。図中には、旋回方向が右方向である場合の後輪１２Ｌ、１２Ｒの背面図が示されている。後述するように、旋回方向が右方向である場合、制御装置１１０（図１）は、後輪１２Ｌ、１２Ｒ（ひいては、車両１０）が地面ＧＬに対して右方向ＤＲに傾斜するように、リーンモータ２５を制御する場合がある。 FIG. 7 is an explanatory view of balance of force at the time of turning. A rear view of the rear wheels 12L and 12R when the turning direction is the right direction is shown in the figure. As described later, when the turning direction is the right direction, the control device 110 (FIG. 1) is lean so that the rear wheels 12L, 12R (and consequently the vehicle 10) incline in the right direction DR with respect to the ground GL The motor 25 may be controlled.
　図中の第１力Ｆ１は、車体９０に作用する遠心力である。第２力Ｆ２は、車体９０に作用する重力である。ここで、車体９０の質量をｍ（ｋｇ）とし、重力加速度をｇ（おおよそ、９．８ｍ／ｓ２）とし、鉛直方向に対する車両１０の傾斜角をＴ（度）とし、旋回時の車両１０の速度をＶ（ｍ／ｓ）とし、旋回半径をＲ（ｍ）とする。第１力Ｆ１と第２力Ｆ２とは、以下の式１、式２で表される。
　　　Ｆ１　＝　（ｍ＊Ｖ２）／Ｒ　　　　　　　　（式１）
　　　Ｆ２　＝　ｍ＊ｇ　　　　　　　　　　　　　（式２）
　ここで、＊は、乗算記号（以下、同じ）。 The first force F1 in the figure is a centrifugal force acting on the vehicle body 90. The second force F 2 is gravity acting on the vehicle body 90. Here, the mass of the vehicle body 90 is m (kg), the gravitational acceleration is g (approximately 9.8 m / s 2 ), and the inclination angle of the vehicle 10 with respect to the vertical direction is T (degrees). The velocity of V is m (m / s) and the radius of gyration is R (m). The first force F1 and the second force F2 are expressed by the following equations 1 and 2.
F1 = (m * V 2 ) / R (Equation 1)
F2 = m * g (equation 2)
Here, * is a multiplication symbol (same below).
　また、図中の力Ｆ１ｂは、第１力Ｆ１の、車両上方向ＤＶＵに垂直な方向の成分である。力Ｆ２ｂは、第２力Ｆ２の、車両上方向ＤＶＵに垂直な方向の成分である。力Ｆ１ｂと力Ｆ２ｂとは、以下の式３、式４で表される。
　　　Ｆ１ｂ　＝　Ｆ１＊ｃｏｓ（Ｔ）　　　　　　（式３）
　　　Ｆ２ｂ　＝　Ｆ２＊ｓｉｎ（Ｔ）　　　　　　（式４）
　ここで、「ｃｏｓ（）」は、余弦関数であり、「ｓｉｎ（）」は、正弦関数である（以下、同じ）。 The force F1b in the drawing is a component of the first force F1 in the direction perpendicular to the vehicle upward direction DVU. The force F2b is a component of the second force F2 in the direction perpendicular to the vehicle upward direction DVU. The force F1b and the force F2b are represented by the following equations 3 and 4.
F1b = F1 * cos (T) (Equation 3)
F2b = F2 * sin (T) (Equation 4)
Here, "cos ()" is a cosine function, and "sin ()" is a sine function (the same applies hereinafter).
　力Ｆ１ｂは、車両上方向ＤＶＵを左方向ＤＬ側に回動させる成分であり、力Ｆ２ｂは、車両上方向ＤＶＵを右方向ＤＲ側に回動させる成分である。車両１０が傾斜角Ｔ（さらには、速度Ｖと旋回半径Ｒ）を保ちつつ安定して旋回を続ける場合には、Ｆ１ｂとＦ２ｂとの関係は、以下の式５で表される
　　　Ｆ１ｂ　＝　Ｆ２ｂ　　　　　　　　　　　（式５）
　式５に上記の式１～式４を代入すると、旋回半径Ｒは、以下の式６で表される。
　　　Ｒ　＝　Ｖ２／（ｇ＊ｔａｎ（Ｔ））　　　（式６）
　ここで、「ｔａｎ（）」は、正接関数である（以下、同じ）。
　式６は、車体９０の質量ｍに依存せずに、成立する。ここで、式６の「Ｔ」を、左方向と右方向とを区別せずに傾斜角の大きさを表すパラメータＴａ（ここでは、傾斜角Ｔの絶対値）に置換することによって得られる以下の式６ａは、車体９０の傾斜方向に拘わらずに、成立する。
　　　Ｒ　＝　Ｖ２／（ｇ＊ｔａｎ（Ｔａ））　　　（式６ａ） The force F1b is a component for rotating the vehicle upward direction DVU to the left direction DL side, and the force F2b is a component for rotating the vehicle upward direction DVU to the right direction DR side. In the case where the vehicle 10 continues turning stably while maintaining the inclination angle T (further, the velocity V and the turning radius R), the relationship between F1b and F2b is expressed by the following equation 5: F1b = F2b ( Formula 5)
Substituting the equations 1 to 4 into the equation 5, the turning radius R is expressed by the following equation 6.
R = V 2 / (g * tan (T)) (Equation 6)
Here, "tan ()" is a tangent function (same below).
Expression 6 is established without depending on the mass m of the vehicle body 90. Here, the following can be obtained by substituting “T” in Equation 6 with a parameter Ta (here, the absolute value of the inclination angle T) representing the size of the inclination angle without distinguishing between the left direction and the right direction. Equation 6a is satisfied regardless of the inclination direction of the vehicle body 90.
R = V 2 / (g * tan (Ta)) (Equation 6a)
　図８は、車輪角ＡＦと旋回半径Ｒとの簡略化された関係を示す説明図である。図中には、下方向ＤＤを向いて見た車輪１２Ｆ、１２Ｌ、１２Ｒが示されている。図中では、前輪１２Ｆは、右方向ＤＲに回動しており、車両１０は、右方向ＤＲに旋回する。図中の前中心Ｃｆは、前輪１２Ｆの中心である。前中心Ｃｆは、前輪１２Ｆの回転軸上に位置している。下方向ＤＤを向いて車両１０を見る場合、前中心Ｃｆは、接触中心Ｐ１（図１）とおおよそ同じ位置に位置している。後中心Ｃｂは、２つの後輪１２Ｌ、１２Ｒの中心である。車体９０が傾斜していない場合、後中心Ｃｂは、後輪１２Ｌ、１２Ｒの回転軸上の、後輪１２Ｌ、１２Ｒの間の中央に位置している。下方向ＤＤを向いて車両１０を見る場合、後中心Ｃｂの位置は、２個の後輪１２Ｌ、１２Ｒの接触中心ＰｂＬ、ＰｂＲの間の中央の位置と、同じである。中心Ｃｒは、旋回の中心である（旋回中心Ｃｒと呼ぶ）。ホイールベースＬｈは、前中心Ｃｆと後中心Ｃｂとの間の前方向ＤＦの距離である。図１に示すように、ホイールベースＬｈは、前輪１２Ｆの回転軸と、後輪１２Ｌ、１２Ｒの回転軸との間の前方向ＤＦの距離である。 FIG. 8 is an explanatory view showing a simplified relationship between the wheel angle AF and the turning radius R. As shown in FIG. In the drawing, the wheels 12F, 12L, 12R viewed from the lower direction DD are shown. In the drawing, the front wheel 12F rotates in the right direction DR, and the vehicle 10 turns in the right direction DR. The front center Cf in the figure is the center of the front wheel 12F. The front center Cf is located on the rotation axis of the front wheel 12F. When the vehicle 10 is viewed in the downward direction DD, the front center Cf is approximately at the same position as the contact center P1 (FIG. 1). The rear center Cb is the center of the two rear wheels 12L, 12R. When the vehicle body 90 is not inclined, the rear center Cb is located at the center between the rear wheels 12L, 12R on the rotation axis of the rear wheels 12L, 12R. When the vehicle 10 is viewed in the downward direction DD, the position of the rear center Cb is the same as the center position between the contact centers PbL and PbR of the two rear wheels 12L and 12R. The center Cr is the center of turning (referred to as turning center Cr). The wheel base Lh is a distance in the forward direction DF between the front center Cf and the rear center Cb. As shown in FIG. 1, the wheel base Lh is a distance in the forward direction DF between the rotation axis of the front wheel 12F and the rotation axis of the rear wheels 12L, 12R.
　図８に示すように、前中心Ｃｆと後中心Ｃｂと旋回中心Ｃｒとは、直角三角形を形成する。点Ｃｂの内角は、９０度である。点Ｃｒの内角は、車輪角ＡＦと同じである。従って、車輪角ＡＦと旋回半径Ｒとの関係は、以下の式７で表される。
　　　ＡＦ　＝　ａｒｃｔａｎ（Ｌｈ／Ｒ）　　　（式７）
　　ここで「ａｒｃｔａｎ（）」は、正接関数の逆関数である（以下、同じ）。 As shown in FIG. 8, the front center Cf, the back center Cb, and the turning center Cr form a right triangle. The interior angle of the point Cb is 90 degrees. The interior angle of the point Cr is the same as the wheel angle AF. Therefore, the relationship between the wheel angle AF and the turning radius R is expressed by the following equation 7.
AF = arctan (Lh / R) (Equation 7)
Here, "arctan ()" is an inverse function of the tangent function (the same applies hereinafter).
　なお、現実の車両１０の挙動と、図８の簡略化された挙動と、の間には、種々の差異が存在する。例えば、現実の車輪１２Ｆ、１２Ｌ、１２Ｒは、地面ＧＬに対して滑り得る。また、現実の前輪１２Ｆと後輪１２Ｌ、１２Ｒは、傾斜する。従って、現実の旋回半径は、式７の旋回半径Ｒと異なり得る。ただし、式７は、車輪角ＡＦと旋回半径Ｒとの関係を示す良い近似式として、利用可能である。 There are various differences between the actual behavior of the vehicle 10 and the simplified behavior of FIG. 8. For example, real wheels 12F, 12L, 12R may slide relative to the ground GL. Also, the real front wheels 12F and rear wheels 12L and 12R are inclined. Thus, the actual turning radius may be different from the turning radius R of Equation 7. However, Equation 7 can be used as a good approximate expression showing the relationship between the wheel angle AF and the turning radius R.
　前進中に図５（Ｂ）のように車両１０が右方向ＤＲ側へ傾斜した場合、車体９０の重心９０ｃが右方向ＤＲ側へ移動するので、車両１０の進行方向は、右方向ＤＲ側へ変化する。これにより、前輪支持装置４１（図１）（ひいては、回動軸Ａｘ１（図５（Ｂ）））も、右方向ＤＲ側へ移動する。一方、前輪１２Ｆと地面ＧＬとの接触中心Ｐ１は、摩擦によって、直ぐに右方向ＤＲ側へ移動することはできない。そして、本実施例では、図１で説明したように、前輪１２Ｆは、正のトレールＬｔを有する。すなわち、接触中心Ｐ１は、回動軸Ａｘ１と地面ＧＬとの交点Ｐ２よりも、後方向ＤＢ側に位置している。これらの結果、前進中に車両１０が右方向ＤＲ側へ傾斜した場合、前輪１２Ｆの向き（すなわち、進行方向Ｄ１２（図２））は、自然に、車両１０の新たな進行方向、すなわち、傾斜方向（図５（Ｂ）の例では、右方向ＤＲ）に、回動可能である。図５（Ｂ）中の回動方向ＲＦは、車体９０が右方向ＤＲ側へ傾斜する場合の、回動軸Ａｘ１を中心とする前輪１２Ｆの回動方向を示している。操舵モータ６５のトルクが小さい場合には、前輪１２Ｆの向きは、傾斜角Ｔの変更開始に続いて、自然に、傾斜方向に回動する。そして、車両１０は、傾斜方向に向かって、旋回する。 Since the center of gravity 90c of the vehicle body 90 moves to the right direction DR side when the vehicle 10 leans to the right direction DR side as shown in FIG. 5 (B) during forward movement, the traveling direction of the vehicle 10 is to the right direction DR side Change. As a result, the front wheel support device 41 (FIG. 1) (and, consequently, the pivot axis Ax1 (FIG. 5B)) also moves in the right direction DR. On the other hand, the contact center P1 between the front wheel 12F and the ground GL can not move immediately to the right direction DR due to friction. Further, in the present embodiment, as described in FIG. 1, the front wheel 12F has a positive trail Lt. That is, the contact center P1 is located on the back direction DB side with respect to the intersection point P2 of the rotation axis Ax1 and the ground GL. As a result, when the vehicle 10 leans to the right direction DR during forward travel, the direction of the front wheel 12F (that is, the travel direction D12 (FIG. 2)) naturally becomes the new travel direction of the vehicle 10, that is, It is rotatable in the direction (right direction DR in the example of FIG. 5B). The pivoting direction RF in FIG. 5B indicates the pivoting direction of the front wheel 12F centered on the pivot axis Ax1 when the vehicle body 90 inclines to the right direction DR side. When the torque of the steering motor 65 is small, the direction of the front wheel 12F naturally rotates in the inclination direction following the start of the change of the inclination angle T. Then, the vehicle 10 turns in the inclination direction.
　また、旋回半径が上記の式６（ひいては、式６ａ）で表される旋回半径Ｒと同じである場合には、力Ｆ１ｂ、Ｆ２ｂ（図７、式５）が釣り合うので、車両１０の挙動の安定性が向上する。傾斜角Ｔで旋回する車両１０は、式６で表される旋回半径Ｒで旋回しようとする。また、車両１０が正のトレールＬｔを有するので、前輪１２Ｆの進行方向Ｄ１２は、自然に、車両１０の進行方向と同じになる。従って、車両１０が傾斜角Ｔで旋回する場合、左右に回動できる前輪１２Ｆの向き（すなわち、車輪角ＡＦ）は、式６で表される旋回半径Ｒと、式７と、から特定される車輪角ＡＦの向きに、落ち着き得る。このように、車輪角ＡＦは、車体９０の傾斜に追随して、変化する。 Further, when the turning radius is the same as the turning radius R represented by the above equation 6 (and consequently the equation 6a), the forces F1b and F2b (FIG. 7, equation 5) are balanced, so the behavior of the vehicle 10 Stability is improved. The vehicle 10 turning at the inclination angle T tries to turn at a turning radius R expressed by Equation 6. Further, since the vehicle 10 has the positive trail Lt, the traveling direction D12 of the front wheel 12F naturally becomes the same as the traveling direction of the vehicle 10. Therefore, when the vehicle 10 turns at the inclination angle T, the orientation of the front wheel 12F that can turn to the left and right (ie, the wheel angle AF) is specified from the turning radius R expressed by Expression 6 and Expression 7. You can calm down in the direction of the wheel angle AF. Thus, the wheel angle AF changes following the inclination of the vehicle body 90.
　また、図１で説明したように、本実施例では、前輪支持装置４１は、車体９０に固定されている。従って、車体９０が傾斜する場合、前輪支持装置４１の回動軸Ａｘ１は、車体９０とともに傾斜する。さらに、本実施例では、トレールＬｔは正である。この場合、車両１０の傾斜は、前輪１２Ｆに、進行方向Ｄ１２を傾斜方向に回動させる第１トルクを作用させる。図９は、第１トルクｔｑ１の説明図である。図９（Ａ）には、下方向ＤＤを向いて見た車両１０の概略が示され、図９（Ｂ）には、前方向ＤＦを向いて見た前輪１２Ｆの概略が示されている。これらの図は、水平な地面ＧＬ上で前進中の車両１０の車体９０が右方向ＤＲ側へ傾斜した状態を、示している。図９（Ｂ）に示すように、前輪１２Ｆは、右方向ＤＲ側に傾斜している。この状態で、前輪１２Ｆは、地面ＧＬに接触して、車両１０の重量の一部を、支えている。従って、前輪１２Ｆは、地面ＧＬから、上方向ＤＵの力Ｆｐａを受ける。力Ｆｐａは、前輪１２Ｆの接触中心Ｐ１に、作用する。このような力Ｆｐａは、前輪１２Ｆの回動軸Ａｘ１に平行な成分Ｆｐａｘと、回動軸Ａｘ１に垂直に左方向ＤＬ側に向かう成分Ｆｐａ１と、を含んでいる。垂直成分Ｆｐａ１は、前輪１２Ｆの接触中心Ｐ１を左方向ＤＬへ移動させる。 Further, as described in FIG. 1, in the present embodiment, the front wheel support device 41 is fixed to the vehicle body 90. Therefore, when the vehicle body 90 is inclined, the pivot axis Ax1 of the front wheel support device 41 is inclined together with the vehicle body 90. Furthermore, in the present embodiment, the trail Lt is positive. In this case, the inclination of the vehicle 10 causes the front wheel 12F to exert a first torque that causes the traveling direction D12 to rotate in the inclination direction. FIG. 9 is an explanatory diagram of the first torque tq1. FIG. 9 (A) shows a schematic of the vehicle 10 viewed from the lower direction DD, and FIG. 9 (B) shows a schematic of the front wheel 12F viewed from the forward direction DF. These drawings show a state in which the vehicle body 90 of the vehicle 10 moving forward on the horizontal ground GL is inclined to the right direction DR. As shown in FIG. 9B, the front wheel 12F is inclined toward the right direction DR. In this state, the front wheel 12F contacts the ground GL and supports a portion of the weight of the vehicle 10. Therefore, the front wheel 12F receives the force Fpa in the upward direction DU from the ground GL. The force Fpa acts on the contact center P1 of the front wheel 12F. Such force Fpa includes a component Fpax parallel to the rotation axis Ax1 of the front wheel 12F, and a component Fpa1 perpendicular to the rotation axis Ax1 and directed to the left direction DL side. The vertical component Fpa1 moves the contact center P1 of the front wheel 12F in the left direction DL.
　図９（Ａ）に示すように、前輪１２Ｆの接触中心Ｐ１には、左方向ＤＬ側を向いた力Ｆｐａ１が、作用する。また、前輪１２Ｆの回動軸Ａｘ１と地面との交点Ｐ２は、接触中心Ｐ１よりも、前方向ＤＦ側に位置している。従って、力Ｆｐａ１に起因して、前輪１２Ｆには、前輪１２Ｆの方向Ｄ１２を右方向ＤＲ側に回動させる第１部分トルクｔｑ１１が、作用する。力Ｆｐａ１は、傾斜角Ｔの絶対値がゼロから増大することに応じて、大きくなる。従って、力Ｆｐａ１に起因する第１部分トルクｔｑ１１は、傾斜角Ｔの絶対値が大きいほど、大きい。 As shown in FIG. 9A, a force Fpa1 directed to the left direction DL acts on the contact center P1 of the front wheel 12F. Further, an intersection point P2 between the rotation axis Ax1 of the front wheel 12F and the ground is located on the front direction DF side with respect to the contact center P1. Therefore, due to the force Fpa1, a first partial torque tq11 that rotates the direction D12 of the front wheel 12F to the right direction DR acts on the front wheel 12F. The force Fpa1 increases as the absolute value of the tilt angle T increases from zero. Therefore, the first partial torque tq11 resulting from the force Fpa1 increases as the absolute value of the inclination angle T increases.
　図９（Ｃ）には、右方向ＤＲを向いて見た前輪１２Ｆの概略が示されている。この図は、図９（Ａ）、図９（Ｂ）と同じ状態の前輪１２Ｆを示している。上述したように、前輪１２Ｆの接触中心Ｐ１は、地面ＧＬから、上方向ＤＵの力Ｆｐａを受ける。また、図示するように、本実施例では、前輪１２Ｆのキャスター角ＣＡは、ゼロよりも大きい。力Ｆｐａは、前輪１２Ｆの回動軸Ａｘ１に平行な成分Ｆｐａｘと、回動軸Ａｘ１に垂直に前方向ＤＦ側に向かう成分Ｆｐａ２と、を含んでいる。垂直成分Ｆｐａ２は、前輪１２Ｆの接触中心Ｐ１を前方向ＤＦへ移動させる。 FIG. 9C shows a schematic view of the front wheel 12F as viewed in the right direction DR. This figure shows the front wheel 12F in the same state as in FIGS. 9 (A) and 9 (B). As described above, the contact center P1 of the front wheel 12F receives the force Fpa in the upward direction DU from the ground GL. Further, as illustrated, in the present embodiment, the caster angle CA of the front wheel 12F is larger than zero. The force Fpa includes a component Fpax parallel to the rotation axis Ax1 of the front wheel 12F, and a component Fpa2 perpendicular to the rotation axis Ax1 and heading in the forward direction DF. The vertical component Fpa2 moves the contact center P1 of the front wheel 12F in the forward direction DF.
　図９（Ｄ）には、下方向ＤＤを向いて見た前輪１２Ｆの概略が示されている。この図は、図９（Ａ）、図９（Ｂ）と同様の状態の前輪１２Ｆを示している。図中には、比較的小さい車輪角ＡＦ１の前輪１２Ｆと、比較的大きい車輪角ＡＦ２の前輪１２Ｆとが、示されている。図９（Ｃ）で説明したように、前輪１２Ｆの接触中心Ｐ１には、前方向ＤＦ側に向かう力Ｆｐａ２が作用する。また、前輪１２Ｆの進行方向Ｄ１２が右方向ＤＲ側に回動している場合、接触中心Ｐ１は、回動軸Ａｘ１の交点Ｐ２よりも左方向ＤＬ側に位置している。従って、力Ｆｐａ２に起因して、前輪１２Ｆには、前輪１２Ｆの方向Ｄ１２を右方向ＤＲ側に回動させる第２部分トルクｔｑ１２が、作用する。第２部分トルクｔｑ１２の大きさは、力Ｆｐａ２の大きさが一定である場合、接触中心Ｐ１と回動軸Ａｘ１の交点Ｐ２との間の、力Ｆｐａ２の方向に垂直な方向（ここでは、右方向ＤＲと同じ）の距離が大きいほど、大きい（垂直距離と呼ぶ）。図中の距離Ｄ１は、車輪角ＡＦが比較的小さい車輪角ＡＦ１である場合の垂直距離であり、距離Ｄ２は、車輪角ＡＦが比較的大きい車輪角ＡＦ２である場合の垂直距離である。前輪１２ＦのトレールＬｔ（図１）は、ゼロよりも大きい。従って、図９（Ｄ）に示すように、車輪角ＡＦが大きいほど、垂直距離は大きい。従って、第２部分トルクｔｑ１２は、車輪角ＡＦが大きいほど、大きい。 FIG. 9D schematically shows the front wheel 12F viewed from the lower direction DD. This figure shows the front wheel 12F in the same state as in FIGS. 9 (A) and 9 (B). In the figure, a front wheel 12F with a relatively small wheel angle AF1 and a front wheel 12F with a relatively large wheel angle AF2 are shown. As described in FIG. 9C, a force Fpa2 directed to the forward direction DF acts on the contact center P1 of the front wheel 12F. Further, when the traveling direction D12 of the front wheel 12F is pivoted to the right direction DR side, the contact center P1 is positioned on the left direction DL side with respect to the intersection point P2 of the pivot axis Ax1. Therefore, due to the force Fpa2, a second partial torque tq12 that rotates the direction D12 of the front wheel 12F to the right direction DR acts on the front wheel 12F. When the magnitude of the force Fpa2 is constant, the magnitude of the second partial torque tq12 is perpendicular to the direction of the force Fpa2 between the contact center P1 and the intersection point P2 of the rotation axis Ax1 (here, the right The larger the distance in the direction DR), the larger the distance (called vertical distance). A distance D1 in the drawing is a vertical distance when the wheel angle AF is a relatively small wheel angle AF1, and a distance D2 is a vertical distance when the wheel angle AF is a relatively large wheel angle AF2. The trail Lt (FIG. 1) of the front wheel 12F is larger than zero. Therefore, as shown in FIG. 9 (D), the larger the wheel angle AF, the larger the vertical distance. Therefore, the second partial torque tq12 is larger as the wheel angle AF is larger.
