WO2019159619A1 - Unité mobile - Google Patents

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Publication number
WO2019159619A1
WO2019159619A1 PCT/JP2019/002035 JP2019002035W WO2019159619A1 WO 2019159619 A1 WO2019159619 A1 WO 2019159619A1 JP 2019002035 W JP2019002035 W JP 2019002035W WO 2019159619 A1 WO2019159619 A1 WO 2019159619A1
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WO
WIPO (PCT)
Prior art keywords
steering
front wheel
trail length
actuator
cmd
Prior art date
Application number
PCT/JP2019/002035
Other languages
English (en)
Japanese (ja)
Inventor
一志 秋元
真 荒木
小林　裕悦
翼 能勢
Original Assignee
本田技研工業株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 本田技研工業株式会社 filed Critical 本田技研工業株式会社
Priority to JP2020500354A priority Critical patent/JP7018120B2/ja
Publication of WO2019159619A1 publication Critical patent/WO2019159619A1/fr

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Classifications

    • 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
    • B62K25/00—Axle suspensions
    • B62K25/04—Axle suspensions for mounting axles resiliently on cycle frame or fork
    • B62K25/06—Axle suspensions for mounting axles resiliently on cycle frame or fork with telescopic fork, e.g. including auxiliary rocking arms
    • B62K25/08—Axle suspensions for mounting axles resiliently on cycle frame or fork with telescopic fork, e.g. including auxiliary rocking arms for front wheel
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
    • B62K19/00—Cycle frames
    • B62K19/30—Frame parts shaped to receive other cycle parts or accessories
    • B62K19/32—Steering heads

Definitions

  • the present invention relates to a moving body such as a motorcycle.
  • a moving body such as a two-wheeled vehicle is configured so that a trail length can be changed as seen in, for example, Patent Documents 1 and 2.
  • the posture control of the vehicle body is performed by the steering control of the front wheels while the trail length is controlled to a small trail length such as a negative trail length.
  • the trail length is controlled to be a positive trail length in the same manner as in a normal two-wheeled vehicle, thereby realizing the same running characteristics as in a normal two-wheeled vehicle.
  • the positive trail length is the trail length when the intersection of the front wheel steering axis and the road surface is located in front of the front wheel grounding point
  • the negative trail length is the front wheel steering axis and the road surface. This is the trail length when the intersection is located behind the ground contact point of the front wheel.
  • a normal two-wheeled vehicle having a positive trail length naturally generates a steering moment around the steering axis so as to turn the front wheel toward the turning direction side due to so-called self-steering characteristics during turning.
  • the steering torque corresponding to the steering moment acts on the steering operation portion (handle).
  • an object of the present invention is to provide a moving body capable of changing the trail length and capable of realizing the same steering characteristics as a normal two-wheeled vehicle during turning.
  • a moving body includes a vehicle body and front and rear wheels arranged at intervals in the front-rear direction of the vehicle body, and the front wheels are steered around a steering axis.
  • a movable body including a steering operation unit for a driver to steer the front wheel, A front wheel support mechanism having a trail length variable mechanism for changing the trail length of the front wheel and configured to support the front wheel so as to be steerable around the steering axis;
  • a steering actuator for generating a driving force for steering the front wheels;
  • a trail length changing actuator for generating a driving force for changing the trail length of the front wheel;
  • a control device for controlling the steering actuator and the trail length changing actuator, The control device is configured to control the steering actuator so as to apply a steering torque in the same direction as the steering direction of the front wheels to the steering operation unit (first invention).
  • the trail length variable mechanism may be configured to change the trail length of the front wheel between a positive upper limit trail length and a negative lower limit trail length.
  • the control device is configured to control the steering actuator so as to apply the steering torque to the steering operation unit at least in a state where the trail length of the front wheel is a negative trail length. It is preferable (2nd invention).
  • the positive trail length (including the positive upper limit trail length) is the posture state when the moving body travels straight on a horizontal ground surface (specifically, the moving body is the center of the axle of the front wheel). Trail when the intersection of the steering axis and the grounding surface is located in front of the grounding point of the front wheel with the line parallel to the axle centerline of the rear wheel and standing on a horizontal grounding surface)
  • the long and negative trail length (including the negative lower limit trail length) means the trail length when the intersection of the steering axis and the ground contact surface is located behind the ground contact point of the front wheels.
  • the steering operation is performed. Almost no steering torque is generated with respect to the portion, or a steering torque in the direction opposite to the steering direction of the front wheels acts on the steering operation portion.