　第１トルクｔｑ１（図９（Ａ））は、これらの部分トルクｔｑ１１、ｔｑ１２の合計である。第１トルクｔｑ１は、前輪１２Ｆの方向Ｄ１２を車体９０の傾斜方向に回動させる。図示を省略するが、図６（Ｂ）のように地面ＧＬｘが鉛直上方向ＤＵに対して傾斜している場合も、鉛直上方向ＤＵに対して車体９０が傾斜することによって、第１トルクｔｑ１が前輪１２Ｆに作用する。第１トルクｔｑ１の向きは、前輪１２Ｆの方向Ｄ１２を鉛直上方向ＤＵに対する車体９０の傾斜方向である。 The first torque tq1 (FIG. 9A) is the sum of these partial torques tq11 and tq12. The first torque tq1 rotates the direction D12 of the front wheel 12F in the inclination direction of the vehicle body 90. Although illustration is omitted, even when the ground GLx is inclined with respect to the vertically upward direction DU as shown in FIG. 6B, the first torque tq1 is caused by the vehicle body 90 being inclined with respect to the vertically upward direction DU. Acts on the front wheel 12F. The direction of the first torque tq1 is the inclination direction of the vehicle body 90 with respect to the direction D12 of the front wheel 12F with respect to the vertically upward direction DU.
　また、本実施例では、車体９０が傾斜する場合に、前輪１２Ｆには、トレールＬｔに依存せずに、車輪角ＡＦを傾斜方向に回動させる力が作用する。図１０は、回転する前輪１２Ｆに作用する力の説明図である。図中には、前輪１２Ｆの斜視図が示されている。図１０の例では、前輪１２Ｆの方向Ｄ１２は、前方向ＤＦと同じである。回転軸Ａｘ２は、前輪１２Ｆの回転軸である。車両１０が前進する場合、前輪１２Ｆは、この回転軸Ａｘ２を中心に、回転する。図中には、前輪支持装置４１（図１）の回動軸Ａｘ１と、前軸Ａｘ３とが示されている。回動軸Ａｘ１は、上方向ＤＵ側から下方向ＤＤ側に向かって延びている。前軸Ａｘ３は、前輪１２Ｆの重心１２Ｆｃを通り、前輪１２Ｆの方向Ｄ１２に平行な軸である。なお、前輪１２Ｆの回転軸Ａｘ２も、前輪１２Ｆの重心１２Ｆｃを通っている。 Further, in the present embodiment, when the vehicle body 90 inclines, a force that rotates the wheel angle AF in the inclination direction acts on the front wheel 12F without depending on the trail Lt. FIG. 10 is an explanatory view of a force acting on the rotating front wheel 12F. A perspective view of the front wheel 12F is shown in the figure. In the example of FIG. 10, the direction D12 of the front wheel 12F is the same as the forward direction DF. The rotation axis Ax2 is a rotation axis of the front wheel 12F. When the vehicle 10 moves forward, the front wheel 12F rotates about the rotation axis Ax2. In the drawing, a pivot axis Ax1 of the front wheel support device 41 (FIG. 1) and a front axis Ax3 are shown. The rotation axis Ax1 extends from the upper direction DU to the lower direction DD. The front axis Ax3 passes through the center of gravity 12Fc of the front wheel 12F and is parallel to the direction D12 of the front wheel 12F. The rotation axis Ax2 of the front wheel 12F also passes through the center of gravity 12Fc of the front wheel 12F.
　本実施例では、前輪支持装置４１が車体９０に固定されている。従って、車体９０が傾斜する場合には、前輪支持装置４１が車体９０とともに傾斜するので、前輪１２Ｆの回転軸Ａｘ２も、同様に、同じ方向へ傾斜しようとする。走行中の車両１０の車体９０が右方向ＤＲ側に傾斜する場合、回転軸Ａｘ２を中心に回転する前輪１２Ｆに、右方向ＤＲ側へ傾斜させるトルクＴｑｘ（図１０）が作用する。このトルクＴｑｘは、前軸Ａｘ３を中心に前輪１２Ｆを右方向ＤＲ側へ傾斜させようとする力の成分を含んでいる。このように、回転する物体に外部トルクが印加される場合の物体の運動は、歳差運動として知られている。例えば、回転する物体は、回転軸と外部トルクの軸とに垂直な軸を中心に、回動する。図１０の例では、トルクＴｑｘの印加によって、回転する前輪１２Ｆは、前輪支持装置４１の回動軸Ａｘ１を中心に右方向ＤＲ側へ回動する。このように、回転する前輪１２Ｆの角運動量に起因して、前輪１２Ｆの方向Ｄ１２（すなわち、車輪角ＡＦ）は、車体９０の傾斜に追随して変化する。 In the present embodiment, the front wheel support device 41 is fixed to the vehicle body 90. Therefore, when the vehicle body 90 inclines, the front wheel support device 41 inclines together with the vehicle body 90, so the rotation axis Ax2 of the front wheel 12F also tends to incline in the same direction. When the vehicle body 90 of the traveling vehicle 10 leans in the right direction DR, a torque Tqx (FIG. 10) acting on the front wheel 12F rotating about the rotation axis Ax2 acts on the front wheel 12F. The torque Tqx includes a component of force that causes the front wheel 12F to lean toward the right direction DR about the front axis Ax3. Thus, the motion of an object when an external torque is applied to the rotating object is known as precession. For example, a rotating object pivots about an axis perpendicular to the axis of rotation and the axis of external torque. In the example of FIG. 10, the rotating front wheel 12F pivots in the right direction DR about the pivot axis Ax1 of the front wheel support device 41 by the application of the torque Tqx. Thus, due to the angular momentum of the rotating front wheel 12F, the direction D12 of the front wheel 12F (ie, the wheel angle AF) changes following the inclination of the vehicle body 90.
　以上、車両１０が右方向ＤＲ側に傾斜する場合について説明した。車両１０が左方向ＤＬ側に傾斜する場合も、同様に、前輪１２Ｆの方向Ｄ１２（すなわち、車輪角ＡＦ）は、車体９０の傾斜に追随して左方向ＤＬ側へ回動する。 In the above, the case where the vehicle 10 leans to the right direction DR side was demonstrated. Similarly, when the vehicle 10 leans to the left direction DL, the direction D12 of the front wheel 12F (ie, the wheel angle AF) rotates to the left direction DL following the inclination of the vehicle body 90.
　操舵モータ６５のトルクが小さい場合、前輪支持装置４１は、以下のように、前輪１２Ｆを支持している。すなわち、前輪１２Ｆは、ハンドル４１ａに入力される情報に拘わらず、車体９０の傾斜の変化に追随して、車体９０に対して左右に回動可能である。例えば、ハンドル４１ａが直進を示す所定方向を向いた状態に維持される場合であっても、車体９０の傾斜角Ｔが右方向に変化する場合には、前輪１２Ｆは、傾斜角Ｔの変化に追随して、右方向に回動し得る（すなわち、車輪角ＡＦは、右方向に変化し得る）。前輪支持装置４１がこのように前輪１２Ｆを支持していることは、以下のように言い換えられる。すなわち、前輪支持装置４１は、ハンドル４１ａに入力される１つの操作量に対する前輪１２Ｆの車輪角ＡＦが１つの車輪角ＡＦに制限されないように、車体９０の傾斜の変化に追随して車体９０に対して左右に回動可能に、前輪１２Ｆを支持している。 When the torque of the steering motor 65 is small, the front wheel support device 41 supports the front wheel 12F as follows. That is, the front wheel 12F can turn to the left and right with respect to the vehicle body 90 following the change of the inclination of the vehicle body 90 regardless of the information input to the steering wheel 41a. For example, even when the steering wheel 41a is maintained in a predetermined direction indicating straight travel, the front wheel 12F changes in the inclination angle T when the inclination angle T of the vehicle body 90 changes in the right direction. Following, it can turn to the right (ie, the wheel angle AF can change to the right). The fact that the front wheel support device 41 supports the front wheel 12F in this manner is paraphrased as follows. That is, the front wheel support device 41 follows the change of the inclination of the vehicle body 90 to the vehicle body 90 so that the wheel angle AF of the front wheel 12F is not limited to one wheel angle AF with respect to one operation amount input to the steering wheel 41a. The front wheel 12F is supported so as to be rotatable to the left and right.
　なお、図１に示すように、前輪支持装置４１は、ハンドル４１ａの支持棒４１ａｘと前フォーク１７とを連結する接続部５０を、有している。接続部５０は、支持棒４１ａｘに固定された第１部分５１と、前フォーク１７に固定された第２部分５２と、第１部分５１と第２部分５２とを接続する第３部分５３と、を含んでいる。接続部５０は、ハンドル４１ａに、支持棒４１ａｘを介して間接的に接続され、前フォーク１７に、直接的に接続されている。第３部分５３は、本実施例では、弾性体であり、具体的には、コイルバネである。ユーザがハンドル４１ａを右または左に回動させる場合、ハンドル４１ａにユーザによって印加された右向きまたは左向きの力は、接続部５０を介して、前フォーク１７へ伝達される。すなわち、ユーザは、ハンドル４１ａを操作することによって、前フォーク１７、ひいては、前輪１２Ｆに、右向きまたは左向きの力を、印加できる。操舵モータ６５が許容モードで制御される場合、前輪１２Ｆの方向Ｄ１２が意図しない方向に変化し得る（すなわち、車輪角ＡＦが意図する角度と異なり得る）。この場合、ユーザは、ハンドル４１ａを操作することによって、前輪１２Ｆの向き（すなわち、車輪角ＡＦ）を修正できる。これにより、走行安定性を向上できる。例えば、路面の凹凸などの外部の要因に応じて、車輪角ＡＦが変化する場合に、ユーザは、ハンドル４１ａを操作することによって、車輪角ＡＦを修正できる。 As shown in FIG. 1, the front wheel support device 41 has a connecting portion 50 that connects the support bar 41 ax of the handle 41 a and the front fork 17. The connecting portion 50 includes a first portion 51 fixed to the support rod 41 ax, a second portion 52 fixed to the front fork 17, and a third portion 53 connecting the first portion 51 and the second portion 52. Contains. The connection portion 50 is indirectly connected to the handle 41 a via the support rod 41 ax and directly connected to the front fork 17. In the present embodiment, the third portion 53 is an elastic body, and more specifically, a coil spring. When the user turns the handle 41 a to the right or to the left, the right- or left-directed force applied by the user to the handle 41 a is transmitted to the front fork 17 via the connection portion 50. That is, the user can apply a rightward or leftward force to the front fork 17 and thus to the front wheel 12F by operating the handle 41a. When the steering motor 65 is controlled in the allowable mode, the direction D12 of the front wheel 12F may change in an unintended direction (ie, the wheel angle AF may differ from the intended angle). In this case, the user can correct the orientation of the front wheel 12F (ie, the wheel angle AF) by operating the steering wheel 41a. This can improve the running stability. For example, when the wheel angle AF changes in accordance with external factors such as road surface irregularities, the user can correct the wheel angle AF by operating the steering wheel 41a.
　接続部５０は、ハンドル４１ａと前フォーク１７とを緩く接続する。例えば、接続部５０の第３部分５３のバネ定数は、十分に小さい値に設定されている。このような接続部５０は、操舵モータ６５のトルクが小さい場合に、ハンドル４１ａに入力されるハンドル角に拘わらずに、前輪１２Ｆが車体９０の傾斜の変化に追随して車体９０に対して左右に回動することを、許容する。従って、車輪角ＡＦは傾斜角Ｔに適した角度に変化できるので、走行安定性が向上する。 The connection portion 50 loosely connects the handle 41 a and the front fork 17. For example, the spring constant of the third portion 53 of the connection portion 50 is set to a sufficiently small value. In such a connecting portion 50, when the torque of the steering motor 65 is small, the front wheels 12F follow the change in the inclination of the vehicle body 90 and thereby the left and right with respect to the vehicle body 90 regardless of the steering wheel angle input to the steering wheel 41a Allow to rotate to Therefore, since the wheel angle AF can be changed to an angle suitable for the inclination angle T, the traveling stability is improved.
　接続部５０が、緩い接続を実現する場合、すなわち、前輪１２Ｆの上記のような回動を許容する場合、車両１０は、以下のように動作し得る。例えば、ハンドル４１ａが左方向に回動される場合であっても、車体９０が右方向に傾斜する場合には、前輪１２Ｆは、右方向に回動し得る。また、アスファルト舗装された平らで乾燥した道路上に車両１０が停止している状態で、ハンドル４１ａを右と左とに回動させる場合に、ハンドル角と車輪角ＡＦとの一対一の関係は維持されない。ハンドル４１ａに印加される力は、接続部５０を介して、前フォーク１７に伝達されるので、車輪角ＡＦは、ハンドル角の変化に応じて、変化し得る。ただし、ハンドル角が１つの特定の値になるようにハンドル４１ａの向きが調整された時の車輪角ＡＦは、１つの値に固定されず、変化し得る。例えば、ハンドル４１ａと前輪１２Ｆとの両方が直進方向を向く状態で、ハンドル４１ａが右方向に回動される。これにより、前輪１２Ｆは、右を向く。この後に、ハンドル４１ａが再び直進方向に戻される。ここで、前輪１２Ｆは、直進方向を向かず、右を向いた状態に、維持され得る。また、ハンドル４１ａを右または左に回動させたとしても、車両１０は、ハンドル４１ａの方向に旋回できない場合がある。また、車両１０が停止している場合には、車両１０が走行している場合と比べて、ハンドル角の変化量に対する車輪角ＡＦの変化量の割合が小さい場合がある。 If the connection 50 realizes a loose connection, that is, if the above-described pivoting of the front wheel 12F is permitted, the vehicle 10 may operate as follows. For example, even when the handle 41a is pivoted to the left, when the vehicle body 90 is inclined to the right, the front wheel 12F can pivot to the right. Moreover, in the state where the vehicle 10 is stopped on a flat and dry road which is asphalt-paved, when the steering wheel 41a is turned to the right and left, the one-to-one relationship between the steering wheel angle and the wheel angle AF is Not maintained. The force applied to the handle 41a is transmitted to the front fork 17 via the connection 50, so that the wheel angle AF may change in response to a change in the steering wheel angle. However, when the orientation of the steering wheel 41a is adjusted such that the steering wheel angle becomes one specific value, the wheel angle AF is not fixed to one value and may change. For example, the steering wheel 41a is turned to the right while both the steering wheel 41a and the front wheel 12F are in the linear direction. Thereby, the front wheel 12F turns to the right. After this, the handle 41a is returned to the straight ahead direction again. Here, the front wheel 12F can be maintained in a state in which it does not go straight ahead, but faces right. In addition, even if the steering wheel 41a is turned to the right or to the left, the vehicle 10 may not be able to turn in the direction of the steering wheel 41a. When the vehicle 10 is stopped, the ratio of the change amount of the wheel angle AF to the change amount of the steering wheel angle may be smaller than when the vehicle 10 is traveling.
　また、前輪１２Ｆの方向Ｄ１２がハンドル角に対応付けられた適切な方向である場合、接続部５０によって前フォーク１７に付与されるトルクは、ゼロである。前輪１２Ｆの方向Ｄ１２がハンドル角に対応付けられた適切な方向からずれた場合、接続部５０は、前輪１２Ｆの方向Ｄ１２のずれを抑制するトルクを、前フォーク１７に付与する。このように、接続部５０は、ハンドル角を用いて特定される方向からの前フォーク１７の回動に対する抵抗トルクを生成する抵抗トルク生成部の例である。 Further, when the direction D12 of the front wheel 12F is an appropriate direction associated with the steering wheel angle, the torque applied to the front fork 17 by the connecting portion 50 is zero. When the direction D12 of the front wheel 12F deviates from the appropriate direction associated with the steering wheel angle, the connection unit 50 applies a torque that suppresses the deviation of the direction D12 of the front wheel 12F to the front fork 17. Thus, the connection unit 50 is an example of a resistance torque generation unit that generates a resistance torque for the rotation of the front fork 17 from the direction specified using the steering wheel angle.
Ａ２．車両１０の制御：
　図１１は、車両１０の制御に関する構成を示すブロック図である。車両１０は、制御に関する構成として、車速センサ１２２と、ハンドル角センサ１２３と、車輪角センサ１２４と、制御角センサ１２５と、鉛直方向センサ１２６と、軸トルクセンサ１２７と、アクセルペダルセンサ１４５と、ブレーキペダルセンサ１４６と、シフトスイッチ４７と、制御装置１１０と、右電気モータ５１Ｒと、左電気モータ５１Ｌと、リーンモータ２５と、操舵モータ６５と、を有している。 A2. Control of Vehicle 10:
FIG. 11 is a block diagram showing a configuration regarding control of the vehicle 10. As shown in FIG. The vehicle 10 has a vehicle speed sensor 122, a steering wheel angle sensor 123, a wheel angle sensor 124, a control angle sensor 125, a vertical direction sensor 126, an axial torque sensor 127, and an accelerator pedal sensor 145 as components related to control. A brake pedal sensor 146, a shift switch 47, a control device 110, a right electric motor 51R, a left electric motor 51L, a lean motor 25, and a steering motor 65 are provided.
　車速センサ１２２は、車両１０の車速を検出するセンサである。本実施例では、車速センサ１２２は、前フォーク１７（図１）の下端に取り付けられており、前輪１２Ｆの回転速度、すなわち、車速を検出する。 The vehicle speed sensor 122 is a sensor that detects the vehicle speed of the vehicle 10. In the present embodiment, the vehicle speed sensor 122 is attached to the lower end of the front fork 17 (FIG. 1), and detects the rotational speed of the front wheel 12F, that is, the vehicle speed.
　ハンドル角センサ１２３は、ハンドル４１ａの向き（すなわち、ハンドル角）を検出するセンサである。本実施例では、ハンドル角センサ１２３は、ハンドル４１ａ（図１）に固定された支持棒４１ａｘに取り付けられている。 The steering wheel angle sensor 123 is a sensor that detects the orientation of the steering wheel 41a (ie, the steering wheel angle). In the present embodiment, the handle angle sensor 123 is attached to a support bar 41 ax fixed to the handle 41 a (FIG. 1).
　車輪角センサ１２４は、前輪１２Ｆの車輪角ＡＦを検出するセンサである。本実施例では、車輪角センサ１２４は、操舵モータ６５（図１）に取り付けられている。 The wheel angle sensor 124 is a sensor that detects the wheel angle AF of the front wheel 12F. In the present embodiment, the wheel angle sensor 124 is attached to the steering motor 65 (FIG. 1).
　制御角センサ１２５は、制御角Ｔｃを検出するセンサである。制御角センサ１２５は、リーンモータ２５に取り付けられている（図４）。 The control angle sensor 125 is a sensor that detects the control angle Tc. The control angle sensor 125 is attached to the lean motor 25 (FIG. 4).
　鉛直方向センサ１２６は、鉛直下方向ＤＤを特定するセンサである。本実施例では、鉛直方向センサ１２６は、加速度センサ１２６ａと、ジャイロセンサ１２６ｇと、制御部１２６ｃと、を含んでいる。 The vertical direction sensor 126 is a sensor that specifies the vertically downward direction DD. In the present embodiment, the vertical direction sensor 126 includes an acceleration sensor 126a, a gyro sensor 126g, and a control unit 126c.
　加速度センサは、任意の方向の加速度を検出するセンサであり、例えば、３軸の加速度センサである。以下、加速度センサ１２６ａによって検出される加速度の方向を、検出方向と呼ぶ。車両１０が停止している状態では、検出方向は、鉛直下方向ＤＤと同じである。すなわち、検出方向の反対の方向が、鉛直上方向ＤＵである。 The acceleration sensor is a sensor that detects acceleration in any direction, and is, for example, a three-axis acceleration sensor. Hereinafter, the direction of acceleration detected by the acceleration sensor 126a is referred to as a detection direction. In the state where the vehicle 10 is stopped, the detection direction is the same as the vertically downward direction DD. That is, the direction opposite to the detection direction is the vertically upward direction DU.
　ジャイロセンサ１２６ｇは、任意の方向の回転軸を中心とする角加速度を検出するセンサであり、例えば、３軸の角加速度センサである。 The gyro sensor 126g is a sensor that detects an angular acceleration centered on a rotation axis in an arbitrary direction, and is, for example, a three-axis angular acceleration sensor.
　制御部１２６ｃは、加速度センサ１２６ａからの信号とジャイロセンサ１２６ｇからの信号とを用いて鉛直下方向ＤＤを特定する装置である。制御部１２６ｃは、例えば、コンピュータを含むデータ処理装置である。 The control unit 126c is a device that specifies the vertically downward direction DD using the signal from the acceleration sensor 126a and the signal from the gyro sensor 126g. The control unit 126c is, for example, a data processing apparatus including a computer.
　加速度センサ１２６ａとジャイロセンサ１２６ｇとは、車両１０の種々の部材に固定されてよい。例えば、加速度センサ１２６ａとジャイロセンサ１２６ｇは、同じ部材に固定される。図１の実施例では、加速度センサ１２６ａとジャイロセンサ１２６ｇ、ひいては、鉛直方向センサ１２６は、本体部２０の後部２０ｃに固定されている。 The acceleration sensor 126 a and the gyro sensor 126 g may be fixed to various members of the vehicle 10. For example, the acceleration sensor 126a and the gyro sensor 126g are fixed to the same member. In the embodiment of FIG. 1, the acceleration sensor 126 a and the gyro sensor 126 g and hence the vertical direction sensor 126 are fixed to the rear portion 20 c of the main body 20.
　車両１０の走行時には、検出方向は、車両１０の動きに応じて、鉛直下方向ＤＤからずれ得る。例えば、車両１０が前進中に加速する場合、検出方向は、鉛直下方向ＤＤに対して後方向ＤＢ側に傾斜する方向に、ずれる。車両１０が前進中に減速する場合、検出方向は、鉛直下方向ＤＤに対して前方向ＤＦ側に傾斜する方向に、ずれる。車両１０が前進中に左方向に旋回する場合、検出方向は、鉛直下方向ＤＤに対して右方向ＤＲ側に傾斜する方向に、ずれる。車両１０が前進中に右方向に旋回する場合、検出方向は、鉛直下方向ＤＤに対して左方向ＤＬ側に傾斜する方向に、ずれる。 When the vehicle 10 travels, the detection direction may be offset from the vertically downward direction DD according to the movement of the vehicle 10. For example, when the vehicle 10 accelerates while moving forward, the detection direction is shifted in the direction to lean backward DB with respect to the vertically downward direction DD. When the vehicle 10 decelerates during forward travel, the detection direction is shifted in a direction in which it leans forward with respect to the vertically downward direction DD. When the vehicle 10 turns to the left during forward movement, the detection direction is shifted in the direction inclined to the right direction DR with respect to the vertically downward direction DD. When the vehicle 10 turns to the right during forward movement, the detection direction is shifted in the direction to lean to the left direction DL with respect to the vertically downward direction DD.
　鉛直方向センサ１２６の制御部１２６ｃは、車速センサ１２２によって特定される車速Ｖを用いることによって、車両１０の加速度を算出する。そして、制御部１２６ｃは、加速度を用いることによって、車両１０の加速度に起因する鉛直下方向ＤＤに対する検出方向のずれを特定する（例えば、検出方向の前方向ＤＦまたは後方向ＤＢのずれが特定される）。また、制御部１２６ｃは、ジャイロセンサ１２６ｇによって特定される角加速度を用いることによって、車両１０の角加速度に起因する鉛直下方向ＤＤに対する検出方向のずれを特定する（例えば、検出方向の右方向ＤＲまたは左方向ＤＬのずれが、特定される）。制御部１２６ｃは、特定されたずれを用いて検出方向を修正することによって、鉛直下方向ＤＤを特定する。このように鉛直方向センサ１２６は、車両１０の種々の走行状態において、適切な鉛直下方向ＤＤを特定できる。 The control unit 126 c of the vertical direction sensor 126 calculates the acceleration of the vehicle 10 by using the vehicle speed V specified by the vehicle speed sensor 122. Then, the control unit 126c specifies the deviation of the detection direction with respect to the vertically downward direction DD due to the acceleration of the vehicle 10 by using the acceleration (for example, the deviation of the forward direction DF or the backward direction DB of the detection direction is specified) ). Further, the control unit 126c specifies the deviation of the detection direction with respect to the vertically downward direction DD caused by the angular acceleration of the vehicle 10 by using the angular acceleration specified by the gyro sensor 126g (for example, right direction DR of the detection direction). Or a shift in the left direction DL is identified). The control unit 126c identifies the vertically downward direction DD by correcting the detection direction using the identified deviation. Thus, the vertical direction sensor 126 can specify an appropriate vertically downward direction DD in various traveling states of the vehicle 10.
　制御部１２６ｃは、特定した鉛直下方向ＤＤを示す鉛直下方向情報を、出力する。鉛直下方向情報は、鉛直方向センサ１２６の予め決められた基準方向に対する鉛直下方向ＤＤを示している。本実施例では、鉛直方向センサ１２６は、車体９０（具体的には、本体部２０）に固定されている。従って、車体９０の車両上方向ＤＶＵと、鉛直方向センサ１２６の基準方向と、の間の対応関係は、予め決められている（センサ方向関係と呼ぶ）。このセンサ方向関係を用いることによって、鉛直下方向情報によって示される鉛直下方向ＤＤを、車体９０の車両上方向ＤＶＵに対する鉛直下方向ＤＤに、変換できる。 The control unit 126c outputs vertically downward information indicating the specified vertically downward direction DD. The vertically downward direction information indicates a vertically downward direction DD with respect to a predetermined reference direction of the vertical direction sensor 126. In the present embodiment, the vertical direction sensor 126 is fixed to the vehicle body 90 (specifically, the main body portion 20). Therefore, the correspondence between the vehicle upward direction DVU of the vehicle body 90 and the reference direction of the vertical direction sensor 126 is determined in advance (referred to as a sensor direction relationship). By using this sensor direction relation, the vertically downward direction DD indicated by the vertically downward direction information can be converted into the vertically downward direction DD with respect to the upward direction DVU of the vehicle body 90.
　軸トルクセンサ１２７（図１１）は、前フォーク１７に作用する回動軸Ａｘ１を中心とするトルクを測定する装置である。本実施例では、軸トルクセンサ１２７は、接続部５０の第３部分５３に取り付けられている。軸トルクセンサ１２７は、ハンドル４１ａと前フォーク１７との間に作用するトルクを測定する。軸トルクセンサ１２７の構成は、種々の構成であってよい。例えば、軸トルクセンサ１２７は、第３部分５３に固定された歪みゲージであってよい。また、軸トルクセンサ１２７は、バネ式のトルクセンサであってよい。 The axial torque sensor 127 (FIG. 11) is a device that measures torque centered on the pivot axis Ax1 acting on the front fork 17. In the present embodiment, the axial torque sensor 127 is attached to the third portion 53 of the connection portion 50. The axial torque sensor 127 measures the torque acting between the handle 41 a and the front fork 17. The configuration of the shaft torque sensor 127 may be various configurations. For example, the axial torque sensor 127 may be a strain gauge fixed to the third portion 53. Further, the shaft torque sensor 127 may be a spring type torque sensor.
　アクセルペダルセンサ１４５は、アクセルペダル４５（図１）に取り付けられており、アクセル操作量を検出する。ブレーキペダルセンサ１４６は、ブレーキペダル４６（図１）に取り付けられており、ブレーキ操作量を検出する。 An accelerator pedal sensor 145 is attached to the accelerator pedal 45 (FIG. 1) and detects an accelerator operation amount. The brake pedal sensor 146 is attached to the brake pedal 46 (FIG. 1) and detects the amount of brake operation.
　各センサ１２２、１２３、１２４、１２５、１４５、１４６は、例えば、レゾルバ、または、エンコーダを用いて構成されている。 Each sensor 122, 123, 124, 125, 145, 146 is configured using, for example, a resolver or an encoder.
　制御装置１１０は、主制御部１００と、駆動装置制御部１０１と、リーンモータ制御部１０２と、操舵モータ制御部１０３と、を有している。制御装置１１０は、バッテリ１２０（図１）からの電力を用いて動作する。本実施例では、制御部１００、１０１、１０２、１０３は、それぞれ、コンピュータを有している。具体的には、制御部１００、１０１、１０２、１０３は、プロセッサ１００ｐ、１０１ｐ、１０２ｐ、１０３ｐ（例えば、ＣＰＵ）と、揮発性記憶装置１００ｖ、１０１ｖ、１０２ｖ、１０３ｖ（例えば、ＤＲＡＭ）と、不揮発性記憶装置１００ｎ、１０１ｎ、１０２ｎ、１０３ｎ（例えば、フラッシュメモリ）と、を有している。不揮発性記憶装置１００ｎ、１０１ｎ、１０２ｎ、１０３ｎには、対応する制御部１００、１０１、１０２、１０３の動作のためのプログラムが、予め格納されている（図示省略）。また、主制御部１００の不揮発性記憶装置１００ｎには、後述する処理で参照されるマップを表すマップデータＭＴ、ＭＡＦが、予め格納されている。マップデータＭｘは、後述する別の実施例で用いられる。プロセッサ１００ｐ、１０１ｐ、１０２ｐ、１０３ｐは、それぞれ、対応するプログラムを実行することによって、種々の処理を実行する。 The control device 110 includes a main control unit 100, a drive device control unit 101, a lean motor control unit 102, and a steering motor control unit 103. Control device 110 operates using power from battery 120 (FIG. 1). In the present embodiment, the control units 100, 101, 102, and 103 each have a computer. Specifically, the control units 100, 101, 102, and 103 include processors 100p, 101p, 102p, and 103p (for example, CPUs), volatile storage devices 100v, 101v, 102v, and 103v (for example, DRAMs), and non-volatiles. Memory storage 100n, 101n, 102n, 103n (for example, flash memory). Programs for operations of the corresponding control units 100, 101, 102, and 103 are stored in advance in the non-volatile storage devices 100n, 101n, 102n, and 103n (not shown). Further, in the non-volatile storage device 100n of the main control unit 100, map data MT and MAF representing a map referred to in the processing described later are stored in advance. The map data Mx is used in another embodiment described later. The processors 100p, 101p, 102p, and 103p execute various processes by executing corresponding programs.
　主制御部１００のプロセッサ１００ｐは、センサ１２２、１２３、１２４、１２５、１２６、１２７、１４５、１４６とシフトスイッチ４７とからの信号を受信し、受信した信号に応じて車両１０を制御する。具体的には、主制御部１００のプロセッサ１００ｐは、駆動装置制御部１０１とリーンモータ制御部１０２と操舵モータ制御部１０３とに指示を出力することによって、車両１０を制御する（詳細は後述）。 The processor 100 p of the main control unit 100 receives signals from the sensors 122, 123, 124, 125, 126, 127, 145, 146 and the shift switch 47, and controls the vehicle 10 according to the received signals. Specifically, the processor 100p of the main control unit 100 controls the vehicle 10 by outputting an instruction to the drive device control unit 101, the lean motor control unit 102, and the steering motor control unit 103 (details will be described later) .
　駆動装置制御部１０１のプロセッサ１０１ｐは、主制御部１００からの指示に従って、電気モータ５１Ｌ、５１Ｒを制御する。リーンモータ制御部１０２のプロセッサ１０２ｐは、主制御部１００からの指示に従って、リーンモータ２５を制御する。操舵モータ制御部１０３のプロセッサ１０３ｐは、主制御部１００からの指示に従って、操舵モータ６５を制御する。これらの制御部１０１、１０２、１０３は、それぞれ、制御対象のモータ５１Ｌ、５１Ｒ、２５、６５にバッテリ１２０からの電力を供給する電気回路１０１ｃ、１０２ｃ、１０３ｃ（例えば、インバータ回路）を有している。 The processor 101 p of the drive control unit 101 controls the electric motors 51 L and 51 R in accordance with an instruction from the main control unit 100. The processor 102 p of the lean motor control unit 102 controls the lean motor 25 in accordance with an instruction from the main control unit 100. The processor 103 p of the steering motor control unit 103 controls the steering motor 65 in accordance with an instruction from the main control unit 100. These control units 101, 102, and 103 have electric circuits 101c, 102c, and 103c (for example, inverter circuits) for supplying electric power from the battery 120 to the motors 51L, 51R, 25, and 65 to be controlled, respectively. There is.
　以下、制御部１００、１０１、１０２、１０３のプロセッサ１００ｐ、１０１ｐ、１０２ｐ、１０３ｐが処理を実行することを、単に、制御部１００、１０１、１０２、１０３が処理を実行する、とも表現する。 Hereinafter, the execution of processing by the processors 100p, 101p, 102p, and 103p of the control units 100, 101, 102, and 103 will be expressed simply as that the control units 100, 101, 102, and 103 execute processing.
　図１２は、制御装置１１０（図１１）によって実行される制御処理の例を示すフローチャートである。図１２のフローチャートは、後輪支持部８０と前輪支持装置４１との制御の手順を示している。図１２では、各処理に、文字「Ｓ」と、文字「Ｓ」に続く数字と、を組み合わせた符号が、付されている。 FIG. 12 is a flowchart showing an example of control processing executed by the control device 110 (FIG. 11). The flowchart of FIG. 12 shows the procedure of control of the rear wheel support 80 and the front wheel support device 41. In FIG. 12, a code combining the character “S” and the numeral following the character “S” is attached to each process.
　Ｓ１００では、主制御部１００は、センサ１２２、１２３、１２４、１２５、１２６、１２７、１４５、１４６とシフトスイッチ４７とからの信号を取得する。そして、主制御部１００は、速度Ｖとハンドル角と車輪角ＡＦと制御角Ｔｃと鉛直下方向ＤＤとアクセル操作量とブレーキ操作量と走行モードとを、特定する。 In S100, the main control unit 100 acquires signals from the sensors 122, 123, 124, 125, 126, 127, 145, 146 and the shift switch 47. Then, the main control unit 100 specifies the velocity V, the steering wheel angle, the wheel angle AF, the control angle Tc, the vertically downward direction DD, the accelerator operation amount, the brake operation amount, and the traveling mode.
　Ｓ１１０では、主制御部１００は、「走行モードが「リバース」と「パーキング」とのいずれかである」という条件が満たされるか否かを判断する。走行モードが「リバース」と「パーキング」とのいずれとも異なる場合（ここでは、走行モードが「ドライブ」と「ニュートラル」とのいずれかである場合）、Ｓ１１０の判断結果は、Ｎｏである。この場合、主制御部１００は、Ｓ１３０へ移行する。Ｓ１１０の判断結果がＮｏであることは、通常は、車両１０が前進していることを、示している。 In S110, main control unit 100 determines whether or not the condition that "the travel mode is any one of" reverse "and" parking "is satisfied. If the traveling mode is different from either "reverse" or "parking" (here, if the traveling mode is either "drive" or "neutral"), the determination result of S110 is No. In this case, the main control unit 100 proceeds to S130. Generally, the determination result of S110 being No indicates that the vehicle 10 is moving forward.
　ここで、Ｓ１３０の概略について説明する。Ｓ１３０では、主制御部１００は、ハンドル角に対応付けられた第１目標傾斜角Ｔ１を特定する。第１目標傾斜角Ｔ１は、傾斜角Ｔの目標値を示している。本実施例では、第１目標傾斜角Ｔ１は、ハンドル角と車速Ｖとを用いて特定される。ハンドル角と車速Ｖと第１目標傾斜角Ｔ１との対応関係は、主制御部１００の不揮発性記憶装置１００ｎに格納されているマップデータＭＴによって、予め、決められている。主制御部１００は、このマップデータＭＴを参照することによって、ハンドル角と車速Ｖとの組み合わせに対応する第１目標傾斜角Ｔ１を特定する。本実施例では、車速Ｖが一定である場合には、ハンドル角の絶対値が大きいほど、第１目標傾斜角Ｔ１の絶対値が大きい。これにより、ハンドル角の絶対値が大きいほど旋回半径Ｒが小さくなるので、車両１０は、ハンドル角に適した旋回半径Ｒで、旋回できる。ここで、第１目標傾斜角Ｔ１は、ハンドル角が一定である場合には、車速Ｖに拘わらずに旋回半径Ｒを一定値に維持するような角度に、決定されてよい。ただし、上記の式６によれば、旋回半径Ｒが一定値に維持されるという条件下においては、車速Ｖが速い場合には、傾斜角Ｔは大幅に大きくなる。このように車速Ｖが速く、かつ、傾斜角Ｔが大きい状態で、傾斜角Ｔが急に変化すると、車両１０の走行安定性が低下し得る。そこで、ハンドル角が一定である場合には、車速Ｖの増大に応じて旋回半径Ｒが大きくなるように、第１目標傾斜角Ｔ１が決定されてもよい。マップデータＭＴは、以上説明したハンドル角と車速Ｖと第１目標傾斜角Ｔ１との対応関係を、定めている。なお、第１目標傾斜角Ｔ１の特定に用いられる情報は、ハンドル角と車速Ｖとの組み合わせに限らず、ハンドル角を含む任意の情報であってよい。 Here, an outline of S130 will be described. In S130, the main control unit 100 specifies a first target inclination angle T1 associated with the steering wheel angle. The first target inclination angle T1 indicates a target value of the inclination angle T. In the present embodiment, the first target inclination angle T1 is specified using the steering wheel angle and the vehicle speed V. The correspondence relationship between the steering wheel angle, the vehicle speed V, and the first target inclination angle T1 is determined in advance by the map data MT stored in the non-volatile storage device 100n of the main control unit 100. The main control unit 100 specifies the first target inclination angle T1 corresponding to the combination of the steering wheel angle and the vehicle speed V by referring to the map data MT. In the present embodiment, when the vehicle speed V is constant, the absolute value of the first target inclination angle T1 is larger as the absolute value of the steering wheel angle is larger. Thus, the turning radius R decreases as the absolute value of the steering wheel angle increases, so the vehicle 10 can turn at a turning radius R suitable for the steering wheel angle. Here, the first target inclination angle T1 may be determined to maintain the turning radius R at a constant value regardless of the vehicle speed V when the steering wheel angle is constant. However, according to the above equation 6, under the condition that the turning radius R is maintained at a constant value, when the vehicle speed V is fast, the inclination angle T becomes significantly large. As described above, when the inclination angle T is suddenly changed while the vehicle speed V is high and the inclination angle T is large, the traveling stability of the vehicle 10 may be reduced. Therefore, when the steering wheel angle is constant, the first target inclination angle T1 may be determined such that the turning radius R becomes larger as the vehicle speed V increases. The map data MT defines the correspondence between the steering wheel angle, the vehicle speed V, and the first target inclination angle T1 described above. The information used to specify the first target inclination angle T1 is not limited to the combination of the steering wheel angle and the vehicle speed V, and may be any information including the steering wheel angle.
　上述したように、式６は、傾斜角Ｔと速度Ｖと旋回半径Ｒとの対応関係を示し、式７は、旋回半径Ｒと車輪角ＡＦとの対応関係を示している。これらの式６、７を総合すれば、傾斜角Ｔと速度Ｖと車輪角ＡＦとの対応関係が特定される。ハンドル角と第１目標傾斜角Ｔ１との対応関係は、傾斜角Ｔと速度Ｖと車輪角ＡＦとの対応関係を通じて、ハンドル角と車輪角ＡＦとを対応付けている、ということができる（ここで、車輪角ＡＦは、速度Ｖに依存して変化し得る）。 As described above, the equation 6 shows the correspondence between the inclination angle T, the velocity V and the turning radius R, and the equation 7 shows the correspondence between the turning radius R and the wheel angle AF. By combining these equations 6 and 7, the correspondence relationship between the inclination angle T, the speed V and the wheel angle AF is specified. The correspondence relation between the steering wheel angle and the first target inclination angle T1 can be said to correspond to the steering wheel angle and the wheel angle AF through the correspondence relation between the inclination angle T, the speed V and the wheel angle AF (here And the wheel angle AF may vary depending on the speed V).
　主制御部１００（図１１）は、傾斜角Ｔが第１目標傾斜角Ｔ１となるようにリーンモータ２５を制御するための指示を、リーンモータ制御部１０２に供給する。リーンモータ制御部１０２は、指示に従って、傾斜角Ｔが第１目標傾斜角Ｔ１になるように、リーンモータ２５を駆動する。これにより、車両１０の傾斜角Ｔが、ハンドル角に対応付けられた第１目標傾斜角Ｔ１に、変更される。本実施例では、リーンモータ制御部１０２は、傾斜角Ｔと第１目標傾斜角Ｔ１との差を用いるリーンモータ２５のフィードバック制御を行う。例えば、いわゆるＰＩＤ（Proportional Integral Derivative）制御が行われる。主制御部１００とリーンモータ制御部１０２との全体は、リンク機構３０とリーンモータ２５とを制御する傾斜制御部として、機能する（傾斜制御部１９０とも呼ぶ）。 The main control unit 100 (FIG. 11) supplies the lean motor control unit 102 with an instruction for controlling the lean motor 25 such that the inclination angle T becomes the first target inclination angle T1. In accordance with the instruction, the lean motor control unit 102 drives the lean motor 25 such that the inclination angle T becomes the first target inclination angle T1. Thereby, the inclination angle T of the vehicle 10 is changed to the first target inclination angle T1 associated with the steering wheel angle. In the present embodiment, the lean motor control unit 102 performs feedback control of the lean motor 25 using the difference between the inclination angle T and the first target inclination angle T1. For example, so-called PID (Proportional Integral Derivative) control is performed. The entire main control unit 100 and the lean motor control unit 102 function as a tilt control unit that controls the link mechanism 30 and the lean motor 25 (also referred to as a tilt control unit 190).
　また、Ｓ１３０では、傾斜制御部１９０は、車両１０の進行方向の目標の方向からのずれを抑制するための制御を行う。Ｓ１３０の詳細については、後述する。 Further, in S130, the tilt control unit 190 performs control for suppressing the deviation of the traveling direction of the vehicle 10 from the direction of the target. Details of S130 will be described later.
　Ｓ１４０では、制御装置１１０は、前輪支持装置４１を制御する処理を、実行する。具体的には、主制御部１００は、ハンドル角と車速Ｖとを用いて、第１目標車輪角ＡＦｔ１を決定する。第１目標車輪角ＡＦｔ１とハンドル角と車速Ｖとの対応関係を表す情報は、主制御部１００（図１１）の不揮発性記憶装置１００ｎに格納されているマップデータＭＡＦによって、予め、決められている。主制御部１００は、このマップデータＭＡＦを参照し、ハンドル角と車速Ｖとの組み合わせに対応する第１目標車輪角ＡＦｔ１を特定する。 At S140, control device 110 executes a process of controlling front wheel support device 41. Specifically, the main control unit 100 determines the first target wheel angle AFt1 using the steering wheel angle and the vehicle speed V. Information indicating the correspondence between the first target wheel angle AFt1, the steering wheel angle, and the vehicle speed V is determined in advance by map data MAF stored in the non-volatile storage device 100n of the main control unit 100 (FIG. 11) There is. The main control unit 100 specifies a first target wheel angle AFt1 corresponding to the combination of the steering wheel angle and the vehicle speed V with reference to the map data MAF.
　本実施例では、ハンドル角と車速Ｖと第１目標車輪角ＡＦｔ１との対応関係は、図１２のＳ１３０でハンドル角を用いて特定される第１目標傾斜角Ｔ１と、車速Ｖと、上記の式６、式７とを用いて特定される車輪角ＡＦと、の対応関係と同じである。従って、同じ第１目標車輪角ＡＦｔ１は、第１目標傾斜角Ｔ１と車速Ｖとを用いて、特定可能である。例えば、マップデータＭＡＦは、第１目標傾斜角Ｔ１と車速Ｖとの組み合わせと、第１目標車輪角ＡＦｔ１と、の対応関係を規定してよい。そして、主制御部１００は、第１目標傾斜角Ｔ１と車速Ｖとを用いて、第１目標車輪角ＡＦｔ１を特定してよい。 In the present embodiment, the correspondence relationship between the steering wheel angle, the vehicle speed V, and the first target wheel angle AFt1 is the first target inclination angle T1 identified using the steering wheel angle in S130 of FIG. It is the same as the corresponding relationship with the wheel angle AF specified using Equation 6 and Equation 7. Therefore, the same first target wheel angle AFt1 can be identified using the first target inclination angle T1 and the vehicle speed V. For example, the map data MAF may define the correspondence between the combination of the first target inclination angle T1 and the vehicle speed V and the first target wheel angle AFt1. Then, the main control unit 100 may specify the first target wheel angle AFt1 using the first target inclination angle T1 and the vehicle speed V.
　主制御部１００は、車輪角ＡＦが第１目標車輪角ＡＦｔ１となるように操舵モータ６５を制御するための指示を、操舵モータ制御部１０３に供給する。操舵モータ制御部１０３は、指示に従って、車輪角ＡＦが第１目標車輪角ＡＦｔ１になるように、操舵モータ６５を駆動する。これにより、前輪１２Ｆの車輪角ＡＦが、ハンドル角に適した第１目標車輪角ＡＦｔ１に、変更される。本実施例では、操舵モータ制御部１０３は、車輪角ＡＦと第１目標車輪角ＡＦｔ１との差を用いる操舵モータ６５のフィードバック制御を行う。例えば、いわゆるＰＩＤ（Proportional Integral Derivative）制御が行われる。主制御部１００と操舵モータ制御部１０３との全体は、操舵モータ６５のトルクを制御する回動制御部として、機能する（回動制御部１７０とも呼ぶ）。 The main control unit 100 supplies the steering motor control unit 103 with an instruction for controlling the steering motor 65 so that the wheel angle AF becomes the first target wheel angle AFt1. The steering motor control unit 103 drives the steering motor 65 according to the instruction so that the wheel angle AF becomes the first target wheel angle AFt1. Thereby, the wheel angle AF of the front wheel 12F is changed to the first target wheel angle AFt1 suitable for the steering wheel angle. In the present embodiment, the steering motor control unit 103 performs feedback control of the steering motor 65 using the difference between the wheel angle AF and the first target wheel angle AFt1. For example, so-called PID (Proportional Integral Derivative) control is performed. The entire main control unit 100 and the steering motor control unit 103 function as a rotation control unit that controls the torque of the steering motor 65 (also referred to as a rotation control unit 170).
　また、図９、図１０等で説明したように、前輪１２Ｆの進行方向Ｄ１２は、自然に、車体９０の傾斜方向に回動し得る。特に、車速Ｖが速い場合には、前輪１２Ｆの方向Ｄ１２（すなわち、車輪角ＡＦ）は、車体９０の傾斜に追随して容易に変化できる。そこで、本実施例では、操舵モータ制御部１０３は、車速Ｖが速い場合には、許容モードで操舵モータ６５を制御する。許容モードでは、操舵モータ制御部１０３は、操舵モータ６５のトルクを小さくすることによって、前輪１２Ｆの方向Ｄ１２がハンドル角とは独立に左右に回動することを、許容する。これにより、車速Ｖが速い場合には、前輪１２Ｆの進行方向Ｄ１２は、車体９０の傾斜の変化に追随して変化できるので、車両の走行安定性を向上できる。また、車速Ｖが遅い場合には、操舵モータ制御部１０３は、制限モードで操舵モータ６５を制御する。制限モードでは、操舵モータ制御部１０３は、操舵モータ６５のトルクを大きくすることによって、前輪１２Ｆの方向Ｄ１２、すなわち、車輪角ＡＦが、第１目標車輪角ＡＦｔ１に近づくように、制御する。これにより、車両の走行安定性を向上できる。 Further, as described in FIGS. 9 and 10, etc., the traveling direction D12 of the front wheel 12F can naturally turn in the inclination direction of the vehicle body 90. In particular, when the vehicle speed V is high, the direction D12 of the front wheel 12F (ie, the wheel angle AF) can be easily changed following the inclination of the vehicle body 90. Thus, in the present embodiment, when the vehicle speed V is high, the steering motor control unit 103 controls the steering motor 65 in the allowable mode. In the allowable mode, the steering motor control unit 103 reduces the torque of the steering motor 65 to allow the direction D12 of the front wheel 12F to turn left and right independently of the steering wheel angle. Thereby, when the vehicle speed V is high, the traveling direction D12 of the front wheel 12F can be changed following the change of the inclination of the vehicle body 90, so that the traveling stability of the vehicle can be improved. When the vehicle speed V is low, the steering motor control unit 103 controls the steering motor 65 in the limit mode. In the limit mode, the steering motor control unit 103 performs control such that the direction D12 of the front wheel 12F, that is, the wheel angle AF approaches the first target wheel angle AFt1 by increasing the torque of the steering motor 65. Thereby, the running stability of the vehicle can be improved.