  • the steering torque in the same direction as the steering direction of the front wheels is applied to the steering operation portion even when the trail length of the moving body is a negative trail length by operating the steering actuator. Can be granted.
  • the same steering torque as in the state where the trail length of the moving body is a positive trail length can be applied to the steering operation section.
  • the control device controls the trail length changing actuator to change the trail length of the front wheel from a negative trail length to a positive trail length as the traveling speed of the moving body increases.
  • the control device is configured to control the steering actuator so as to weaken the steering torque as the traveling speed increases (third invention).
  • control device is configured to determine the steering torque in accordance with an observed value of the steering angle of the front wheels (fourth invention).
  • the control device determines the relationship between the steering angle of the front wheel when the trail length of the front wheel is a positive predetermined value and the torque acting on the steering operation unit according to the steering angle. It is preferable that stored correlation data is stored and the steering torque is determined based on the correlation data from the observed value of the steering angle of the front wheels (fifth invention).
  • FIG. 5 is a sectional view taken along line AA in FIG. 4.
  • FIG. 6 is a sectional view taken along line BB in FIG. 5.
  • the block diagram which shows the structure regarding the control of the two-wheeled vehicle of embodiment The block diagram which shows the main functions of the control apparatus shown in FIG.
  • position control calculating part shown in FIG. 13A, 13B, and 13C are graphs for explaining the processing of the control gain determination unit shown in FIG.
  • FIG. 1 schematically shows a two-wheeled vehicle 1 as a representative example of a moving body including a vehicle body 2 and a front wheel 3f and a rear wheel 3r arranged at intervals in the front-rear direction of the vehicle body 2 in a side view.
  • the rear wheel 3 r viewed from the rear side of the two-wheeled vehicle 1 and the front wheel 3 f viewed from the front side of the two-wheeled vehicle 1 are shown together on the left and right sides of the two-wheeled vehicle 1 in a side view. ing.
  • the front wheel 3 f is rotatably supported by a front wheel support mechanism 4 provided at the front portion of the vehicle body 2.
  • the front wheel support mechanism 4 can be constituted by a front fork, for example.
  • the front wheel 3f is a steerable wheel that can be steered (rotatable) about a steered steering axis Csf.
  • the steering axis Csf is tilted backward because the steering axis Csf is positioned so that the upper side of the steering axis Csf is relatively rearward in the longitudinal direction of the vehicle body 2 than the lower side of the steering axis Csf. It means that it is inclined and extended.
  • the rear wheel 3r is rotatably supported by a rear wheel support mechanism 5 provided at the rear part of the vehicle body 2.
  • the rear wheel support mechanism 5 can be constituted by, for example, a swing arm or the like.
  • the rear wheel 3r is a non-steering wheel.
  • the front wheel 3 is rotated around the steering axis Csf according to the steering (rotation around the steering axis Csf) of the front wheel 3f in a state where the steering force is not applied from the handle (not shown in FIG. 1).
  • the moment Mstr generated in the following (hereinafter referred to as the steering moment Mstr) will be described below.
  • the steering moment Mstr corresponds to a moment generated by a so-called self-steer characteristic of a two-wheeled vehicle.
  • the two-wheeled vehicle 1 travels straight on a horizontal ground surface 110 (road surface) (an attitude in which the axle centerline of the front wheel 3f is parallel to the axle centerline of the rear wheel 3r). ) Is called a reference posture state of the motorcycle 1. Further, as shown in FIGS. 1 and 2, the front-rear direction, the left-right direction (vehicle width direction), and the height direction (vertical direction) of the vehicle body 2 of the two-wheeled vehicle 1 in the reference posture state are set in the X-axis direction of the XYZ coordinate system. , Y-axis direction and Z-axis direction.
  • the steering moment Mstr is the gravity acting on the front wheel side portion of the two-wheeled vehicle 1 (specifically, the portion including the front wheel 3f and capable of rotating with the front wheel 3f around the steering axis Csf), It is considered that the dependence on the road surface reaction force (contact load) acting on the front wheel 3f out of the road surface reaction forces acting on the front wheel 3f and the rear wheel 3r against the gravity acting on the entire motorcycle 1 is high.
  • G in FIG. 1 exemplarily shows the overall center of gravity of the two-wheeled vehicle 1
  • Gf shows the center of gravity of the front wheel side portion (hereinafter referred to as the front wheel side center of gravity).
  • the dynamic model representing the relationship between the steering angle ⁇ f (rotation angle around the steering axis Csf) of the front wheel 3f and the steering moment Mstr is approximately expressed by It can be expressed by (1).
  • “*” means a multiplication symbol.