　操舵モータ６５のトルクの制御方法は、種々の方法であってよい。例えば、操舵モータ制御部１０３は、ＰＩＤ制御のＰゲインを、車速Ｖが速いほど小さくする。これにより、車速Ｖが速い場合に、操舵モータ６５のトルクが小さくなる。許容モードによる制御が実行される車速Ｖの範囲である許容速度範囲は、種々の範囲であってよく、例えば、予め決められてよい。例えば、許容速度範囲の下限は、ゼロよりも大きい基準速度（例えば、時速２０ｋｍ）であってよい。許容速度範囲内での操舵モータ６５のトルクは、ゼロであってよく、また、ゼロよりも大きい値であってよい。いずれの場合も、操舵モータ６５のトルクは、車速Ｖの変化に対して滑らかに変化することが、好ましい。例えば、操舵モータ制御部１０３は、ＰＩＤ制御のＰゲインを、車速Ｖに変化に対して滑らかに変化させることが、好ましい。 The control method of the torque of the steering motor 65 may be various methods. For example, the steering motor control unit 103 decreases the P gain of the PID control as the vehicle speed V increases. Thus, when the vehicle speed V is high, the torque of the steering motor 65 is reduced. The allowable speed range which is the range of the vehicle speed V at which the control according to the allowable mode is performed may be various ranges, and may be predetermined, for example. For example, the lower limit of the allowable speed range may be a reference speed greater than zero (e.g., 20 km per hour). The torque of the steering motor 65 within the allowable speed range may be zero or may be a value larger than zero. In any case, it is preferable that the torque of the steering motor 65 smoothly changes with the change of the vehicle speed V. For example, it is preferable that the steering motor control unit 103 smoothly change the P gain of the PID control with respect to the change in the vehicle speed V.
　なお、図１、図１１の符号１８０は、前輪１２Ｆを支持する回動輪支持部１８０を示している。回動輪支持部１８０は、前輪１２Ｆを回転可能に支持する支持部材の例である前フォーク１７と、前フォーク１７を左右に回動可能に支持する軸受６８と、前フォーク１７を左右に回動させるアクチュエータの例である操舵モータ６５と、操舵モータ６５のトルクを制御する回動制御部１７０と、接続部５０と、を含んでいる。 In addition, the code | symbol 180 of FIG. 1, FIG. 11 has shown the rotation wheel support part 180 which supports the front wheel 12F. The pivoting wheel support portion 180 pivots the front fork 17, which is an example of a support member that rotatably supports the front wheel 12 F, a bearing 68 that supports the front fork 17 so that it can pivot to the left and right, and It includes a steering motor 65, which is an example of an actuator to be driven, a rotation control unit 170 that controls the torque of the steering motor 65, and a connection unit 50.
　図１２のＳ１１０で、「走行モードが「リバース」と「パーキング」とのいずれかである」という条件が満たされる場合（Ｓ１１０：Ｙｅｓ）、制御装置１１０は、Ｓ１７０、Ｓ１８０の処理を実行する。 In S110 of FIG. 12, when the condition “traveling mode is either“ reverse ”or“ parking ”is satisfied (S110: Yes), the control device 110 executes the processing of S170 and S180.
　Ｓ１７０の処理は、Ｓ１３０の処理と、同じである。傾斜角Ｔは、第１目標傾斜角Ｔ１に、制御される。Ｓ１８０の処理は、Ｓ１４０の制限モードの処理と同じである（車速Ｖに拘わらず、制限モードで操舵モータ６５が制御される）。車輪角ＡＦは、第１目標車輪角ＡＦｔ１に、制御される。 The process of S170 is the same as the process of S130. The inclination angle T is controlled to the first target inclination angle T1. The process of S180 is the same as the process of the restriction mode of S140 (the steering motor 65 is controlled in the restriction mode regardless of the vehicle speed V). The wheel angle AF is controlled to the first target wheel angle AFt1.
　Ｓ１３０、Ｓ１４０、または、Ｓ１７０、Ｓ１８０の処理が実行されたことに応じて、図１２の処理が終了する。制御装置１１０は、図１２の処理を繰り返し実行する。このように、Ｓ１３０、Ｓ１４０、または、Ｓ１７０、Ｓ１８０の処理が、繰り返される。この結果、車両１０は、ハンドル角に適した進行方向に向かって、走行する。 The process of FIG. 12 ends in response to the execution of the process of S130, S140, or S170, S180. The control device 110 repeatedly executes the process of FIG. Thus, the processing of S130, S140, or S170, S180 is repeated. As a result, the vehicle 10 travels in the traveling direction suitable for the steering wheel angle.
　図示を省略するが、主制御部１００（図１１）と駆動装置制御部１０１とは、アクセル操作量とブレーキ操作量とに応じて電気モータ５１Ｌ、５１Ｒを制御する駆動制御部として機能する。本実施例では、アクセル操作量が増大した場合には、主制御部１００は、電気モータ５１Ｌ、５１Ｒの出力パワーを増大させるための指示を、駆動装置制御部１０１に供給する。駆動装置制御部１０１は、指示に従って、出力パワーが増大するように、電気モータ５１Ｌ、５１Ｒを制御する。アクセル操作量が減少した場合には、主制御部１００は、電気モータ５１Ｌ、５１Ｒの出力パワーを減少させるための指示を、駆動装置制御部１０１に供給する。駆動装置制御部１０１は、指示に従って、出力パワーが減少するように、電気モータ５１Ｌ、５１Ｒを制御する。 Although not shown, the main control unit 100 (FIG. 11) and the drive device control unit 101 function as a drive control unit that controls the electric motors 51L and 51R according to the accelerator operation amount and the brake operation amount. In the present embodiment, when the accelerator operation amount increases, the main control unit 100 supplies the driving device control unit 101 with an instruction to increase the output power of the electric motors 51L, 51R. The drive control unit 101 controls the electric motors 51L and 51R to increase the output power according to the instruction. When the accelerator operation amount decreases, the main control unit 100 supplies the drive device control unit 101 with an instruction to reduce the output power of the electric motors 51L, 51R. The drive control unit 101 controls the electric motors 51L and 51R so that the output power decreases according to the instruction.
　ブレーキ操作量がゼロよりも大きくなった場合には、主制御部１００は、電気モータ５１Ｌ、５１Ｒの出力パワーを減少させるための指示を、駆動装置制御部１０１に供給する。駆動装置制御部１０１は、指示に従って、出力パワーが減少するように、電気モータ５１Ｌ、５１Ｒを制御する。なお、車両１０は、全ての車輪１２Ｆ、１２Ｌ、１２Ｒのうちの少なくとも１つの車輪の回転速度を摩擦によって低減するブレーキ装置を有することが好ましい。そして、ユーザがブレーキペダル４６を踏み込んだ場合に、ブレーキ装置が、少なくとも１つの車輪の回転速度を低減することが好ましい。 When the brake operation amount becomes larger than zero, the main control unit 100 supplies the drive device control unit 101 with an instruction to reduce the output power of the electric motors 51L, 51R. The drive control unit 101 controls the electric motors 51L and 51R so that the output power decreases according to the instruction. Preferably, the vehicle 10 has a brake device that frictionally reduces the rotational speed of at least one of all the wheels 12F, 12L, 12R. Then, when the user depresses the brake pedal 46, the brake device preferably reduces the rotational speed of at least one wheel.
Ａ３．傾斜角Ｔの制御：
　図１３は、傾斜制御（図１２：Ｓ１３０）の例を示すフローチャートである。Ｓ５００では、主制御部１００（図１１）は、Ｓ１００（図１２）で取得した情報を特定する。本実施例では、軸トルク、鉛直方向センサ１２６の検出方向、車速Ｖ、ハンドル角を示す情報が、それぞれ、特定される。主制御部１００は、検出方向と上記のセンサ方向関係とを用いて、車体９０に対する鉛直下方向ＤＤを特定する。そして、主制御部１００は、鉛直下方向ＤＤの反対の方向である鉛直上方向ＤＵと、車両上方向ＤＶＵと、の間の角度を、傾斜角Ｔとして算出する。 A3. Control of tilt angle T:
FIG. 13 is a flowchart showing an example of tilt control (FIG. 12: S130). In S500, the main control unit 100 (FIG. 11) specifies the information acquired in S100 (FIG. 12). In the present embodiment, information indicating the axial torque, the detection direction of the vertical direction sensor 126, the vehicle speed V, and the steering wheel angle is specified. The main control unit 100 specifies the vertically downward direction DD with respect to the vehicle body 90 using the detection direction and the above-described sensor direction relation. Then, the main control unit 100 calculates, as the inclination angle T, an angle between the vertically upward direction DU which is the opposite direction of the vertically downward direction DD, and the vehicle upward direction DVU.
　Ｓ５１０では、主制御部１００は、ハンドル角と車速Ｖとを用いて第１目標傾斜角Ｔ１を特定する。そして、主制御部１００は、傾斜角Ｔと第１目標傾斜角Ｔ１と軸トルクとのそれぞれを示す情報を、リーンモータ制御部１０２に供給する。 In S510, the main control unit 100 specifies the first target inclination angle T1 using the steering wheel angle and the vehicle speed V. Then, the main control unit 100 supplies the lean motor control unit 102 with information indicating each of the inclination angle T, the first target inclination angle T1, and the shaft torque.
　Ｓ５３０では、リーンモータ制御部１０２は、傾斜角Ｔと第１目標傾斜角Ｔ１とを用いて、リーンモータ２５を制御するための制御値を決定する（標準制御値と呼ぶ）。制御値は、傾斜角Ｔを第１目標傾斜角Ｔ１に近づけるためにリーンモータ２５に供給すべき電力を示している。制御値は、例えば、リーンモータ２５に供給すべき電流の向きと大きさとを示している。このような制御値は、リーンモータ２５のトルクの向きと大きさとを示している、ということができる。例えば、制御値の絶対値は、電流の大きさ（ひいては、トルクの大きさ）を示し、制御値の正負の符号は、電流の向き（ひいては、トルクの向き）を示している。リーンモータ制御部１０２は、例えば、傾斜角Ｔと第１目標傾斜角Ｔ１との差分を用いるＰＩＤ制御によって、標準制御値を算出する。 In S530, the lean motor control unit 102 determines a control value for controlling the lean motor 25 using the inclination angle T and the first target inclination angle T1 (referred to as a standard control value). The control value indicates the power to be supplied to the lean motor 25 in order to bring the inclination angle T close to the first target inclination angle T1. The control value indicates, for example, the direction and magnitude of the current to be supplied to the lean motor 25. Such a control value can be said to indicate the direction and magnitude of the torque of the lean motor 25. For example, the absolute value of the control value indicates the magnitude of the current (thus, the magnitude of the torque), and the positive or negative sign of the control value indicates the direction of the current (thus, the direction of the torque). The lean motor control unit 102 calculates a standard control value, for example, by PID control using the difference between the inclination angle T and the first target inclination angle T1.
　Ｓ５４０では、リーンモータ制御部１０２は、軸トルクが、目標軸トルクと同じであるか否かを判断する。上述したように、車両１０が安定して走行する場合、操舵モータ６５の制御モードが制限モードと許容モードとのいずれであっても、前輪１２Ｆの方向Ｄ１２は、傾斜角Ｔに適した方向（目標方向とも呼ぶ）を向く。図１３のＳ５１０で説明したように、傾斜角Ｔの第１目標傾斜角Ｔ１は、ハンドル角を用いて決定される。従って、前輪１２Ｆの方向Ｄ１２は、ハンドル角に適した方向である。これらの結果、前フォーク１７に作用する軸トルクは、ゼロである。このように、目標軸トルクは、予め決められており、ゼロである。 In S540, the lean motor control unit 102 determines whether the shaft torque is the same as the target shaft torque. As described above, when the vehicle 10 travels stably, the direction D12 of the front wheel 12F is suitable for the inclination angle T regardless of whether the control mode of the steering motor 65 is either the limit mode or the permissible mode Turn to the target direction). As described in S510 of FIG. 13, the first target inclination angle T1 of the inclination angle T is determined using the steering wheel angle. Therefore, the direction D12 of the front wheel 12F is a direction suitable for the steering wheel angle. As a result of these, the axial torque acting on the front fork 17 is zero. Thus, the target shaft torque is predetermined and is zero.
　軸トルクが目標軸トルクと同じである場合（Ｓ５４０：Ｙｅｓ）、Ｓ５７０で、リーンモータ制御部１０２は、標準制御値に従って電気回路１０２ｃを制御することによって、リーンモータ２５を制御する。これにより、傾斜角Ｔは、第１目標傾斜角Ｔ１に近づく。以上により、図１３の処理が終了する。傾斜制御部１９０は、図１３の処理を、繰り返し実行する。「軸トルク＝目標軸トルク」という条件が満たされる場合（Ｓ５４０：Ｙｅｓ）、標準制御値に基づくリーンモータ２５の制御が繰り返される。この結果、傾斜角Ｔは、第１目標傾斜角Ｔ１に維持される。 If the axial torque is the same as the target axial torque (S540: Yes), in S570, the lean motor control unit 102 controls the lean motor 25 by controlling the electric circuit 102c in accordance with the standard control value. Thereby, the inclination angle T approaches the first target inclination angle T1. Thus, the process of FIG. 13 ends. The tilt control unit 190 repeatedly executes the process of FIG. When the condition of “shaft torque = target shaft torque” is satisfied (S540: Yes), the control of the lean motor 25 based on the standard control value is repeated. As a result, the inclination angle T is maintained at the first target inclination angle T1.
　ところで、種々の原因によって、前輪１２Ｆの方向Ｄ１２は、目標方向からズレ得る。図１４は、車両１０の状態例を示す説明図である。図１４（Ａ）、図１４（Ｃ）、図１４（Ｅ）は、それぞれ、車両１０の簡略化された背面図を示している。図１４（Ｂ）、図１４（Ｄ）、図１４（Ｆ）は、図１４（Ａ）、図１４（Ｃ）、図１４（Ｅ）に対応する車両１０の上面図を、それぞれ、示している。これらの図では、車両１０は、水平な地面ＧＬ上を前進している。ハンドル角は、ゼロである。すなわち、前輪１２Ｆの目標方向は、前方向ＤＦである。そして、車両１０は、左方向ＤＬの風Ｗｎｄを、受けている。 By the way, the direction D12 of the front wheel 12F may be shifted from the target direction due to various causes. FIG. 14 is an explanatory view showing a state example of the vehicle 10. As shown in FIG. FIGS. 14A, 14C, and 14E show simplified rear views of the vehicle 10, respectively. 14 (B), 14 (D) and 14 (F) show top views of the vehicle 10 corresponding to FIGS. 14 (A), 14 (C) and 14 (E), respectively. There is. In these figures, the vehicle 10 is advancing on the level ground GL. The handle angle is zero. That is, the target direction of the front wheel 12F is the forward direction DF. Then, the vehicle 10 receives the wind Wnd in the left direction DL.
　図１４（Ａ）、図１４（Ｂ）は、参考例の車両１０の状態を示している。図１４（Ａ）に示すように、車体９０は、左方向ＤＬの風Ｗｎｄから受ける力によって、左方向ＤＬ側へ傾斜し得る。図９、図１０で説明したように、車体９０が左方向ＤＬ側へ傾斜する場合、前輪１２Ｆの進行方向Ｄ１２（図１４（Ｂ））は、自然に、左方向ＤＬ側に回動し得る。 FIG. 14A and FIG. 14B show the state of the vehicle 10 of the reference example. As shown in FIG. 14 (A), the vehicle body 90 can be inclined to the left direction DL side by the force received from the wind Wnd in the left direction DL. As described in FIGS. 9 and 10, when the vehicle body 90 inclines in the left direction DL, the traveling direction D12 (FIG. 14B) of the front wheel 12F can naturally pivot in the left direction DL. .
　また、図１４（Ｂ）に示すように、車体９０は、風Ｗｎｄから、左方向ＤＬの力Ｆ９を受ける。この力Ｆ９によって、車体９０は、左方向ＤＬ側へ移動しようとする。これにより、車輪１２Ｆ、１２Ｌ、１２Ｒの接触中心Ｐ１、ＰｂＬ、ＰｂＲは、地面ＧＬから、右方向ＤＲの力Ｆ９Ｆ、Ｆ９Ｌ、Ｆ９Ｒを、それぞれ受ける。ここで、前輪１２Ｆの回動軸Ａｘ１と地面との交点Ｐ２は、接触中心Ｐ１よりも、前方向ＤＦ側に位置している。従って、力Ｆ９Ｆに起因して、前輪１２Ｆには、前輪１２Ｆの方向Ｄ１２を左方向ＤＬ側に回動させるトルクＦ９Ｔが、作用する。 Further, as shown in FIG. 14B, the vehicle body 90 receives a force F9 in the left direction DL from the wind Wnd. The force F9 causes the vehicle body 90 to move in the left direction DL. Thereby, the contact centers P1, PbL, PbR of the wheels 12F, 12L, 12R respectively receive forces F9F, F9L, F9R in the right direction DR from the ground GL. Here, an intersection point P2 between the rotation axis Ax1 of the front wheel 12F and the ground is located on the front direction DF side with respect to the contact center P1. Therefore, due to the force F9F, a torque F9T that rotates the direction D12 of the front wheel 12F to the left direction DL acts on the front wheel 12F.
　以上のように、前輪１２Ｆの方向Ｄ１２は、左方向ＤＬの風Ｗｎｄから受ける力によって、目標方向（ここでは、前方向ＤＦ）から左方向ＤＬ側へずれ得る。ハンドル角がゼロである場合、前輪１２Ｆの方向Ｄ１２は、ハンドル４１ａの方向である直進方向からずれているので、軸トルクの絶対値は、ゼロよりも大きくなる。そして、車両１０は、左方向ＤＬ側へ流され得る。図１４（Ｇ）は、開始位置ＳＰから前方向ＤＦ側へ走行する車両１０の軌跡の例を示している。図中の方向ＤＦ、ＤＬ、ＤＲ、ＤＢは、開始位置ＳＰでの車両１０から見た方向を示している。第１軌跡Ｔｒ１は、参考例の車両１０の軌跡である。図示するように、軌跡Ｔｒ１は、左方向ＤＬ側へ大きくずれている。 As described above, the direction D12 of the front wheel 12F can be shifted from the target direction (here, the forward direction DF) to the left direction DL side by the force received from the wind Wnd in the left direction DL. When the steering wheel angle is zero, the direction D12 of the front wheel 12F is deviated from the straight direction which is the direction of the steering wheel 41a, so the absolute value of the axial torque is larger than zero. Then, the vehicle 10 can be flowed to the left direction DL side. FIG. 14G shows an example of the trajectory of the vehicle 10 traveling from the start position SP toward the forward direction DF. Directions DF, DL, DR, and DB in the figure indicate directions as viewed from the vehicle 10 at the start position SP. The first trajectory Tr1 is a trajectory of the vehicle 10 of the reference example. As illustrated, the locus Tr1 is largely deviated to the left direction DL side.
　図１４（Ｃ）、図１４（Ｄ）は、第１目標傾斜角Ｔ１（図１３：Ｓ５１０）に従って傾斜角Ｔが制御される場合の車両１０の状態を示している。図１４（Ｃ）中の目標方向ＤＴ１は、第１目標傾斜角Ｔ１によって示される車両上方向ＤＶＵの目標方向である。ハンドル角がゼロであるので、第１目標傾斜角Ｔ１はゼロであり、目標方向ＤＴ１は、鉛直上方向ＤＵと同じである。リーンモータ２５は、傾斜角Ｔが第１目標傾斜角Ｔ１となるように、制御される。従って、車両上方向ＤＶＵは、目標方向ＤＴ１、すなわち、鉛直上方向ＤＵを、向いている。図１４（Ａ）の参考例とは異なり、車体９０は、傾斜していない。従って、車体９０の傾斜に起因する前輪１２Ｆの方向Ｄ１２の目標方向からのずれは、抑制される。 FIG. 14C and FIG. 14D show the state of the vehicle 10 when the inclination angle T is controlled in accordance with the first target inclination angle T1 (FIG. 13: S510). The target direction DT1 in FIG. 14 (C) is a target direction of the vehicle upward direction DVU indicated by the first target inclination angle T1. Since the steering wheel angle is zero, the first target inclination angle T1 is zero, and the target direction DT1 is the same as the vertically upward direction DU. The lean motor 25 is controlled such that the inclination angle T becomes the first target inclination angle T1. Therefore, the vehicle upward direction DVU is directed to the target direction DT1, that is, the vertically upward direction DU. Unlike the reference example of FIG. 14 (A), the vehicle body 90 is not inclined. Therefore, the deviation from the target direction of the direction D12 of the front wheel 12F due to the inclination of the vehicle body 90 is suppressed.
　ただし、図１４（Ｄ）に示すように、前輪１２Ｆには、図１４（Ｂ）の参考例と同様に、トルクＦ９Ｔが作用する。これにより、前輪１２Ｆの方向Ｄ１２は、目標方向から左方向ＤＬ側へずれ得る。ハンドル角がゼロである場合、前輪１２Ｆの方向Ｄ１２は、ハンドル４１ａの方向である直進方向からずれているので、軸トルクの絶対値は、ゼロよりも大きくなる。図１４（Ｇ）の第２軌跡Ｔｒ２は、図１４（Ｃ）、図１４（Ｄ）の車両１０の軌跡である。軌跡Ｔｒ２は、左方向ＤＬ側へずれている。なお、第２軌跡Ｔｒ２のずれは、第１軌跡Ｔｒ１のずれよりも、小さい。 However, as shown in FIG. 14 (D), torque F9T acts on the front wheel 12F as in the reference example of FIG. 14 (B). Thereby, the direction D12 of the front wheel 12F may be shifted from the target direction to the left direction DL side. When the steering wheel angle is zero, the direction D12 of the front wheel 12F is deviated from the straight direction which is the direction of the steering wheel 41a, so the absolute value of the axial torque is larger than zero. The second locus Tr2 in FIG. 14 (G) is the locus of the vehicle 10 in FIGS. 14 (C) and 14 (D). The locus Tr2 is shifted to the left direction DL side. The deviation of the second locus Tr2 is smaller than the deviation of the first locus Tr1.
　図１５は、車両１０の別の状態例を示す説明図である。図１５（Ａ）、図１５（Ｃ）、図１５（Ｅ）は、それぞれ、車両１０の簡略化された背面図を示している。図１５（Ｂ）、図１５（Ｄ）、図１５（Ｆ）は、図１５（Ａ）、図１５（Ｃ）、図１５（Ｅ）に対応する車両１０の上面図を、それぞれ、示している。これらの図では、車両１０は、傾斜した地面ＧＬｘ上を前進している（右側が高く、左側が低い）。ハンドル角は、ゼロである。すなわち、前輪１２Ｆの目標方向は、前方向ＤＦである。 FIG. 15 is an explanatory view showing another example of the state of the vehicle 10. FIGS. 15 (A), 15 (C) and 15 (E) show simplified rear views of the vehicle 10, respectively. 15 (B), 15 (D) and 15 (F) respectively show top views of the vehicle 10 corresponding to FIGS. 15 (A), 15 (C) and 15 (E). There is. In these figures, the vehicle 10 is moving forward on sloped ground GLx (high on the right and low on the left). The handle angle is zero. That is, the target direction of the front wheel 12F is the forward direction DF.
　図１５（Ａ）、図１５（Ｂ）は、参考例の車両１０の状態を示している。この状態では、制御角Ｔｃはゼロであることとしている。仮に地面が水平であり、かつ、ハンドル角がゼロである場合には、ゼロの傾斜角Ｔが適切であり、ゼロの制御角Ｔｃが適切である。ただし、図１５（Ａ）のように地面ＧＬｘが傾斜している場合には、ゼロの制御角Ｔｃは適切ではなく、車両１０は、左方向ＤＬ側に傾斜している。 FIG. 15A and FIG. 15B show the state of the vehicle 10 of the reference example. In this state, the control angle Tc is assumed to be zero. If the ground is horizontal and the steering wheel angle is zero, an inclination angle T of zero is appropriate and a control angle Tc of zero is appropriate. However, when the ground GLx is inclined as shown in FIG. 15A, the zero control angle Tc is not appropriate, and the vehicle 10 is inclined in the left direction DL.
　地面ＧＬｘが傾斜している場合、図１５（Ｂ）に示すように、車体９０に作用する重力は、地面ＧＬｘに平行な成分Ｆ８を含んでいる。力Ｆ８は、左方向ＤＬ側を向いている。この力Ｆ８によって、車体９０は、左方向ＤＬ側へ移動しようとする。これにより、図１４（Ｂ）の参考例と同様に、車輪１２Ｆ、１２Ｌ、１２Ｒの接触中心Ｐ１、ＰｂＬ、ＰｂＲは、地面ＧＬから、地面ＧＬｘに平行に右方向ＤＲ側を向く力Ｆ８Ｆ、Ｆ８Ｌ、Ｆ８Ｒを、それぞれ受ける。そして、前輪１２Ｆには、前輪１２Ｆの方向Ｄ１２を左方向ＤＬ側に回動させるトルクＦ８Ｔが、作用する。 When the ground GLx is inclined, as shown in FIG. 15B, the gravity acting on the vehicle body 90 includes a component F8 parallel to the ground GLx. The force F8 is directed to the left direction DL side. By the force F8, the vehicle body 90 tends to move to the left direction DL side. Thus, as in the reference example of FIG. 14B, the contact centers P1, PbL, PbR of the wheels 12F, 12L, 12R are forces F8F, F8L directed from the ground GL to the right direction DR parallel to the ground GLx. , F8R, respectively. A torque F8T that rotates the direction D12 of the front wheel 12F to the left direction DL acts on the front wheel 12F.
　このように、地面ＧＬｘが傾斜している場合には、前輪１２Ｆの方向Ｄ１２は、目標方向（ここでは、前方向ＤＦ）から左方向ＤＬ側へずれ得る。そして、図１４（Ａ）、図１４（Ｂ）の参考例と同様に、軸トルクの絶対値は、ゼロよりも大きくなる。図１５（Ｇ）は、図１４（Ｇ）と同様に、開始位置ＳＰから前方向ＤＦ側へ走行する車両１０の軌跡の例を示している。第１軌跡Ｔｒ１１は、参考例の車両１０の軌跡である。図示するように、軌跡Ｔｒ１１は、左方向ＤＬ側へ大きくずれている。 Thus, when the ground GLx is inclined, the direction D12 of the front wheel 12F may be shifted from the target direction (here, the forward direction DF) to the left direction DL side. Then, as in the reference example of FIGS. 14 (A) and 14 (B), the absolute value of the shaft torque becomes larger than zero. FIG. 15 (G) shows an example of the trajectory of the vehicle 10 traveling from the start position SP toward the forward direction DF, as in FIG. 14 (G). The first trajectory Tr11 is a trajectory of the vehicle 10 of the reference example. As illustrated, the trajectory Tr11 is largely shifted to the left direction DL side.
　図１５（Ｃ）、図１５（Ｄ）は、第１目標傾斜角Ｔ１（図１３：Ｓ５１０）に従って傾斜角Ｔが制御される場合の車両１０の状態を示している。図１５（Ｃ）中の目標方向ＤＴ１は、第１目標傾斜角Ｔ１によって示される車両上方向ＤＶＵの目標方向である。ハンドル角がゼロであるので、第１目標傾斜角Ｔ１はゼロであり、目標方向ＤＴ１は、鉛直上方向ＤＵと同じである。リーンモータ２５は、傾斜角Ｔが第１目標傾斜角Ｔ１となるように、制御される。従って、車両上方向ＤＶＵは、目標方向ＤＴ１、すなわち、鉛直上方向ＤＵを、向いている。図１５（Ａ）の参考例とは異なり、車体９０は、鉛直上方向ＤＵに対して傾斜せず、地面ＧＬｘに対して傾斜している。 FIGS. 15C and 15D show the state of the vehicle 10 when the inclination angle T is controlled in accordance with the first target inclination angle T1 (FIG. 13: S510). The target direction DT1 in FIG. 15C is a target direction of the vehicle upward direction DVU indicated by the first target inclination angle T1. Since the steering wheel angle is zero, the first target inclination angle T1 is zero, and the target direction DT1 is the same as the vertically upward direction DU. The lean motor 25 is controlled such that the inclination angle T becomes the first target inclination angle T1. Therefore, the vehicle upward direction DVU is directed to the target direction DT1, that is, the vertically upward direction DU. Unlike the reference example of FIG. 15A, the vehicle body 90 is not inclined with respect to the vertically upward direction DU, but is inclined with respect to the ground GLx.
　この場合も、図１５（Ｄ）に示すように、図１５（Ｂ）の参考例と同様に、車輪１２Ｆ、１２Ｌ、１２Ｒの接触中心Ｐ１、ＰｂＬ、ＰｂＲは、地面ＧＬから、地面ＧＬｘに平行に右方向ＤＲ側を向く力ＦｃＦ、ＦｃＬ、ＦｃＲを、それぞれ受ける。これらの力ＦｃＦ、ＦｃＬ、ＦｃＲは、図１５（Ａ）で説明した力に加えて、いわゆるキャンバースラストを含んでいる。キャンバースラストは、回転する車輪の進行方向に垂直な方向の力であり、地面に対する車輪の傾斜（キャンバー角とも呼ばれる）によって生じる。キャンバースラストは、車輪の傾斜方向の力である。図１５（Ｃ）の状態では、車輪は、地面ＧＬｘに対して、右方向ＤＲ側に傾斜している。従って、キャンバースラストは、地面ＧＬｘに平行に右方向ＤＲ側を向いている。この結果、キャンバースラストを含む力ＦｃＦ、ＦｃＬ、ＦｃＲは、地面ＧＬｘに平行に右方向ＤＲ側を向いている。 Also in this case, as shown in FIG. 15D, the contact centers P1, PbL and PbR of the wheels 12F, 12L and 12R are parallel to the ground GLx from the ground GL as in the reference example of FIG. Receive forces FcF, FcL, and FcR directed to the right side DR side respectively. These forces FcF, FcL, and FcR include so-called camber thrust in addition to the forces described in FIG. Camber thrust is a force in the direction perpendicular to the direction of travel of the rotating wheel and is caused by the inclination of the wheel relative to the ground (also called the camber angle). Camber thrust is the force in the direction of wheel tilt. In the state of FIG. 15C, the wheel is inclined to the right direction DR with respect to the ground GLx. Therefore, the camber thrust points in the right direction DR in parallel to the ground GLx. As a result, the forces FcF, FcL, FcR including the camber thrust face the right direction DR in parallel to the ground GLx.
　このような力ＦｃＦによって、前輪１２Ｆには、前輪１２Ｆの方向Ｄ１２を左方向ＤＬ側に回動させるトルクＦｃＴが、作用する。これにより、前輪１２Ｆの方向Ｄ１２は、目標方向から左方向ＤＬ側へずれ得る。そして、軸トルクの絶対値は、ゼロよりも大きくなる。図１５（Ｇ）の第２軌跡Ｔｒ１２は、図１５（Ｃ）、図１５（Ｄ）の車両１０の軌跡である。軌跡Ｔｒ１２は、左方向ＤＬ側へずれている。 A torque FcT that rotates the direction D12 of the front wheel 12F to the left direction DL acts on the front wheel 12F by such a force FcF. Thereby, the direction D12 of the front wheel 12F may be shifted from the target direction to the left direction DL side. Then, the absolute value of the shaft torque becomes larger than zero. The second locus Tr12 in FIG. 15 (G) is the locus of the vehicle 10 in FIGS. 15 (C) and 15 (D). The locus Tr12 is shifted to the left direction DL side.
　このように、風Ｗｎｄや地面ＧＬｘの傾斜などの外部要因によって、前輪１２Ｆの方向Ｄ１２は、ハンドル角に適した目標方向からずれ得る。前輪１２Ｆの進行方向Ｄ１２が目標方向からずれている場合、軸トルクは、目標軸トルクと異なっている。軸トルクが目標軸トルクと異なる場合（図１３：Ｓ５４０：Ｎｏ）、リーンモータ制御部１０２は、Ｓ５５０、Ｓ５６０で、前輪１２Ｆの方向Ｄ１２のずれを抑制するための処理を実行する。 Thus, the direction D12 of the front wheel 12F may deviate from the target direction suitable for the steering wheel angle due to an external factor such as the wind Wnd or the inclination of the ground GLx. When the traveling direction D12 of the front wheel 12F is deviated from the target direction, the shaft torque is different from the target shaft torque. If the shaft torque is different from the target shaft torque (FIG. 13: S540: No), the lean motor control unit 102 executes processing for suppressing the deviation of the direction D12 of the front wheel 12F in S550 and S560.
　Ｓ５５０では、リーンモータ制御部１０２は、軸トルクを目標軸トルクに近づけるための補正値を決定する。この補正値は、Ｓ５３０で特定された標準制御値を補正するための値である。 In S550, the lean motor control unit 102 determines a correction value for bringing the shaft torque close to the target shaft torque. This correction value is a value for correcting the standard control value specified in S530.
　図１６は、トルク差分ｄＴＱｘと補正値Ｖｃｃとの対応関係の例を示すグラフである。トルク差分ｄＴＱｘは、軸トルクと目標軸トルクとの間の差分である。本実施例では、目標軸トルクはゼロであるので、トルク差分ｄＴＱｘは、軸トルクと同じである。横軸は、トルク差分ｄＴＱｘを示し、縦軸は、補正値Ｖｃｃを示している。トルク差分ｄＴＱｘの正負の符号と絶対値は、前輪１２Ｆに作用する軸トルクの方向と大きさを、それぞれ示している。正のトルク差分ｄＴＱｘは、前輪１２Ｆを右方向ＤＲへ回動させる軸トルクを示している。負のトルク差分ｄＴＱｘは、反対方向の軸トルクを示している。補正値Ｖｃｃの正負の符号と絶対値は、補正に起因する車両上方向ＤＶＵの変化の方向と大きさを、それぞれ示している。正の補正値Ｖｃｃは、車両上方向ＤＶＵを右方向ＤＲ側へ変化させる補正値を示し、負の補正値Ｖｃｃは、車両上方向ＤＶＵを左方向ＤＬ側へ変化させる補正値を示している。 FIG. 16 is a graph showing an example of the correspondence between the torque difference dTQx and the correction value Vcc. The torque difference dTQx is a difference between the shaft torque and the target shaft torque. In the present embodiment, since the target shaft torque is zero, the torque difference dTQx is the same as the shaft torque. The horizontal axis indicates the torque difference dTQx, and the vertical axis indicates the correction value Vcc. The positive and negative signs and the absolute value of the torque difference dTQx respectively indicate the direction and the magnitude of the axial torque acting on the front wheel 12F. The positive torque difference dTQx indicates an axial torque for rotating the front wheel 12F in the right direction DR. The negative torque difference dTQx indicates the axial torque in the opposite direction. The positive and negative signs and the absolute value of the correction value Vcc respectively indicate the direction and the magnitude of the change in the vehicle upward direction DVU due to the correction. The positive correction value Vcc indicates a correction value that changes the vehicle upward direction DVU to the right direction DR, and the negative correction value Vcc indicates a correction value that changes the vehicle upward direction DVU to the left direction DL.
　図示するように、トルク差分ｄＴＱｘが正値である場合、補正値Ｖｃｃは、負値に設定され、トルク差分ｄＴＱｘが負値である場合、補正値Ｖｃｃは、正値に設定される。そして、トルク差分ｄＴＱｘの絶対値が大きいほど、補正値Ｖｃｃの絶対値は大きい。なお、図１６の例では、補正値Ｖｃｃは、トルク差分ｄＴＱｘの変化に対して、直線的に変化している。ただし、補正値Ｖｃｃは、トルク差分ｄＴＱｘの変化に対して、曲線を描くように変化してもよい。 As illustrated, when the torque difference dTQx is a positive value, the correction value Vcc is set to a negative value, and when the torque difference dTQx is a negative value, the correction value Vcc is set to a positive value. The larger the absolute value of the torque difference dTQx, the larger the absolute value of the correction value Vcc. In the example of FIG. 16, the correction value Vcc changes linearly with respect to the change of the torque difference dTQx. However, the correction value Vcc may change in a curve as the torque difference dTQx changes.
　本実施例では、トルク差分ｄＴＱｘと補正値Ｖｃｃとの対応関係は、リーンモータ制御部１０２の不揮発性記憶装置１０２ｎに格納されているマップデータＭｃによって、予め、決められている。リーンモータ制御部１０２は、このマップデータＭｃを参照することによって、トルク差分ｄＴＱｘに対応する補正値Ｖｃｃを特定する。 In the present embodiment, the correspondence between the torque difference dTQx and the correction value Vcc is determined in advance by the map data Mc stored in the non-volatile storage device 102n of the lean motor control unit 102. The lean motor control unit 102 specifies the correction value Vcc corresponding to the torque difference dTQx by referring to the map data Mc.
　図１４（Ｄ）、図１５（Ｄ）の例では、前輪１２Ｆに作用するトルクＦ９Ｔ、ＦｃＴは、前輪１２Ｆを左方向ＤＬへ回動させる。従って、トルク差分ｄＴＱｘは、負値である。この結果、補正値Ｖｃｃは、正値に決定される。 In the example of FIGS. 14D and 15D, the torques F9T and FcT acting on the front wheel 12F turn the front wheel 12F in the left direction DL. Therefore, the torque difference dTQx is a negative value. As a result, the correction value Vcc is determined to be a positive value.
　図１３のＳ５６０では、リーンモータ制御部１０２は、標準制御値を、補正値Ｖｃｃを用いて、補正する。本実施例では、リーンモータ制御部１０２は、標準制御値に補正値Ｖｃｃを加算することによって、補正済制御値を算出する。Ｓ５７０では、リーンモータ制御部１０２は、補正済制御値に従って電気回路１０２ｃを制御することによって、リーンモータ２５を制御する。 In S560 of FIG. 13, the lean motor control unit 102 corrects the standard control value using the correction value Vcc. In the present embodiment, the lean motor control unit 102 calculates the corrected control value by adding the correction value Vcc to the standard control value. In S570, the lean motor control unit 102 controls the lean motor 25 by controlling the electric circuit 102c in accordance with the corrected control value.
　図１４（Ｅ）、図１４（Ｆ）、図１５（Ｅ）、図１５（Ｆ）は、補正済制御値に従ってリーンモータ２５が制御される場合の車両１０の状態を示している。図１４（Ｃ）、図１５（Ｃ）の状態と比べて、車両上方向ＤＶＵは、右方向ＤＲ側に変化している。図９、図１０で説明したように、車両上方向ＤＶＵが右方向ＤＲ側に変化する場合、前輪１２Ｆには、前輪１２Ｆの方向Ｄ１２を右方向ＤＲ側に回動させるトルクＦＴａ、ＦＴｂ（図１４（Ｆ）、図１５（Ｆ））が、作用する。特に、図９で説明した第１トルクｔｑ１は、地面が水平であるか傾斜しているかに拘わらずに、鉛直上方向ＤＵに対する回動軸Ａｘ１の傾斜に起因して、生じ得る。これにより、前輪１２Ｆの方向Ｄ１２の目標方向（ここでは、前方向ＤＦ）からのずれが、抑制される。そして、車両１０は、ハンドル角に対応する方向である前方向ＤＦに向かって、走行する。図１４（Ｇ）、図１５（Ｇ）の第３軌跡Ｔｒ３、Ｔｒ１３は、図１４（Ｄ）、図１５（Ｄ）の車両１０の軌跡である。軌跡Ｔｒ３、Ｔｒ１３は、前方向ＤＦに向かっている。 FIGS. 14E, 14F, 15E, and 15F show the state of the vehicle 10 when the lean motor 25 is controlled in accordance with the corrected control value. As compared with the states shown in FIGS. 14C and 15C, the vehicle upward direction DVU changes to the right direction DR. As described in FIG. 9 and FIG. 10, when the vehicle upward direction DVU changes to the right direction DR side, torques FTa and FTb that cause the front wheel 12F to rotate the direction D12 of the front wheel 12F to the right direction DR 14 (F), FIG. 15 (F)) work. In particular, the first torque tq1 described in FIG. 9 can occur due to the inclination of the pivot axis Ax1 with respect to the vertically upward direction DU, regardless of whether the ground is horizontal or inclined. Thus, the deviation of the front wheel 12F from the target direction (the forward direction DF here) in the direction D12 is suppressed. Then, the vehicle 10 travels in the forward direction DF, which is a direction corresponding to the steering wheel angle. The third trajectories Tr3 and Tr13 in FIGS. 14G and 15G are trajectories of the vehicle 10 in FIGS. 14D and 15D. Trajectories Tr3 and Tr13 are directed in the forward direction DF.
　Ｓ５７０が実行されたことに応じて、図１３の処理が終了する。「軸トルク＝目標軸トルク」という条件が満たされない場合（Ｓ５４０：Ｎｏ）、補正値Ｖｃｃの決定（Ｓ５５０）と、制御値の補正（Ｓ５６０）と、補正済制御値に基づくリーンモータ２５の制御（Ｓ５７０）とが繰り返される。この結果、車両１０は、ハンドル角に対応する方向に向かって、走行する。 The process of FIG. 13 ends in response to the execution of S570. When the condition of “shaft torque = target shaft torque” is not satisfied (S540: No), the determination of the correction value Vcc (S550), the correction of the control value (S560), and the control of the lean motor 25 based on the corrected control value (S570) is repeated. As a result, the vehicle 10 travels in the direction corresponding to the steering wheel angle.
　以上のように、本実施例では、軸トルクセンサ１２７（図１、図１１）は、前輪１２Ｆに作用する回動軸Ａｘ１を中心とするトルクである軸トルクを測定する。軸トルクは、車両１０の動作状態を示すパラメータであって、傾斜角Ｔとは独立に変化し得る。例えば、傾斜角Ｔが一定であっても、軸トルクは、風Ｗｎｄ（図１４（Ｄ））や地面ＧＬｘの傾斜（図１５（Ｄ））などの外部要因によって、変化し得る。 As described above, in the present embodiment, the axial torque sensor 127 (FIGS. 1 and 11) measures axial torque which is torque around the pivot axis Ax1 acting on the front wheel 12F. The axial torque is a parameter indicating the operating state of the vehicle 10, and may change independently of the tilt angle T. For example, even if the inclination angle T is constant, the axial torque can change due to external factors such as the wind Wnd (FIG. 14D) and the inclination of the ground GLx (FIG. 15D).
　また、前輪支持装置４１は、ハンドル４１ａの操作量に拘わらずに前輪１２Ｆが車体９０の傾斜に追随して車体９０に対して左右に回動することを許容するように構成されている。このような前輪１２Ｆの回動が許容される許容モードでの制御は、図１２のＳ１４０で説明したように、予め決められた許容条件が満たされる場合に、実行される。本実施例では、許容条件は、車速Ｖが、許容速度範囲内であることである。 Further, the front wheel support device 41 is configured to allow the front wheel 12F to rotate left and right with respect to the vehicle body 90 following the inclination of the vehicle body 90 regardless of the amount of operation of the steering wheel 41a. The control in the allowable mode in which the rotation of the front wheel 12F is permitted is performed as described in S140 of FIG. 12 when the predetermined allowable condition is satisfied. In the present embodiment, the allowable condition is that the vehicle speed V is within the allowable speed range.
　そして、傾斜制御部１９０は、図１３で説明したように、ハンドル角と軸トルクとを用いて、軸トルクが目標軸トルクに近づくように、リーンモータ２５を制御する。これにより、車両の進行方向の目標の方向からのずれを抑制できる。例えば、図１４（Ｄ）、図１５（Ｄ）で説明したように、ハンドル角がゼロであり、傾斜角Ｔが鉛直上方向ＤＵに維持される場合であっても、車両１０の進行方向は、左方向ＤＬ側にずれ得る。本実施例では、傾斜角Ｔとは独立なパラメータである軸トルクを用いて、リーンモータ２５が制御されるので、前輪１２Ｆの方向Ｄ１２の目標方向からのずれ、すなわち、車両１０の進行方向のずれを、適切に、抑制できる。 Then, as described with reference to FIG. 13, the tilt control unit 190 controls the lean motor 25 so that the axial torque approaches the target axial torque, using the steering wheel angle and the axial torque. Thus, it is possible to suppress the deviation of the traveling direction of the vehicle from the target direction. For example, as described in FIG. 14D and FIG. 15D, even when the steering wheel angle is zero and the inclination angle T is maintained in the vertically upward direction DU, the traveling direction of the vehicle 10 is , May shift to the left direction DL side. In the present embodiment, the lean motor 25 is controlled using the axial torque which is a parameter independent of the inclination angle T, so the deviation of the direction D12 of the front wheel 12F from the target direction, ie, the traveling direction of the vehicle 10 Deviation can be suppressed appropriately.
　また、本実施例では、前輪支持装置４１（図１）は、ハンドル４１ａの支持棒４１ａｘと前フォーク１７とを連結する接続部５０を、有している。上述したように、接続部５０は、ハンドル４１ａの支持棒４１ａｘと前フォーク１７とを緩く接続する。すなわち、接続部５０は、前輪１２Ｆがハンドル角に拘わらず車体９０の傾斜の変化に追随して左右に回動することを許容する。このように、前輪１２Ｆの左右の回動が許容されている状態で、接続部５０は、支持棒４１ａｘと前フォーク１７との間、すなわち、ハンドル４１ａと前輪１２Ｆとの間で、トルクを伝達する。従って、前輪１２Ｆの進行方向Ｄ１２がハンドル４１ａの方向からずれている場合には、ハンドル４１ａと前フォーク１７との間に軸トルクが作用する。軸トルクセンサ１２７は、このような軸トルク（すなわち、抵抗トルク）を測定する。そして、図１３のＳ５４０～Ｓ５７０で説明したように、傾斜制御部１９０は、軸トルクが目標軸トルクであるゼロに近づくように、リーンモータ２５を制御する。この結果、傾斜制御部１９０は、前輪１２Ｆの方向Ｄ１２の目標方向からのずれ、すなわち、車両１０の進行方向のずれを、適切に、抑制できる。なお、トルク差分ｄＴＱｘと補正値Ｖｃｃとの対応関係は、種々の条件下において車両１０の進行方向のずれを抑制できるように、実験的に決定されてよい。 Further, in the present embodiment, the front wheel support device 41 (FIG. 1) has a connecting portion 50 for connecting the support bar 41ax of the handle 41a and the front fork 17. As described above, the connection portion 50 loosely connects the support bar 41 ax of the handle 41 a and the front fork 17. That is, the connection portion 50 allows the front wheel 12F to rotate left and right following the change in the inclination of the vehicle body 90 regardless of the steering wheel angle. Thus, in a state where left and right rotation of front wheel 12F is permitted, connection portion 50 transmits torque between support bar 41ax and front fork 17, that is, between handle 41a and front wheel 12F. Do. Therefore, when the traveling direction D12 of the front wheel 12F deviates from the direction of the steering wheel 41a, an axial torque acts between the steering wheel 41a and the front fork 17. The shaft torque sensor 127 measures such shaft torque (i.e., resistance torque). Then, as described in S540 to S570 in FIG. 13, the tilt control unit 190 controls the lean motor 25 so that the shaft torque approaches zero, which is the target shaft torque. As a result, the tilt control unit 190 can appropriately suppress the deviation of the front wheel 12F in the direction D12 from the target direction, that is, the deviation in the traveling direction of the vehicle 10. The correspondence relationship between the torque difference dTQx and the correction value Vcc may be determined experimentally so as to suppress a deviation in the traveling direction of the vehicle 10 under various conditions.