  • m in the equation (1) is the total mass of the motorcycle 1 (mass point mass of the overall center of gravity G), g is the gravitational acceleration constant, and Lf is the motorcycle 1 in the reference posture state.
  • intersection point Ef is not limited to being located above the ground contact surface 110 as shown in FIG. 1, but depending on the positional relationship between the steering axis Csf and the front wheel 3f, In some cases, it is located below the ground plane 110.
  • the intersection point Ef is located above the ground plane 110 (in other words, the intersection point between the steering axis Csf and the ground plane 110 is shown in FIG. 1).
  • the polarity of the height a in the case where the front wheel 3f is located on the front side of the grounding point) is positive (a> 0)
  • the intersection point Ef is located on the lower side of the grounding surface 110 (in other words, The polarity of the height a at the intersection of the steering axis Csf and the ground contact surface 110 is located behind the ground contact point of the front wheel 3f) is negative (a ⁇ 0).
  • Rf in equation (1) is the curvature radius of the cross-sectional shape of the front wheel 3f at the position of the ground contact point of the front wheel 3f in the reference posture state
  • hgf is the contact of the front wheel side center of gravity Gf of the motorcycle 1 in the reference posture state.
  • the height from the ground 110, h is the height from the ground contact surface 110 of the overall center of gravity G of the two-wheeled vehicle 1 in the reference posture
  • I is the axis Crol in the front-rear direction (X-axis direction) passing through the overall center of gravity G.
  • the overall moment of inertia of the motorcycle 1 (hereinafter referred to as overall inertia I), ⁇ cf, is a caster angle as an inclination angle of the steering axis Csf (inclination angle with respect to the Z-axis direction).
  • the steering angle ⁇ f of the front wheel 3f in the reference posture state of the two-wheeled vehicle 1 (hereinafter simply referred to as the front wheel steering angle ⁇ f) is zero, the forward direction of the front wheel steering angle ⁇ f, and the steering moment
  • the positive direction of Mstr is the direction in which the front wheel 3f rotates counterclockwise around the steering axis Csf when the two-wheeled vehicle 1 in the reference posture is viewed from above.
  • ⁇ f in the equations (2-1) to (2-8) is the inclination angle of the front wheel 3f in the roll direction (direction around the X axis), and ef is the roll direction of the front wheel 3f.
  • the amount of movement of the intersection Ef in the lateral direction (Y-axis direction) associated with the inclination (inclination from the reference attitude state), pf is the front wheel 3f in accordance with the inclination of the front wheel 3f in the roll direction (inclination from the reference attitude state).
  • pgf is the amount of movement of the front wheel side center of gravity Gf in the lateral direction (Y-axis direction) accompanying the inclination of the front wheel 3f in the roll direction (inclination from the reference posture state)
  • Ff is the road surface reaction force (ground contact load) acting on the front wheel 3f out of the road surface reaction forces acting on the front wheel 3f and the rear wheel 3r against the gravity acting on the entire motorcycle 1
  • Mef is the front wheel side center of gravity Gf.
  • the inclination angles ⁇ f and ⁇ b in the reference posture state of the motorcycle 1 are zero, and the positive directions of the inclination angles ⁇ f and ⁇ b and the moment Mef are clockwise when the motorcycle 1 is viewed from the back side. is there. Further, the positive directions of the movement amounts ef, pf, and pgf are leftward directions when the two-wheeled vehicle 1 is viewed from the back side.
  • Expressions (2-1), (2-2), and (2-3) are the same expressions as Expressions (8), (11), and (16) described in Patent Documents 1 and 2, respectively. is there.
  • the expression (1) is rewritten into the expression (3) when variables kstr and astr defined by the following expressions (3a) and (3b) are introduced.
  • a trail length t (see FIG. 1), which is a distance from the contact point of the front wheel 3f, of the intersection point of the steering axis Csf and the contact surface 110 in the reference posture state of the two-wheeled vehicle 1, and the height a of the intersection point Ef,
  • the polarity of the trail length t is the same as the polarity of the height a of the intersection Ef, and the intersection of the steering axis Csf of the two-wheeled vehicle 1 in the reference posture state and the ground plane 110 is shown in FIG.
  • the trail length t is positive (t> 0) when located on the front side of the ground point of the front wheel 3f, and the intersection of the steering axis Csf and the ground surface 110 is behind the ground point of the front wheel 3f.
  • the trail length t when positioned is negative (t ⁇ 0).
  • the steering moment Mstr is proportional to the front wheel steering angle ⁇ f when the trail length t is constant (when the height a is constant). Further, when the front wheel steering angle ⁇ f is constant, the magnitude and polarity (direction) of the steering moment Mstr change according to the trail length t.