Ｂ．第２実施例：
　図１７は、傾斜制御の別の実施例を示すフローチャートである。図１３の実施例との際は、軸トルクの代わりにヨーレートが用いられる点である。Ｓ５００、Ｓ５４０、Ｓ５５０は、Ｓ５００ａ、Ｓ５４０ａ、Ｓ５５０ａに、それぞれ置換され、そして、Ｓ５１０とＳ５３０との間にＳ５２０ａが追加されている。図１７のステップのうち、図１３のステップと同じステップには、同じ符号を付して、説明を省略する。 B. Second embodiment:
FIG. 17 is a flowchart showing another embodiment of the tilt control. In the case of the embodiment of FIG. 13, a yaw rate is used instead of the shaft torque. S500, S540, and S550 are replaced with S500a, S540a, and S550a, respectively, and S520a is added between S510 and S530. Among the steps of FIG. 17, the same steps as the steps of FIG.
　Ｓ５００ａでは、主制御部１００（図１１）は、ヨーレート、傾斜角Ｔ、車速Ｖ、ハンドル角を示す情報を、それぞれ、特定する。主制御部１００は、鉛直方向センサ１２６（図１）からジャイロセンサ１２６ｇによって測定された角速度を示す情報を取得し、取得した情報を用いてヨーレートを特定する。傾斜角Ｔと車速Ｖとハンドル角とのそれぞれの特定方法は、図１３のＳ５００の方法と、同じである。 In S500a, the main control unit 100 (FIG. 11) specifies information indicating the yaw rate, the inclination angle T, the vehicle speed V, and the steering wheel angle. The main control unit 100 acquires information indicating the angular velocity measured by the gyro sensor 126g from the vertical direction sensor 126 (FIG. 1), and specifies the yaw rate using the acquired information. The method of specifying each of the inclination angle T, the vehicle speed V, and the steering wheel angle is the same as the method of S500 in FIG.
　Ｓ５２０ａでは、主制御部１００は、車速Ｖとハンドル角とを用いることによって、目標ヨーレートを特定する。本実施例では、車両１０が滑らずに安定して走行することとして、目標ヨーレートが特定される。この場合、ヨーレートＹは、以下の式８で表される。
　　　Ｙ　＝　Ｖ／Ｒ　　　　　　　　　　　　　　　　　　　　（式８）
　式８のＲに、式６で表されるＲを代入すると、以下の式９が得られる。
　　　Ｙ　＝　Ｖ／（Ｖ２／（ｇ＊ｔａｎ（Ｔ）））
　　　　　＝（ｇ＊ｔａｎ（Ｔ））／Ｖ　　　　　　　　　　　（式９）
　ここで、傾斜角Ｔが第１目標傾斜角Ｔ１に制御されると仮定する。第１目標傾斜角Ｔ１は、Ｓ５１０で、ハンドル角と車速Ｖとを用いて特定される。この第１目標傾斜角Ｔ１を式９のＴに代入することによって、ヨーレートＹは、ハンドル角と車速Ｖとで表される。本実施例では、主制御部１００（図１１）の不揮発性記憶装置１００ｎには、マップデータＭｘが予め格納されている。マップデータＭｘは、このようなヨーレートＹとハンドル角と車速Ｖとの対応関係を表している。主制御部１００は、マップデータＭｘを参照することによって、ハンドル角と車速Ｖとの組み合わせに対応する目標ヨーレートＹｔを特定する。正の目標ヨーレートＹｔは、右方向ＤＲの旋回を示し、ゼロの目標ヨーレートＹｔは、直進を示し、負の目標ヨーレートＹｔは、左方向ＤＬの旋回を示している。主制御部１００は、傾斜角Ｔと第１目標傾斜角Ｔ１とヨーレートと目標ヨーレートとのそれぞれを示す情報を、リーンモータ制御部１０２に供給する。 In S520a, the main control unit 100 specifies the target yaw rate by using the vehicle speed V and the steering wheel angle. In the present embodiment, the target yaw rate is specified as the vehicle 10 travels stably without slipping. In this case, the yaw rate Y is expressed by the following equation 8.
Y = V / R (Equation 8)
Substituting R represented by Equation 6 into R of Equation 8 gives Equation 9 below.
Y = V / (V 2 / (g * tan (T)))
= (G * tan (T)) / V (equation 9)
Here, it is assumed that the inclination angle T is controlled to the first target inclination angle T1. The first target inclination angle T1 is specified using the steering wheel angle and the vehicle speed V at S510. By substituting the first target inclination angle T1 into T in equation 9, the yaw rate Y is expressed by the steering wheel angle and the vehicle speed V. In the present embodiment, map data Mx is stored in advance in the non-volatile storage device 100n of the main control unit 100 (FIG. 11). The map data Mx represents such a correspondence relationship between the yaw rate Y, the steering wheel angle, and the vehicle speed V. The main control unit 100 specifies the target yaw rate Yt corresponding to the combination of the steering wheel angle and the vehicle speed V by referring to the map data Mx. The positive target yaw rate Yt indicates turning in the right direction DR, the zero target yaw rate Yt indicates straight going, and the negative target yaw rate Yt indicates turning in the left direction DL. The main control unit 100 supplies the lean motor control unit 102 with information indicating each of the inclination angle T, the first target inclination angle T1, the yaw rate, and the target yaw rate.
　Ｓ５４０ａでは、リーンモータ制御部１０２は、ヨーレートが、目標ヨーレートと同じであるか否かを判断する。上述したように、車両１０が安定して走行する場合、操舵モータ６５の制御モードが制限モードと許容モードとのいずれであっても、前輪１２Ｆの方向Ｄ１２は、傾斜角Ｔに適した方向（目標方向とも呼ぶ）を向く。図１３のＳ５１０で説明したように、傾斜角Ｔの第１目標傾斜角Ｔ１は、ハンドル角を用いて決定される。従って、前輪１２Ｆの方向Ｄ１２は、ハンドル角に適した方向である。これらの結果、車両１０のヨーレートは、目標ヨーレートと同じである。 In S540a, the lean motor control unit 102 determines whether the yaw rate is the same as the target yaw rate. As described above, when the vehicle 10 travels stably, the direction D12 of the front wheel 12F is suitable for the inclination angle T regardless of whether the control mode of the steering motor 65 is either the limit mode or the permissible mode Turn to the target direction). As described in S510 of FIG. 13, the first target inclination angle T1 of the inclination angle T is determined using the steering wheel angle. Therefore, the direction D12 of the front wheel 12F is a direction suitable for the steering wheel angle. As a result of these, the yaw rate of the vehicle 10 is the same as the target yaw rate.
　ヨーレートが目標ヨーレートと同じである場合（Ｓ５４０ａ：Ｙｅｓ）、Ｓ５７０で、リーンモータ制御部１０２は、標準制御値に従って電気回路１０２ｃを制御することによって、リーンモータ２５を制御する。これにより、傾斜角Ｔは、第１目標傾斜角Ｔ１に近づく。以上により、図１７の処理が終了する。傾斜制御部１９０は、図１７の処理を、繰り返し実行する。「ヨーレート＝目標ヨーレート」という条件が満たされる場合（Ｓ５４０ａ：Ｙｅｓ）、標準制御値に基づくリーンモータ２５の制御が繰り返される。この結果、傾斜角Ｔは、第１目標傾斜角Ｔ１に維持される。 If the yaw rate is the same as the target yaw rate (S540a: Yes), in S570, the lean motor control unit 102 controls the lean motor 25 by controlling the electric circuit 102c in accordance with the standard control value. Thereby, the inclination angle T approaches the first target inclination angle T1. Thus, the process of FIG. 17 ends. The tilt control unit 190 repeatedly executes the process of FIG. When the condition of “yaw rate = target yaw rate” is satisfied (S 540 a: Yes), the control of the lean motor 25 based on the standard control value is repeated. As a result, the inclination angle T is maintained at the first target inclination angle T1.
　図１４、図１５で説明したように、前輪１２Ｆの方向Ｄ１２は、目標方向からずれ得る。前輪１２Ｆの方向Ｄ１２が目標方向と異なる場合、車両１０の進行方向が目標の方向と異なるので、ヨーレートは、目標ヨーレートと異なる。この場合（Ｓ５４０ａ：Ｎｏ）、Ｓ５５０ａで、リーンモータ制御部１０２は、ヨーレートを目標ヨーレートに近づけるための補正値を決定する。この補正値は、Ｓ５３０で特定された標準制御値を補正するための値である。 As described in FIGS. 14 and 15, the direction D12 of the front wheel 12F may be offset from the target direction. When the direction D12 of the front wheel 12F is different from the target direction, the yaw rate is different from the target yaw rate because the traveling direction of the vehicle 10 is different from the target direction. In this case (S540a: No), the lean motor control unit 102 determines a correction value for bringing the yaw rate closer to the target yaw rate in S550a. This correction value is a value for correcting the standard control value specified in S530.
　図１８は、ヨーレート差分ｄＹと補正値Ｖｃｃとの対応関係の例を示すグラフである。ヨーレート差分ｄＹは、ヨーレートから目標ヨーレートを減算した差分である。横軸は、ヨーレート差分ｄＹを示し、縦軸は、補正値Ｖｃｃを示している。負のヨーレート差分ｄＹは、図１５（Ｄ）、図１５（Ｄ）のように、前輪１２Ｆの方向Ｄ１２が目標の方向から左方向ＤＬ側にずれていることを示している。正のヨーレート差分ｄＹは、前輪１２Ｆの方向Ｄ１２が目標の方向から右方向ＤＲ側にずれていることを示している。補正値Ｖｃｃは、図１６の補正値Ｖｃｃと同じである。 FIG. 18 is a graph showing an example of the correspondence between the yaw rate difference dY and the correction value Vcc. The yaw rate difference dY is a difference obtained by subtracting the target yaw rate from the yaw rate. The horizontal axis indicates the yaw rate difference dY, and the vertical axis indicates the correction value Vcc. The negative yaw rate difference dY indicates that the direction D12 of the front wheel 12F is shifted from the target direction to the left direction DL, as shown in FIGS. 15 (D) and 15 (D). The positive yaw rate difference dY indicates that the direction D12 of the front wheel 12F is shifted from the target direction to the right direction DR. The correction value Vcc is the same as the correction value Vcc of FIG.
　図示するように、ヨーレート差分ｄＹが正値である場合、補正値Ｖｃｃは、負値に設定され、ヨーレート差分ｄＹが負値である場合、補正値Ｖｃｃは、正値に設定される。そして、ヨーレート差分ｄＹの絶対値が大きいほど、補正値Ｖｃｃの絶対値は大きい。なお、図１８の例では、補正値Ｖｃｃは、ヨーレート差分ｄＹの変化に対して、直線的に変化している。ただし、補正値Ｖｃｃは、ヨーレート差分ｄＹの変化に対して、曲線を描くように変化してもよい。 As illustrated, when the yaw rate difference dY is a positive value, the correction value Vcc is set to a negative value, and when the yaw rate difference dY is a negative value, the correction value Vcc is set to a positive value. The larger the absolute value of the yaw rate difference dY, the larger the absolute value of the correction value Vcc. In the example of FIG. 18, the correction value Vcc changes linearly with respect to the change of the yaw rate difference dY. However, the correction value Vcc may change so as to draw a curve with respect to the change in the yaw rate difference dY.
　本実施例では、ヨーレート差分ｄＹと補正値Ｖｃｃとの対応関係は、リーンモータ制御部１０２の不揮発性記憶装置１０２ｎに格納されているマップデータＭｃによって、予め、決められている。リーンモータ制御部１０２は、このマップデータＭｃを参照することによって、ヨーレート差分ｄＹに対応する補正値Ｖｃｃを特定する。 In the present embodiment, the correspondence between the yaw rate difference dY and the correction value Vcc is determined in advance by the map data Mc stored in the non-volatile storage device 102 n of the lean motor control unit 102. The lean motor control unit 102 specifies the correction value Vcc corresponding to the yaw rate difference dY by referring to the map data Mc.
　図１４（Ｄ）、図１５（Ｄ）の例では、前輪１２Ｆの方向Ｄ１２が目標の方向から左方向ＤＬ側にずれている。従って、ヨーレート差分ｄＹは、負値である。この結果、補正値Ｖｃｃは、正値に決定される。 In the example of FIG. 14 (D) and FIG. 15 (D), the direction D12 of the front wheel 12F is shifted to the left direction DL side from the direction of the target. Therefore, the yaw rate difference dY is a negative value. As a result, the correction value Vcc is determined to be a positive value.
　Ｓ５６０、Ｓ５７０は、図１３のＳ５６０、Ｓ５７０と、それぞれ同じである。Ｓ５６０では、標準制御値は、補正値Ｖｃｃを用いて補正される。Ｓ５７０では、補正済制御値に従って、リーンモータ２５が制御される。これにより、図１３の実施例と同様に、前輪１２Ｆの方向Ｄ１２の目標方向からのずれが、抑制される。 S560 and S570 are respectively the same as S560 and S570 of FIG. At S560, the standard control value is corrected using the correction value Vcc. In S570, the lean motor 25 is controlled in accordance with the corrected control value. Thus, as in the embodiment of FIG. 13, the deviation of the front wheel 12F from the target direction in the direction D12 is suppressed.
　以上のように、本実施例では、鉛直方向センサ１２６（図１、図１１）のジャイロセンサ１２６ｇは、車両１０のヨーレートを測定する。ヨーレートは、車両１０の動作状態を示すパラメータであって、傾斜角Ｔとは独立に変化し得る。例えば、傾斜角Ｔが一定であってもヨーレートは、風Ｗｎｄ（図１４（Ｄ））や地面ＧＬｘの傾斜（図１５（Ｄ））などの外部要因によって、変化し得る。 As described above, in the present embodiment, the gyro sensor 126g of the vertical direction sensor 126 (FIGS. 1 and 11) measures the yaw rate of the vehicle 10. The yaw rate is a parameter indicating the operating state of the vehicle 10, and may change independently of the tilt angle T. For example, even if the inclination angle T is constant, the yaw rate may change due to external factors such as the wind Wnd (FIG. 14D) and the inclination of the ground GLx (FIG. 15D).
　そして、傾斜制御部１９０は、図１７で説明したように、ハンドル角とヨーレートとを用いて、ヨーレートが目標ヨーレートに近づくように、リーンモータ２５を制御する。これにより、車両の進行方向の目標の方向からのずれを抑制できる。例えば、図１４（Ｄ）、図１５（Ｄ）で説明したように、ハンドル角がゼロであり、傾斜角Ｔが鉛直上方向ＤＵに維持される場合であっても、車両１０の進行方向は、左方向ＤＬ側にずれ得る。本実施例では、傾斜角Ｔとは独立なパラメータであるヨーレートを用いて、リーンモータ２５が制御されるので、前輪１２Ｆの方向Ｄ１２の目標方向からのずれ、すなわち、車両１０の進行方向のずれを、適切に、抑制できる。 Then, as described with reference to FIG. 17, the tilt control unit 190 controls the lean motor 25 so that the yaw rate approaches the target yaw rate, using the steering wheel angle and the yaw rate. Thus, it is possible to suppress the deviation of the traveling direction of the vehicle from the target direction. For example, as described in FIG. 14D and FIG. 15D, even when the steering wheel angle is zero and the inclination angle T is maintained in the vertically upward direction DU, the traveling direction of the vehicle 10 is , May shift to the left direction DL side. In this embodiment, since the lean motor 25 is controlled using the yaw rate which is a parameter independent of the inclination angle T, the deviation of the direction D12 of the front wheel 12F from the target direction, ie, the deviation of the traveling direction of the vehicle 10. Can be suppressed appropriately.
　また、本実施例では、ジャイロセンサ１２６ｇは、車両１０のヨーレートを測定する。図１７のＳ５２０ａで説明したように、傾斜制御部１９０は、ハンドル角を用いて目標ヨーレートを特定する。図１７のＳ５４０ａ～Ｓ５７０で説明したように、傾斜制御部１９０は、ヨーレートが目標ヨーレートに近づくように、リーンモータ２５を制御する。この結果、傾斜制御部１９０は、前輪１２Ｆの方向Ｄ１２の目標方向からのずれ、すなわち、車両１０の進行方向のずれを、適切に、抑制できる。なお、ヨーレート差分ｄＹと補正値Ｖｃｃとの対応関係は、種々の条件下において車両１０の進行方向のずれを抑制できるように、実験的に決定されてよい。 Further, in the present embodiment, the gyro sensor 126 g measures the yaw rate of the vehicle 10. As described in S520a of FIG. 17, the tilt control unit 190 specifies the target yaw rate using the steering wheel angle. As described in S540a to S570 in FIG. 17, the tilt control unit 190 controls the lean motor 25 such that the yaw rate approaches the target yaw rate. As a result, the tilt control unit 190 can appropriately suppress the deviation of the front wheel 12F in the direction D12 from the target direction, that is, the deviation in the traveling direction of the vehicle 10. The correspondence relationship between the yaw rate difference dY and the correction value Vcc may be experimentally determined so as to suppress a deviation in the traveling direction of the vehicle 10 under various conditions.
Ｃ．第３実施例：
　図１９は、傾斜制御の別の実施例を示すフローチャートである。図１７の実施例との際は、ヨーレートの代わりに車輪角が用いられる点である。Ｓ５００ａ、Ｓ５２０ａ、Ｓ５４０ａ、Ｓ５５０ａは、Ｓ５００ｂ、Ｓ５２０ｂ、Ｓ５４０ｂ、Ｓ５５０ｂに、それぞれ置換されている。図１９のステップのうち、図１７のステップと同じステップには、同じ符号を付して、説明を省略する。 C. Third embodiment:
FIG. 19 is a flowchart showing another embodiment of the tilt control. In the case of the embodiment of FIG. 17, the wheel angle is used instead of the yaw rate. S500a, S520a, S540a, and S550a are replaced with S500b, S520b, S540b, and S550b, respectively. Among the steps of FIG. 19, the same steps as the steps of FIG.
　Ｓ５００ｂでは、主制御部１００（図１１）は、車輪角、傾斜角Ｔ、車速Ｖ、ハンドル角を示す情報を、それぞれ、特定する。車輪角は、車輪角センサ１２４からの信号を用いて、特定される。他の情報の特定方法は、図１７のＳ５００ａの方法と、同じである。 In S500b, the main control unit 100 (FIG. 11) specifies information indicating the wheel angle, the inclination angle T, the vehicle speed V, and the steering wheel angle. The wheel angle is identified using a signal from the wheel angle sensor 124. The other information identification method is the same as the method of S500a of FIG.
　Ｓ５２０ｂでは、主制御部１００は、車速Ｖとハンドル角とを用いることによって、目標車輪角を特定する。特定される目標車輪角は、図１２のＳ１３０で特定される第１目標車輪角ＡＦｔ１と同じである。具体的には、以下の通りである。車輪角ＡＦは、上記の式７で表される。式７のＲに、式６で表されるＲを代入すると、以下の式１０が得られる。
　　　ＡＦ＝ａｒｃｔａｎ（Ｌｈ／（Ｖ２／（ｇ＊ｔａｎ（Ｔ））））　　（式１０）
ここで、傾斜角Ｔが第１目標傾斜角Ｔ１に制御されると仮定する。第１目標傾斜角Ｔ１は、Ｓ５１０で、ハンドル角と車速Ｖとを用いて特定される。この第１目標傾斜角Ｔ１を式１０のＴに代入することによって、車輪角ＡＦは、ハンドル角と車速Ｖとで表される。この対応関係を用いて特定される車輪角ＡＦが、第１目標車輪角ＡＦｔ１である。主制御部１００は、車輪角ＡＦと第１目標車輪角ＡＦｔ１と傾斜角Ｔと第１目標傾斜角Ｔ１と車輪角ＡＦと第１目標車輪角ＡＦｔ１とのそれぞれを示す情報を、リーンモータ制御部１０２に供給する。 In S520b, the main control unit 100 specifies the target wheel angle by using the vehicle speed V and the steering wheel angle. The specified target wheel angle is the same as the first target wheel angle AFt1 specified in S130 of FIG. Specifically, it is as follows. The wheel angle AF is expressed by Equation 7 above. Substituting R represented by Equation 6 into R of Equation 7 yields Equation 10 below.
AF = arctan (Lh / (V 2 / (g * tan (T)))) (Equation 10)
Here, it is assumed that the inclination angle T is controlled to the first target inclination angle T1. The first target inclination angle T1 is specified using the steering wheel angle and the vehicle speed V at S510. By substituting the first target inclination angle T1 into T in equation 10, the wheel angle AF is expressed by the steering wheel angle and the vehicle speed V. The wheel angle AF specified using this correspondence relationship is a first target wheel angle AFt1. The main control unit 100 is a lean motor control unit for information indicating each of the wheel angle AF, the first target wheel angle AFt1, the inclination angle T, the first target inclination angle T1, the wheel angle AF and the first target wheel angle AFt1. It supplies to 102.
　Ｓ５４０ｂでは、リーンモータ制御部１０２は、車輪角ＡＦが、第１目標車輪角ＡＦｔ１と同じであるか否かを判断する。上述したように、車両１０が安定して走行する場合、操舵モータ６５の制御モードが制限モードと許容モードとのいずれであっても、前輪１２Ｆの方向Ｄ１２は、傾斜角Ｔに適した目標方向を向く。この場合、車輪角ＡＦは、第１目標車輪角ＡＦｔ１と同じである。 In S540b, the lean motor control unit 102 determines whether the wheel angle AF is the same as the first target wheel angle AFt1. As described above, when the vehicle 10 travels stably, the direction D12 of the front wheel 12F is a target direction suitable for the inclination angle T regardless of whether the control mode of the steering motor 65 is either the limit mode or the permissible mode. Turn to In this case, the wheel angle AF is the same as the first target wheel angle AFt1.
　車輪角ＡＦが第１目標車輪角ＡＦｔ１と同じである場合（Ｓ５４０ｂ：Ｙｅｓ）、Ｓ５７０で、リーンモータ制御部１０２は、標準制御値に従って電気回路１０２ｃを制御することによって、リーンモータ２５を制御する。これにより、傾斜角Ｔは、第１目標傾斜角Ｔ１に近づく。以上により、図１９の処理が終了する。傾斜制御部１９０は、図１９の処理を、繰り返し実行する。「ＡＦ＝ＡＦｔ１」という条件が満たされる場合（Ｓ５４０ｂ：Ｙｅｓ）、標準制御値に基づくリーンモータ２５の制御が繰り返される。この結果、傾斜角Ｔは、第１目標傾斜角Ｔ１に維持される。 If the wheel angle AF is the same as the first target wheel angle AFt1 (S540b: Yes), the lean motor control unit 102 controls the lean motor 25 by controlling the electric circuit 102c according to the standard control value in S570. . Thereby, the inclination angle T approaches the first target inclination angle T1. Thus, the process of FIG. 19 ends. The tilt control unit 190 repeatedly executes the process of FIG. If the condition “AF = AFt1” is satisfied (S540 b: Yes), the control of the lean motor 25 based on the standard control value is repeated. As a result, the inclination angle T is maintained at the first target inclination angle T1.
　図１４、図１５で説明したように、前輪１２Ｆの方向Ｄ１２は、目標方向からずれ得る。前輪１２Ｆの方向Ｄ１２が目標方向と異なる場合、車輪角ＡＦは、第１目標車輪角ＡＦｔ１と異なる。この場合（Ｓ５４０ｂ：Ｎｏ）、Ｓ５５０ｂで、リーンモータ制御部１０２は、車輪角ＡＦを第１目標車輪角ＡＦｔ１に近づけるための補正値を決定する。この補正値は、Ｓ５３０で特定された標準制御値を補正するための値である。 As described in FIGS. 14 and 15, the direction D12 of the front wheel 12F may be offset from the target direction. When the direction D12 of the front wheel 12F is different from the target direction, the wheel angle AF is different from the first target wheel angle AFt1. In this case (S540b: No), the lean motor control unit 102 determines a correction value for bringing the wheel angle AF close to the first target wheel angle AFt1 in S550b. This correction value is a value for correcting the standard control value specified in S530.
　図２０は、車輪角差分ｄＡＦと補正値Ｖｃｃとの対応関係の例を示すグラフである。車輪角差分ｄＡＦは、車輪角ＡＦから第１目標車輪角ＡＦｔ１を減算した差分である。横軸は、車輪角差分ｄＡＦを示し、縦軸は、補正値Ｖｃｃを示している。負の車輪角差分ｄＡＦは、図１５（Ｄ）、図１５（Ｄ）のように、前輪１２Ｆの方向Ｄ１２が目標の方向から左方向ＤＬ側にずれていることを示している。正の車輪角差分ｄＡＦは、前輪１２Ｆの方向Ｄ１２が目標の方向から右方向ＤＲ側にずれていることを示している。補正値Ｖｃｃは、図１６の補正値Ｖｃｃと同じである。 FIG. 20 is a graph showing an example of the correspondence between the wheel angle difference dAF and the correction value Vcc. The wheel angle difference dAF is a difference obtained by subtracting the first target wheel angle AFt1 from the wheel angle AF. The horizontal axis indicates the wheel angle difference dAF, and the vertical axis indicates the correction value Vcc. The negative wheel angle difference dAF indicates that the direction D12 of the front wheel 12F is shifted from the target direction to the left direction DL, as shown in FIGS. 15 (D) and 15 (D). The positive wheel angle difference dAF indicates that the direction D12 of the front wheel 12F is shifted from the target direction to the right direction DR. The correction value Vcc is the same as the correction value Vcc of FIG.
　図示するように、車輪角差分ｄＡＦが正値である場合、補正値Ｖｃｃは、負値に設定され、車輪角差分ｄＡＦが負値である場合、補正値Ｖｃｃは、正値に設定される。そして、車輪角差分ｄＡＦの絶対値が大きいほど、補正値Ｖｃｃの絶対値は大きい。なお、図２０の例では、補正値Ｖｃｃは、車輪角差分ｄＡＦの変化に対して、直線的に変化している。ただし、補正値Ｖｃｃは、車輪角差分ｄＡＦの変化に対して、曲線を描くように変化してもよい。 As shown, when the wheel angle difference dAF is a positive value, the correction value Vcc is set to a negative value, and when the wheel angle difference dAF is a negative value, the correction value Vcc is set to a positive value. The larger the absolute value of the wheel angle difference dAF, the larger the absolute value of the correction value Vcc. In the example of FIG. 20, the correction value Vcc changes linearly with respect to the change of the wheel angle difference dAF. However, the correction value Vcc may change so as to draw a curve with respect to the change in the wheel angle difference dAF.
　本実施例では、車輪角差分ｄＡＦと補正値Ｖｃｃとの対応関係は、リーンモータ制御部１０２の不揮発性記憶装置１０２ｎに格納されているマップデータＭｃによって、予め、決められている。リーンモータ制御部１０２は、このマップデータＭｃを参照することによって、車輪角差分ｄＡＦに対応する補正値Ｖｃｃを特定する。 In the present embodiment, the correspondence between the wheel angle difference dAF and the correction value Vcc is determined in advance by the map data Mc stored in the non-volatile storage device 102 n of the lean motor control unit 102. The lean motor control unit 102 specifies the correction value Vcc corresponding to the wheel angle difference dAF by referring to the map data Mc.
　図１４（Ｄ）、図１５（Ｄ）の例では、前輪１２Ｆの方向Ｄ１２が目標の方向から左方向ＤＬ側にずれている。従って、車輪角差分ｄＡＦは、負値である。この結果、補正値Ｖｃｃは、正値に決定される。 In the example of FIG. 14 (D) and FIG. 15 (D), the direction D12 of the front wheel 12F is shifted to the left direction DL side from the direction of the target. Therefore, the wheel angle difference dAF is a negative value. As a result, the correction value Vcc is determined to be a positive value.
　Ｓ５６０、Ｓ５７０は、図１３、図１７のＳ５６０、Ｓ５７０と、それぞれ同じである。Ｓ５６０では、標準制御値は、補正値Ｖｃｃを用いて補正される。Ｓ５７０では、補正済制御値に従って、リーンモータ２５が制御される。これにより、図１３、図１７の実施例と同様に、前輪１２Ｆの方向Ｄ１２の目標方向からのずれが、抑制される。 S560 and S570 are the same as S560 and S570 of FIG. 13 and FIG. 17, respectively. At S560, the standard control value is corrected using the correction value Vcc. In S570, the lean motor 25 is controlled in accordance with the corrected control value. Thus, as in the embodiment of FIGS. 13 and 17, the deviation of the front wheel 12F from the target direction in the direction D12 is suppressed.
　以上のように、本実施例では、車輪角センサ１２４（図１、図１１）は、前輪１２Ｆの車輪角ＡＦを測定する。車輪角ＡＦは、車両１０の動作状態を示すパラメータであって、傾斜角Ｔとは独立に変化し得る。例えば、傾斜角Ｔが一定であっても、車輪角ＡＦは、風Ｗｎｄ（図１４（Ｄ））や地面ＧＬｘの傾斜（図１５（Ｄ））などの外部要因によって、変化し得る。 As described above, in the present embodiment, the wheel angle sensor 124 (FIGS. 1 and 11) measures the wheel angle AF of the front wheel 12F. The wheel angle AF is a parameter indicating the operating state of the vehicle 10, and may change independently of the tilt angle T. For example, even if the inclination angle T is constant, the wheel angle AF may change due to external factors such as the wind Wnd (FIG. 14D) and the inclination of the ground GLx (FIG. 15D).
　そして、傾斜制御部１９０は、図１９で説明したように、ハンドル角と車輪角ＡＦとを用いて、車輪角ＡＦが第１目標車輪角ＡＦｔ１に近づくように、リーンモータ２５を制御する。これにより、車両の進行方向の目標の方向からのずれを抑制できる。例えば、図１４（Ｄ）、図１５（Ｄ）で説明したように、ハンドル角がゼロであり、傾斜角Ｔが鉛直上方向ＤＵに維持される場合であっても、車両１０の進行方向は、左方向ＤＬ側にずれ得る。本実施例では、傾斜角Ｔとは独立なパラメータである車輪角ＡＦを用いて、リーンモータ２５が制御されるので、前輪１２Ｆの方向Ｄ１２の目標方向からのずれ、すなわち、車両１０の進行方向のずれを、適切に、抑制できる。 Then, as described with reference to FIG. 19, the tilt control unit 190 controls the lean motor 25 so that the wheel angle AF approaches the first target wheel angle AFt1, using the steering wheel angle and the wheel angle AF. Thus, it is possible to suppress the deviation of the traveling direction of the vehicle from the target direction. For example, as described in FIG. 14D and FIG. 15D, even when the steering wheel angle is zero and the inclination angle T is maintained in the vertically upward direction DU, the traveling direction of the vehicle 10 is , May shift to the left direction DL side. In this embodiment, since the lean motor 25 is controlled using the wheel angle AF which is a parameter independent of the inclination angle T, the deviation of the direction D12 of the front wheel 12F from the target direction, ie, the traveling direction of the vehicle 10 It is possible to properly suppress the deviation of the
　また、本実施例では、車輪角センサ１２４は、車輪角ＡＦ、すなわち、前輪１２Ｆの方向Ｄ１２を測定する。図１９のＳ５２０ｂで説明したように、傾斜制御部１９０は、ハンドル角を用いて第１目標車輪角ＡＦｔ１、すなわち、前輪１２Ｆの目標の方向を特定する。図１９のＳ５４０ｂ～Ｓ５７０で説明したように、傾斜制御部１９０は、車輪角ＡＦが第１目標車輪角ＡＦｔ１に近づくように、すなわち、前輪１２Ｆの方向Ｄ１２が、第１目標車輪角ＡＦｔ１に対応する目標の方向に近づくように、リーンモータ２５を制御する。この結果、傾斜制御部１９０は、前輪１２Ｆの方向Ｄ１２の目標方向からのずれ、すなわち、車両１０の進行方向のずれを、適切に、抑制できる。なお、車輪角差分ｄＡＦと補正値Ｖｃｃとの対応関係は、種々の条件下において車両１０の進行方向のずれを抑制できるように、実験的に決定されてよい。 Further, in the present embodiment, the wheel angle sensor 124 measures the wheel angle AF, that is, the direction D12 of the front wheel 12F. As described in S520b of FIG. 19, the tilt control unit 190 specifies the first target wheel angle AFt1, that is, the direction of the target of the front wheel 12F using the steering wheel angle. As described in S540b to S570 in FIG. 19, the inclination control unit 190 causes the wheel angle AF to approach the first target wheel angle AFt1, that is, the direction D12 of the front wheel 12F corresponds to the first target wheel angle AFt1. The lean motor 25 is controlled to approach the direction of the desired target. As a result, the tilt control unit 190 can appropriately suppress the deviation of the front wheel 12F in the direction D12 from the target direction, that is, the deviation in the traveling direction of the vehicle 10. The correspondence relationship between the wheel angle difference dAF and the correction value Vcc may be determined experimentally so as to suppress a deviation in the traveling direction of the vehicle 10 under various conditions.
Ｄ．変形例：
（１）前フォーク１７に作用するトルクを測定するセンサは、歪みゲージのように部材の変形を用いてトルクを測定するセンサに代えて、他の種々のセンサであってよい。例えば、操舵モータ６５が、前輪１２Ｆの方向Ｄ１２を、ハンドル角を用いて特定される目標の方向に近づくように制御する場合には、操舵モータ６５を流れる電流の大きさを用いて、軸トルクが特定されてよい。電流が大きいほど、軸トルクは大きい。この場合、電流センサが、前フォーク１７に作用するトルクを測定するセンサとして、用いられてよい。また、操舵モータ６５は、ハンドル角を用いて特定される目標の方向からの前フォーク１７の回動に対する抵抗トルクを生成する抵抗トルク生成部の例である。 D. Modification:
(1) The sensor for measuring the torque acting on the front fork 17 may be various other sensors instead of the sensor for measuring the torque using deformation of the member like a strain gauge. For example, in the case where the steering motor 65 controls the direction D12 of the front wheel 12F to approach the direction of the target specified using the steering wheel angle, the magnitude of the current flowing through the steering motor 65 is used to May be identified. The greater the current, the greater the axial torque. In this case, a current sensor may be used as a sensor that measures the torque acting on the front fork 17. The steering motor 65 is an example of a resistance torque generation unit that generates a resistance torque against the rotation of the front fork 17 from the direction of the target specified using the steering wheel angle.
（２）上記各実施例では、車両１０は、鉛直方向を測定する鉛直方向センサ１２６（図１、図１１）を備えている。そして、傾斜制御部１９０は、鉛直方向センサ１２６によって測定される鉛直方向に対する車体９０の傾斜角Ｔを制御する。従って、車両１０の進行方向の目標の方向からのずれを、適切に、抑制できる。 (2) In the above embodiments, the vehicle 10 is provided with the vertical direction sensor 126 (FIGS. 1 and 11) for measuring the vertical direction. Then, the tilt control unit 190 controls the tilt angle T of the vehicle body 90 with respect to the vertical direction measured by the vertical direction sensor 126. Therefore, the deviation from the target direction of the traveling direction of the vehicle 10 can be appropriately suppressed.
（３）図１３の実施例では、標準の制御値が、補正値Ｖｃｃを用いて補正される。これに代えて、マップデータＭｃ（図１１）は、ハンドル角と軸トルクとを含む入力情報と、補正済制御値と、の対応関係を定めてもよい。そして、リーンモータ制御部１０２は、入力情報に対応付けられた補正済制御値を、マップデータＭｃを参照して特定し、補正済制御値に従って電気回路１０２ｃを制御することによって、リーンモータ２５を制御してよい。図１７、図１９の実施例においても、同様に、マップデータＭｃは、ハンドル角に加えて、ヨーレートまたは車輪角を含む入力情報と、補正済制御値と、の対応関係を定めてもよい。そして、リーンモータ制御部１０２は、入力情報に対応付けられた補正済制御値を、マップデータＭｃを参照して特定し、補正済制御値に従って電気回路１０２ｃを制御することによって、リーンモータ２５を制御してよい。 (3) In the embodiment of FIG. 13, the standard control value is corrected using the correction value Vcc. Alternatively, the map data Mc (FIG. 11) may define the correspondence between input information including the steering wheel angle and the shaft torque, and the corrected control value. Then, the lean motor control unit 102 specifies the corrected control value associated with the input information with reference to the map data Mc, and controls the electric motor 102 c in accordance with the corrected control value to obtain the lean motor 25. You may control. Also in the examples of FIGS. 17 and 19, the map data Mc may similarly define the correspondence between input information including the yaw rate or the wheel angle in addition to the steering wheel angle, and the corrected control value. Then, the lean motor control unit 102 specifies the corrected control value associated with the input information with reference to the map data Mc, and controls the electric motor 102 c in accordance with the corrected control value to obtain the lean motor 25. You may control.
（４）リーンモータ２５の制御処理は、上記各実施例の制御処理に代えて、他の種々の処理であってよい。例えば、低速時（例えば、速度Ｖが基準速度Ｖｔｈ以下である場合）には、傾斜角Ｔは、第１目標傾斜角Ｔ１よりも絶対値が小さい第２目標傾斜角Ｔ２に制御されてもよい。第２目標傾斜角Ｔ２は、例えば、以下の式で表されてよい。
　　　Ｔ２　＝　（Ｖ／Ｖｔｈ）Ｔ１
　上記の式で表される第２目標傾斜角Ｔ２は、ゼロから基準速度Ｖｔｈまで車速Ｖに比例して変化する。第２目標傾斜角Ｔ２の絶対値は、第１目標傾斜角Ｔ１の絶対値以下である。この理由は、以下の通りである。低速時には、高速時と比べて、進行方向が頻繁に変更される。従って、低速時には、傾斜角Ｔの絶対値を小さくすることによって、進行方向の頻繁な変更を伴う走行を、安定化できる。なお、第２目標傾斜角Ｔ２と車速Ｖとの関係は、車速Ｖが大きいほど第２目標傾斜角Ｔ２の絶対値が大きくなるような、他の種々の関係であってよい。 (4) The control process of the lean motor 25 may be other various processes instead of the control process of each of the above embodiments. For example, at low speed (for example, when the velocity V is equal to or less than the reference velocity Vth), the inclination angle T may be controlled to a second target inclination angle T2 whose absolute value is smaller than the first target inclination angle T1. . The second target inclination angle T2 may be expressed, for example, by the following equation.
T2 = (V / Vth) T1
The second target inclination angle T2 expressed by the above equation changes in proportion to the vehicle speed V from zero to the reference speed Vth. The absolute value of the second target inclination angle T2 is less than or equal to the absolute value of the first target inclination angle T1. The reason is as follows. At low speeds, the direction of travel changes more frequently than at high speeds. Therefore, at low speeds, by reducing the absolute value of the inclination angle T, traveling with frequent changes in the traveling direction can be stabilized. The relationship between the second target inclination angle T2 and the vehicle speed V may be various other relationships such that the absolute value of the second target inclination angle T2 increases as the vehicle speed V increases.
（５）操舵モータ６５の制御処理は、上記実施例の制御処理に代えて、他の種々の処理であってよい。例えば、低速時（例えば、車速Ｖが基準速度Ｖｔｈ以下である場合）には、車輪角ＡＦは、第１目標車輪角ＡＦｔ１よりも絶対値が大きい第２目標車輪角ＡＦｔ２に制御されてもよい。例えば、第２目標車輪角ＡＦｔ２は、ハンドル角Ａｉが同じ場合には、車速Ｖが小さいほど第２目標車輪角ＡＦｔ２の絶対値が大きくなるように、決定されてよい。この構成によれば、速度Ｖが小さい場合の車両１０の最小回転半径を小さくできる。いずれの場合も、第２目標車輪角ＡＦｔ２は、車速Ｖが同じ場合には、ハンドル角Ａｉの絶対値が大きいほど第２目標車輪角ＡＦｔ２の絶対値が大きくなるように、決定されることが好ましい。 (5) The control process of the steering motor 65 may be other various processes instead of the control process of the above embodiment. For example, at low speed (for example, when the vehicle speed V is equal to or less than the reference speed Vth), the wheel angle AF may be controlled to a second target wheel angle AFt2 whose absolute value is larger than the first target wheel angle AFt1. . For example, the second target wheel angle AFt2 may be determined such that the absolute value of the second target wheel angle AFt2 increases as the vehicle speed V decreases when the steering wheel angle Ai is the same. According to this configuration, the minimum turning radius of the vehicle 10 when the speed V is low can be reduced. In any case, when the vehicle speed V is the same, the second target wheel angle AFt2 is determined so that the absolute value of the second target wheel angle AFt2 increases as the absolute value of the steering wheel angle Ai increases. preferable.
（６）左右に回動可能な１以上の回動輪を支持する回動輪支持部の構成は、図１の回動輪支持部１８０の構成に代えて、他の種々の構成であってよい。例えば、回動輪を回転可能に支持する支持部材は、前フォーク１７に代えて、他の種々の部材（例えば、片持ちの部材）であってよい。軸受６８は、転がり軸受であってよく、滑り軸受であってもよい。支持部材を車体９０に対して左右に回動可能に支持する回動装置（例えば、軸受６８）は、車体９０に、直接的に、または、他の部材を介して間接的に、接続されてよい。また、回動装置は、支持部材（例えば、前フォーク１７）に、直接的に、または、他の部材を介して間接的に、接続されてよい。ここで、回動装置は、車体が傾斜する場合に支持部材も車体と共に傾斜するように、支持部材と車体とを接続していることが好ましい。支持部材を左右に回動させるトルクを支持部材に印加する回動駆動装置は、操舵モータ６５のような電気モータに代えて、ポンプなどの他の装置であってよい。また、回動駆動装置は、省略されてもよい。 (6) The configuration of the pivoting wheel support that supports one or more pivoting wheels that can pivot to the left and right may be various other configurations instead of the configuration of the pivoting wheel support 180 of FIG. 1. For example, the support member that rotatably supports the pivoting wheel may be various other members (e.g., a cantilevered member) instead of the front fork 17. The bearing 68 may be a rolling bearing or a sliding bearing. A pivoting device (e.g., a bearing 68) for pivotally supporting the support member to the vehicle body 90 in the lateral direction is connected to the vehicle body 90 directly or indirectly via another member. Good. Also, the pivoting device may be connected to the support member (for example, the front fork 17) directly or indirectly via another member. Here, it is preferable that the rotation device connect the support member and the vehicle body such that the support member is also inclined with the vehicle body when the vehicle body is inclined. The rotational drive device that applies torque for rotating the support member to the left and right to the support member may be another device such as a pump instead of the electric motor such as the steering motor 65. Also, the rotational drive may be omitted.
　なお、１つの支持部材は、複数の回動輪を、回転可能に支持してよい。また、車両が複数の回動輪を備える場合、車両は、複数の支持部材を備えてよい。そして、複数の支持部材のそれぞれが、１以上の回動輪を回転可能に支持してよい。また、回動装置は、各支持部材に１つずつ、設けられていてよい。 Note that one support member may rotatably support a plurality of pivoting wheels. In addition, when the vehicle includes a plurality of turning wheels, the vehicle may include a plurality of support members. Each of the plurality of support members may rotatably support one or more pivoting wheels. In addition, one rotation device may be provided for each support member.
　いずれの場合も、図１で説明したトレールＬｔは、正値であることが好ましい。すなわち、支持部材に支持されている１以上の回動輪のそれぞれの接地位置は、その支持部材の回動軸と地面との交点よりも後方向ＤＢ側に位置していることが好ましい。この構成によれば、図９のように、傾斜角Ｔを調整することによって、容易に回動輪にトルクを作用させることができるので、車両の進行方向の目標の方向からのずれを容易に抑制できる。 In any case, the trail Lt described in FIG. 1 is preferably a positive value. That is, it is preferable that the ground contact position of each of the one or more pivoting wheels supported by the support member is located on the back direction DB side of the intersection point between the pivot shaft of the support member and the ground. According to this configuration, as shown in FIG. 9, the torque can be easily applied to the turning wheel by adjusting the inclination angle T, so that the deviation of the traveling direction of the vehicle from the target direction is easily suppressed. it can.
（７）回動制御部１７０（図１１）は、特定の条件が満たされる場合に、前輪支持装置４１を許容モードで制御する。上記実施例では、特定の条件は、車速Ｖが許容速度範囲内であることである。特定の条件は、他の任意の条件であってよい。また、前輪支持装置４１は、常時、許容モードで制御されてよい。いずれの場合も、前輪支持装置４１は、回動輪がハンドル角に拘わらず車体９０の傾斜の変化に追随して車体９０に対して左右に回動することを許容するように構成されている、と言える。 (7) The rotation control unit 170 (FIG. 11) controls the front wheel support device 41 in the allowable mode when the specific condition is satisfied. In the above embodiment, the specific condition is that the vehicle speed V is within the allowable speed range. The particular condition may be any other condition. Also, the front wheel support device 41 may be controlled at all times in the permissible mode. In any case, the front wheel support device 41 is configured to allow the pivoting wheel to pivot to the left and right with respect to the vehicle body 90 following the change in the inclination of the vehicle body 90 regardless of the steering wheel angle. It can be said.
（８）操作入力部と支持部材とに接続されている接続部の構成は、図１の接続部５０の構成に代えて、他の種々の構成であってよい。接続部５０の第３部分５３は、コイルバネに代えて、トーションバネ、ゴム等の種々の弾性体であってよい。また、第３部分５３は、弾性体に限らず、他の種類の装置であってよい（例えば、ダンパ）。また、第３部分５３は、流体クラッチ、流体トルクコンバータなどの、流体を介してトルクを伝達する装置であってよい。このように、接続部５０の第３部分５３は、弾性体とダンパと流体クラッチと流体トルクコンバータとのうちの少なくとも１つを含んでよい。 (8) The configuration of the connection portion connected to the operation input portion and the support member may be other various configurations instead of the configuration of the connection portion 50 of FIG. 1. The third portion 53 of the connection portion 50 may be various elastic bodies such as a torsion spring, rubber, etc., instead of the coil spring. In addition, the third portion 53 is not limited to an elastic body, and may be another type of device (for example, a damper). In addition, the third portion 53 may be a device that transmits torque via fluid, such as a fluid clutch, a fluid torque converter, or the like. Thus, the third portion 53 of the connection 50 may include at least one of an elastic body, a damper, a fluid clutch, and a fluid torque converter.
　また、接続部は、操作入力部に、直接的、または、他の部材（例えば、支持棒４１ａｘ）を介して間接的に、接続されてよい。また、接続部５０は、支持部材（例えば、前フォーク１７）に、直接的、または、他の部材を介して間接的に、接続されてよい。そして、接続部は、操作入力部と支持部材との間の相対位置と相対方向との少なくとも一方の変化を許容する可動部分を含むことが好ましい。また、接続部は、操作入力部と支持部材との間の相対位置と相対方向との少なくとも一方のズレに応じて操作入力部と支持部材とにトルクを付与するように構成されていることが好ましい。ここで、接続部は、操作入力部に入力される操作量に拘わらず車体の傾斜の変化に追随して支持部材に接続された１以上の回動輪が左右に回動することを許容するように構成されていることが好ましい。なお、接続部は、省略されてよい。 Also, the connection portion may be connected to the operation input portion directly or indirectly via another member (for example, the support rod 41ax). Also, the connection portion 50 may be connected to the support member (for example, the front fork 17) directly or indirectly via another member. The connection portion preferably includes a movable portion that allows change in at least one of the relative position and the relative direction between the operation input portion and the support member. Further, the connection portion is configured to apply torque to the operation input portion and the support member in accordance with at least one of a relative position between the operation input portion and the support member and a relative direction. preferable. Here, the connecting portion is configured to allow one or more pivoting wheels connected to the support member to rotate left and right following the change in the inclination of the vehicle body regardless of the amount of operation input to the operation input portion. It is preferable to be configured. The connection may be omitted.
（９）車体９０を幅方向に傾斜させる傾斜機構の構成としては、リンク機構３０（図４）を含む傾斜機構８９の構成に代えて、他の種々の構成を採用可能である。例えば、リンク機構３０が台に置換されてよい。台には、モータ５１Ｌ、５１Ｒが固定される。そして、台と第１支持部８２とは、軸受によって、回動可能に連結される。リーンモータ２５は、台に対して、第１支持部８２を、右方向ＤＲ側と左方向ＤＬ側とのそれぞれに回動させる。これにより、車体９０は、右方向ＤＲ側と左方向ＤＬ側とのそれぞれに、傾斜できる。 (9) As the configuration of the tilting mechanism for tilting the vehicle body 90 in the width direction, various other configurations can be adopted instead of the configuration of the tilting mechanism 89 including the link mechanism 30 (FIG. 4). For example, the link mechanism 30 may be replaced by a stand. The motors 51L, 51R are fixed to the table. And a stand and the 1st support part 82 are rotatably connected with a bearing. The lean motor 25 rotates the first support portion 82 with respect to the base in each of the right direction DR side and the left direction DL side. Thereby, the vehicle body 90 can be inclined to each of the right direction DR side and the left direction DL side.
　また、一対の車輪１２Ｌ、１２Ｒ（図５（Ｂ））のそれぞれが、車体９０を支持する部材８２に上下方向にスライド可能に取り付けられてよい。そして、一対の車輪１２Ｌ、１２Ｒの間の上下方向の相対位置が、部材８２と車輪１２Ｌとを連結する第１液圧シリンダと、部材８２と車輪１２Ｒとを連結する第２液圧シリンダと、によって変更されてもよい。 Further, each of the pair of wheels 12L and 12R (FIG. 5B) may be slidably attached to a member 82 supporting the vehicle body 90 in the vertical direction. A first hydraulic cylinder connecting the member 82 and the wheel 12L, and a second hydraulic cylinder connecting the member 82 and the wheel 12R, and the relative position between the pair of wheels 12L and 12R in the vertical direction connects the member 82 and the wheel 12L; It may be changed by
　一般的には、傾斜機構は、駆動装置を含み、駆動装置により車体を幅方向に傾斜させる種々の装置であってよい。例えば、傾斜機構は、「車両の幅方向に互いに離れて配置された一対の車輪の少なくとも一方に直接的または間接的に接続された第１部材」と、「車体に直接的または間接的に接続された第２部材」と、駆動装置と、を含んでよい。駆動装置は、第１部材と第２部材との相対的な位置を変化させる力（例えば、第１部材に対する第２部材の向きを変化させるトルク）を第１部材と第２部材とに印加する。傾斜機構は、さらに、「第１部材を第２部材に可動に接続する接続装置」を含んでよい。接続装置は、例えば、第１部材を第２部材にスライド可能に接続する液圧シリンダであってよい。また、接続装置は、第１部材と第２部材とを回動可能に連結する軸受（例えば、転がり軸受、または、滑り軸受）であってよい。駆動装置は、リーンモータ２５のような電気モータであってよい。傾斜機構が、液圧シリンダを含む場合、駆動装置は、ポンプであってよい。 In general, the tilting mechanism may be various devices that include a drive and cause the vehicle to tilt in the width direction by the drive. For example, the tilting mechanism is connected to the vehicle body directly or indirectly with "the first member directly or indirectly connected to at least one of a pair of wheels disposed apart from each other in the width direction of the vehicle". And the driving device. The driving device applies a force to change the relative position between the first member and the second member (for example, a torque that changes the direction of the second member with respect to the first member) to the first member and the second member . The tilting mechanism may further include "a connecting device for movably connecting the first member to the second member". The connecting device may be, for example, a hydraulic cylinder that slidably connects the first member to the second member. The connecting device may be a bearing (for example, a rolling bearing or a sliding bearing) rotatably connecting the first member and the second member. The drive may be an electric motor, such as a lean motor 25. If the tilting mechanism comprises a hydraulic cylinder, the drive may be a pump.
（１０）旋回方向と旋回の程度とを示す操作量を入力するための操作入力部は、ハンドル４１ａ（図１）のように左と右とに回動可能な部材に代えて、種々の装置であってよい。例えば、操作入力部は、予め決められた基準方向（例えば、直立方向）から左と右とに傾斜可能なレバーであってよい。レバーの傾斜方向（右と左とのいずれか）は、旋回方向を示し、基準方向からのレバーの傾斜の角度は、旋回の程度を示している。操作入力部は、機械的な動き（例えば、回動と傾斜とのいずれか）によって操作量を受け付ける装置に代えて、タッチパネル等のように電気的に操作量を受け付ける装置であってもよい。 (10) The operation input unit for inputting the operation amount indicating the turning direction and the turning degree is a variety of devices instead of a member that can be turned to the left and right like the handle 41a (FIG. 1) It may be. For example, the operation input unit may be a lever that can be tilted left and right from a predetermined reference direction (for example, an upright direction). The inclination direction of the lever (either right or left) indicates the pivoting direction, and the inclination angle of the lever from the reference direction indicates the degree of pivoting. The operation input unit may be a device that electrically receives an operation amount, such as a touch panel, instead of a device that receives an operation amount by mechanical movement (for example, either rotation or tilt).
（１１）車両の複数の車輪の総数と配置としては、種々の構成を採用可能である。例えば、前輪の総数が２であり、後輪の総数が１であってもよい。前輪の総数が２であり、後輪の総数が２であってもよい。幅方向に互いに離れて配置された一対の車輪が、前輪であってもよく、また、回動輪であってもよい。後輪が回動輪であってもよい。駆動輪が前輪であってもよい。いずれの場合も、車両は、車両の幅方向に互いに離れて配置された一対の車輪と、１個以上の他の車輪と、を含むＮ個（Ｎは３以上の整数）の車輪を備えることが好ましい。そして、Ｎ個の車輪は、１個以上の前輪と、前輪よりも後方向ＤＢ側に配置された１個以上の後輪と、を含むことが好ましい。この構成によれば、車両の停止時に車両が自立できる。ここで、一対の車輪と他の車輪との少なくとも一方が、車両の前進方向に対して左右に回動可能な１以上の回動輪として構成されていることが好ましい。すなわち、一対の車輪のみが回動輪であってよく、他の車輪のみが回動輪であってよく、一対の車輪と他の車輪とを含む３以上の車輪が回動輪であってよい。ここで、１以上の回動輪に含まれる他の車輪の総数は、任意の数であってよい。また、駆動輪を駆動する駆動装置は、電気モータに代えて、車輪を回転させる任意の装置であってよい（例えば、内燃機関）。また、車両の最大定員数は、１人に代えて、２人以上であってもよい。 (11) Various configurations can be adopted as the total number and arrangement of the plurality of wheels of the vehicle. For example, the total number of front wheels may be two and the total number of rear wheels may be one. The total number of front wheels may be two, and the total number of rear wheels may be two. The pair of wheels disposed apart from each other in the width direction may be front wheels or pivot wheels. The rear wheel may be a pivoting wheel. The driving wheels may be front wheels. In any case, the vehicle includes N (N is an integer of 3 or more) wheels including a pair of wheels disposed apart from one another in the width direction of the vehicle and one or more other wheels. Is preferred. The N wheels preferably include one or more front wheels and one or more rear wheels disposed closer to the rear direction DB than the front wheels. According to this configuration, the vehicle can stand on its own when the vehicle is stopped. Here, it is preferable that at least one of the pair of wheels and the other wheel is configured as one or more pivoting wheels that can pivot to the left and right with respect to the forward direction of the vehicle. That is, only a pair of wheels may be pivoting wheels, only the other wheels may be pivoting wheels, and three or more wheels including the pair of wheels and the other wheels may be pivoting wheels. Here, the total number of other wheels included in the one or more pivoting wheels may be any number. Also, the drive device for driving the drive wheels may be any device that rotates the wheels (for example, an internal combustion engine) instead of the electric motor. Further, the maximum number of vehicles may be two or more instead of one.
（１２）車両の構成としては、上述の構成に代えて、他の種々の構成を採用可能である。図４の実施例において、モータ５１Ｌ、５１Ｒは、サスペンションを介して、リンク機構３０に接続されてもよい。主制御部１００（図１１）の機能のうちの少なくとも一部が、他の制御部によって実現されてもよい。例えば、主制御部１００（図１１）の機能のうちのリーンモータ２５を制御するための機能の少なくとも一部が、リーンモータ制御部１０２によって実現されてもよい。主制御部１００（図１１）の機能のうちの操舵モータ６５を制御するための機能の少なくとも一部が、操舵モータ制御部１０３によって実現されてもよい。制御装置１１０が、１つの制御部によって構成されてもよい。制御装置１１０は、コンピュータを含まない電気回路（例えば、ASIC（Application Specific Integrated Circuit）、アナログ電気回路等）によって、構成されてよい。車両の制御に用いられる対応関係（例えば、マップデータＭＴ、ＭＡＦ、Ｍｘ、Ｍｃによって示される対応関係）は、車両１０が適切に走行できるように、実験的に決定されてよい。また、制御装置は、車両の制御に用いられる対応関係を、車両の状態に応じて、動的に変更してよい。例えば、車両は、車体の重量を測定する重量センサをー備え、制御装置は、車体の重量に応じて対応関係を調整してよい。 (12) As the configuration of the vehicle, various other configurations can be adopted instead of the above-described configuration. In the embodiment of FIG. 4, the motors 51L, 51R may be connected to the link mechanism 30 via a suspension. At least a part of the functions of the main control unit 100 (FIG. 11) may be realized by another control unit. For example, at least a part of the functions for controlling the lean motor 25 among the functions of the main control unit 100 (FIG. 11) may be realized by the lean motor control unit 102. At least a part of the functions for controlling the steering motor 65 among the functions of the main control unit 100 (FIG. 11) may be realized by the steering motor control unit 103. The control device 110 may be configured by one control unit. The control device 110 may be configured by an electric circuit not including a computer (for example, an application specific integrated circuit (ASIC), an analog electric circuit, etc.). The correspondence (for example, the correspondence shown by map data MT, MAF, Mx, Mc) used for control of the vehicle may be experimentally determined so that the vehicle 10 can appropriately travel. Further, the control device may dynamically change the correspondence used for control of the vehicle according to the state of the vehicle. For example, the vehicle may include a weight sensor that measures the weight of the vehicle body, and the controller may adjust the correspondence according to the weight of the vehicle body.
（１３）鉛直方向センサ１２６の制御部１２６ｃは、ジャイロセンサ１２６ｇと加速度センサ１２６ａとからの情報に加えて、車両１０の動きに関連する他の情報を用いて、鉛直下方向ＤＤを検出してよい。他の情報としては、例えば、ＧＰＳ（Global Positioning System）を用いて特定される車両１０の位置が、用いられてよい。制御部１２６ｃは、鉛直下方向ＤＤを、ＧＰＳによる位置の変化に応じて、補正してもよい。ＧＰＳによる位置の変化に基づく補正量は、予め実験的に決定されてよい。なお、制御部１２６ｃは、種々の電気回路であってよく、例えば、コンピュータを含む電気回路であってよく、コンピュータを含まない電気回路（例えば、ASIC）であってもよい。ジャイロセンサ１２６ｇは、角加速度に代えて、角速度を検出するセンサであってよい。 (13) The control unit 126c of the vertical direction sensor 126 detects the vertically downward direction DD using other information related to the movement of the vehicle 10 in addition to the information from the gyro sensor 126g and the acceleration sensor 126a. Good. As other information, for example, the position of the vehicle 10 identified using GPS (Global Positioning System) may be used. The control unit 126c may correct the vertically downward direction DD in accordance with a change in position due to GPS. The correction amount based on the change in position by GPS may be determined in advance experimentally. The control unit 126c may be various electric circuits, for example, an electric circuit including a computer, or an electric circuit not including a computer (for example, an ASIC). The gyro sensor 126 g may be a sensor that detects an angular velocity instead of the angular acceleration.
（１４）上記各実施例において、ハードウェアによって実現されていた構成の一部をソフトウェアに置き換えるようにしてもよく、逆に、ソフトウェアによって実現されていた構成の一部あるいは全部をハードウェアに置き換えるようにしてもよい。例えば、図１１の制御装置１１０の機能を、専用のハードウェア回路によって実現してもよい。 (14) In each of the above embodiments, part of the configuration realized by hardware may be replaced by software, and conversely, part or all of the configuration implemented by software is replaced by hardware You may do so. For example, the functions of the control device 110 of FIG. 11 may be realized by a dedicated hardware circuit.
　また、本発明の機能の一部または全部がコンピュータプログラムで実現される場合には、そのプログラムは、コンピュータ読み取り可能な記録媒体（例えば、一時的ではない記録媒体）に格納された形で提供することができる。プログラムは、提供時と同一または異なる記録媒体（コンピュータ読み取り可能な記録媒体）に格納された状態で、使用され得る。「コンピュータ読み取り可能な記録媒体」は、メモリーカードやＣＤ－ＲＯＭのような携帯型の記録媒体に限らず、各種ＲＯＭ等のコンピュータ内の内部記憶装置や、ハードディスクドライブ等のコンピュータに接続されている外部記憶装置も含み得る。 In addition, when part or all of the functions of the present invention are realized by a computer program, the program is provided in the form of being stored in a computer readable recording medium (for example, a non-temporary recording medium). be able to. The program may be used while being stored on the same or different recording medium (computer readable recording medium) as provided. The “computer readable recording medium” is not limited to portable recording mediums such as memory cards and CD-ROMs, but is connected to internal storage devices in computers such as various ROMs and computers such as hard disk drives. It may also include external storage.
　以上、実施例、変形例に基づき本発明について説明してきたが、上記した発明の実施の形態は、本発明の理解を容易にするためのものであり、本発明を限定するものではない。本発明は、その趣旨並びに請求の範囲を逸脱することなく、変更、改良され得ると共に、本発明にはその等価物が含まれる。 Although the present invention has been described above based on the examples and modifications, the above-described embodiment of the present invention is for the purpose of facilitating the understanding of the present invention, and does not limit the present invention. The present invention can be modified and improved without departing from the spirit and the scope of the claims, and the present invention includes the equivalents thereof.
　本発明は、車両に、好適に利用できる。 The present invention is suitably applicable to a vehicle.
１０…車両、１１…座席、１２Ｆ…前輪、１２Ｌ…左後輪（駆動輪）、１２Ｒ…右後輪（駆動輪）、１２Ｆｃ…重心、１２Ｌａ、１２Ｒａ…ホイール、１２Ｌｂ、１２Ｒｂ…タイヤ、１７…前フォーク、２０…本体部、２０ａ…前部、２０ｂ…底部、２０ｃ…後部、２０ｄ…支持部、２５…リーンモータ、３０…リンク機構、２１…中縦リンク部材、３１Ｄ…下横リンク部材、３１Ｕ…上横リンク部材、３３Ｌ…左縦リンク部材、３３Ｒ…右縦リンク部材、３８、３９…軸受、４１…前輪支持装置、４１ａ…ハンドル、４１ａｘ…支持棒、４５…アクセルペダル、４６…ブレーキペダル、４７…シフトスイッチ、５０…接続部、５１…第１部分、５２…第２部分、５３…第３部分、５１Ｌ…左電気モータ、５１Ｒ…右電気モータ、６５…操舵モータ、６８…軸受、７０…サスペンションシステム、７０Ｌ…左サスペンション、７０Ｒ…右サスペンション、７１Ｌ、７１Ｒ…コイルスプリング、７２Ｌ、７２Ｒ…ショックアブソーバ、７５…連結部、８０…後輪支持部、８２…第１支持部、８３…第２支持部、８９…傾斜機構、９０…車体、９０ｃ…重心、１１０…制御装置、１００…主制御部、１０１…駆動装置制御部、１０２…リーンモータ制御部、１０３…操舵モータ制御部、１００ｐ、１０１ｐ、１０２ｐ、１０３ｐ…プロセッサ、１００ｖ、１０１ｖ、１０２ｖ、１０３ｖ…揮発性記憶装置、１００ｎ、１０１ｎ、１０２ｎ、１０３ｎ…不揮発性記憶装置、１０１ｃ、１０２ｃ、１０３ｃ…電気回路（電力制御部）、１２０…バッテリ、１２２…車速センサ、１２３…ハンドル角センサ、１２４…車輪角センサ、１２５…制御角センサ、１２６…鉛直方向センサ、１２６ａ…加速度センサ、１２６ｃ…制御部、１２６ｇ…ジャイロセンサ、１２７…軸トルクセンサ、１４５…アクセルペダルセンサ、１４６…ブレーキペダルセンサ、１７０…回動制御部、１８０…回動輪支持部、１９０…傾斜制御部、ＭＡＦ、ＭＴ、Ｍｃ、Ｍｘ…マップデータ、ＤＦ…前方向、ＤＢ…後方向、ＤＬ…左方向、ＤＲ…右方向、ＤＵ…鉛直上方向、ＤＤ…鉛直下方向、ＣＡ…キャスター角、ＡＦ…車輪角、Ｐ１…接触中心、Ｐ２…交点、ＧＬ…地面、Ｃｆ…前中心、Ｃｂ…後中心、Ｃｒ…旋回中心、Ｌｈ…ホイールベース、Ｌｔ…トレール、Ｔｃ…制御角 Reference Signs List 10 vehicle 11 seat 12F front wheel 12L left rear wheel (drive wheel) 12R right rear wheel (drive wheel) 12Fc center of gravity 12La 12Ra wheel 12Lb 12Rb tire 17 17 Front fork 20 body part 20a front part 20b bottom part 20c rear part 20d support part 25 lean motor 30 link mechanism 21 middle vertical link member 31D lower horizontal link member 31U ... upper horizontal link member, 33L ... left vertical link member, 33R ... right vertical link member, 38, 39 ... bearing, 41 ... front wheel support device, 41a ... handle, 41ax ... support rod, 45 ... accelerator pedal, 46 ... brake Pedal 47 shift switch 50 connection portion 51 first portion 52 second portion 53 third portion 51 L left electric motor 51 R right electric motor 65 steering 68, bearings 70, suspension systems 70L, left suspension 70R, right suspension 71L, 71R coil springs 72L, 72R shock absorbers 75, connection portions 80, rear wheel support portions 82, 82 First support portion 83 Second support portion 89 Tilting mechanism 90 Car body 90c Center of gravity 110 Control device 100 Main control portion 101 Drive device control portion 102 Lean motor control portion 103 ... steering motor control unit, 100p, 101p, 102p, 103p ... processor, 100v, 101v, 102v, 103v ... volatile memory, 100n, 101n, 102n, 103n ... nonvolatile memory, 101c, 102c, 103c ... electricity Circuit (power control unit), 120: battery, 122: vehicle speed sensor, 123: han Wheel angle sensor 124 wheel angle sensor 125 control angle sensor 126 vertical direction sensor 126a acceleration sensor 126c control unit 126g gyro sensor 127 axis torque sensor 145 accelerator pedal sensor 146 ... brake pedal sensor, 170 ... rotation control unit, 180 ... rotation wheel support unit, 190 ... inclination control unit, MAF, MT, Mc, Mx ... map data, DF ... forward direction, DB ... backward direction, DL ... left direction , DR ... rightward direction, DU ... vertically upward direction, DD ... vertically downward direction, CA ... caster angle, AF ... wheel angle, P1 ... contact center, P2 ... intersection point, GL ... ground, Cf ... front center, Cb ... rear center , Cr ... turning center, Lh ... wheel base, Lt ... trail, Tc ... control angle

Claims (4)

  1. 　車両であって、
    　前記車両の幅方向に互いに離れて配置された一対の車輪と、１個以上の他の車輪と、を含むＮ個（Ｎは３以上の整数）の車輪であって、前記一対の車輪と他の車輪との少なくとも一方が前記車両の前進方向に対して左右に回動可能な１以上の回動輪として構成されるとともに、１個以上の前輪と１個以上の後輪とを含む、Ｎ個の車輪と、
    　車体と、
    　駆動装置を含み前記駆動装置により前記車体を前記幅方向に傾斜させる傾斜機構と、
    　旋回方向と旋回の程度とを示す操作量を入力するための操作入力部と、
    　前記操作入力部へ入力される前記操作量を用いて前記駆動装置を制御する傾斜制御部と、
    　前記１以上の回動輪を支持する回動輪支持部と、
    　車両の動作状態を示すパラメータであって前記車体の傾斜角とは独立なパラメータを測定するセンサと、
    　を備え、
    　前記回動輪支持部は、前記１以上の回動輪が前記操作量に拘わらず前記車体の傾斜の変化に追随して前記車体に対して左右に回動することを許容するように構成されており、
    　前記傾斜制御部は、前記操作量に加えて前記パラメータを用いて、前記パラメータが目標値に近づくように、前記駆動装置を制御する、
    　車両。     A vehicle,
    N (N is an integer of 3 or more) wheels including a pair of wheels disposed apart from one another in the width direction of the vehicle and one or more other wheels, wherein the pair of wheels and the other N at least one of the wheels is configured as one or more pivoting wheels that can be pivoted to the left and right with respect to the forward direction of the vehicle, and includes one or more front wheels and one or more rear wheels With the wheels of
    With the car body,
    A tilt mechanism including a drive device for tilting the vehicle body in the width direction by the drive device;
    An operation input unit for inputting an operation amount indicating a turning direction and a turning degree;
    A tilt control unit that controls the drive device using the operation amount input to the operation input unit;
    A pivoting wheel support that supports the one or more pivoting wheels;
    A sensor that measures the operating condition of the vehicle and is independent of the tilt angle of the vehicle body;
    Equipped with
    The pivoting wheel support portion is configured to allow the one or more pivoting wheels to pivot to the left and right with respect to the vehicle body in accordance with a change in inclination of the vehicle body regardless of the operation amount. ,
    The tilt control unit controls the drive device such that the parameter approaches a target value using the parameter in addition to the operation amount.
    vehicle.
  2. 　請求項１に記載の車両であって、
    　前記回動輪支持部は、
    　　前記１以上の回動輪を、回転可能に支持する支持部材と、
    　　前記支持部材を、前記車体に対して左右に回動可能に支持する回動装置と、
    　　前記操作量を用いて特定される方向からの前記支持部材の回動に対する抵抗トルクを生成する抵抗トルク生成部と、
    　を備え、
    　前記センサは、前記抵抗トルクを測定するセンサであり、
    　前記傾斜制御部は、前記トルクがゼロに近づくように、前記駆動装置を制御する、
    　車両。     A vehicle according to claim 1, wherein
    The pivoting wheel support is
    A support member rotatably supporting the one or more pivoting wheels;
    A rotating device that supports the support member so as to be rotatable to the left and right with respect to the vehicle body;
    A resistance torque generation unit that generates a resistance torque for rotation of the support member from a direction specified using the operation amount;
    Equipped with
    The sensor is a sensor that measures the resistance torque,
    The tilt control unit controls the drive device such that the torque approaches zero.
    vehicle.
  3. 　請求項１に記載の車両であって、
    　前記センサは、前記車両のヨーレートを測定するセンサであり、
    　前記傾斜制御部は、前記ヨーレートが前記操作量を用いて特定される目標値に近づくように、前記駆動装置を制御する、
    　車両。     A vehicle according to claim 1, wherein
    The sensor is a sensor that measures a yaw rate of the vehicle.
    The tilt control unit controls the drive device such that the yaw rate approaches a target value specified using the operation amount.
    vehicle.
  4. 　請求項１に記載の車両であって、
    　前記センサは、前記１以上の回動輪の方向を測定するセンサであり、
    　前記傾斜制御部は、前記１以上の回動輪の方向が前記操作量を用いて特定される目標の方向に近づくように、前記駆動装置を制御する、
    　車両。     A vehicle according to claim 1, wherein
    The sensor is a sensor that measures the direction of the one or more rotating wheels,
    The tilt control unit controls the drive device such that the direction of the one or more rotating wheels approaches a direction of a target specified using the operation amount.
    vehicle.
PCT/JP2018/047537 2017-12-28 2018-12-25 Vehicle WO2019131618A1 (en)

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Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2000168586A (en) * 1998-12-04 2000-06-20 Honda Motor Co Ltd Electric power steering device
JP2011046273A (en) * 2009-08-27 2011-03-10 Equos Research Co Ltd Vehicle
JP2012051460A (en) * 2010-09-01 2012-03-15 Toyota Motor Corp Vehicle
JP2016222024A (en) * 2015-05-27 2016-12-28 株式会社エクォス・リサーチ vehicle

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2000168586A (en) * 1998-12-04 2000-06-20 Honda Motor Co Ltd Electric power steering device
JP2011046273A (en) * 2009-08-27 2011-03-10 Equos Research Co Ltd Vehicle
JP2012051460A (en) * 2010-09-01 2012-03-15 Toyota Motor Corp Vehicle
JP2016222024A (en) * 2015-05-27 2016-12-28 株式会社エクォス・リサーチ vehicle

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