  • the value of the variable kstr is generally a positive value, when focusing on the ratio Mstr / ⁇ f between the steering moment Mstr and the front wheel steering angle ⁇ f (where ⁇ f ⁇ 0), the ratio Mstr / ⁇ f The value changes as shown in the graph of FIG. 3, for example, with respect to the change in the trail length t.
  • the traveling speed of the two-wheeled vehicle 1 is relatively low (including the stopped state)
  • the posture of the vehicle body 2 in the roll direction (roll) is controlled by steering control of the front wheels 3f.
  • the trail length t is preferably set to a negative value, for example.
  • the steering moment Mstr corresponding to the steering of the front wheels 3f around the steering axis Csf. Or a steering moment Mstr having a polarity (direction) opposite to the polarity (reverse direction) of the front wheel steering angle ⁇ f is generated.
  • the torque acting from the front wheel 3f side on the steering operation part such as a handle for the driver to steer the front wheel 3f is also the same as the steering moment Mstr.
  • the steering moment having the same polarity as the front wheel steering angle ⁇ f (in the same direction) as in the case where the trail length t is set to a positive value.
  • Steering control of the front wheels 3f is executed so that Mstr is generated around the steering axis Csf (and thus the same torque as the steering moment Mstr is applied to the steering operation unit such as a steering wheel).
  • the moving body 1 ⁇ / b> A of the present embodiment is a two-wheeled vehicle including a vehicle body 2, and front wheels 3 f and rear wheels 3 r arranged at intervals in the front-rear direction of the vehicle body 2.
  • the moving body 1A is referred to as a motorcycle 1A.
  • the seat 6 on which the driver sits is mounted on the upper surface of the vehicle body 2.
  • the front part of the vehicle body 2 includes a front wheel support mechanism 4 that pivotally supports the front wheel 3f, a steering handle 7 that can be gripped by a driver seated on the seat 6, and an actuator 8 that generates a driving force for steering the front wheel 3f (hereinafter referred to as the steering wheel 7). , Sometimes referred to as a steering actuator 8).
  • the front wheel support mechanism 4 includes a trail length variable mechanism 9 which is a mechanism for changing the trail length t of the front wheel 3f, and a front fork 10 including a suspension mechanism such as a damper.
  • the front wheel 3f is pivotally supported via a bearing or the like at the lower end of the front fork 10 so as to be able to rotate around its axle centerline.
  • the trail length variable mechanism 9 is configured as shown in FIGS. 5 and 6, for example.
  • the trail length variable mechanism 9 includes a frame-like steering rotating portion 12 rotatably supported by a head pipe 11 provided at the front end portion of the vehicle body 2, and a hinge mechanism 13 provided to the steering rotating portion 12.
  • a frame-like rocking portion 14 that is assembled so as to be freely rockable via an actuator 15 and an actuator 15 that generates a driving force for rocking the rocking portion 14 (hereinafter, referred to as a trail length changing actuator 15).
  • a crank mechanism 16 that swings the swinging portion 14 with respect to the steering rotating portion 12 by the driving force of the actuator 15.
  • the axis of the head pipe 11 is the steering axis Csf of the front wheel 3f, and the head pipe 11 is fixed to the front end of the vehicle body 2 so that the steering axis Csf tilts backward.
  • the steering rotation unit 12 is arranged so that the head pipe 11 is sandwiched between the upper end portion and the lower end portion thereof, and the head pipe so that it can rotate around the steering axis Csf with respect to the head pipe 11. 11 is fitted.
  • the oscillating portion 14 is disposed on the front side of the steering rotation portion 12, and an upper end portion thereof is connected to an upper end portion of the steering rotation portion 12 by a hinge mechanism 13.
  • the front fork 10 extends downward from the lower end of the swinging portion 14.
  • the swinging portion 14 can rotate integrally with the steering rotating portion 12 around the steering axis Csf together with the front fork 10 and the front wheel 3f. It can swing around the rotation axis.
  • the rotational axis of the hinge mechanism 13 (the center axis of the swing of the swinging portion 14) extends in the left-right direction (vehicle width direction) of the vehicle body 2. Accordingly, the swinging portion 14 swings in the pitch direction with respect to the steering rotating portion 12 in the reference posture state of the two-wheeled vehicle 1A.
  • the reference posture state of the two-wheeled vehicle 1A is a straight traveling posture (the axle centerline of the front wheel 3f is parallel to the axle centerline of the rear wheel 3r) on the horizontal ground surface 110, similarly to the reference posture state of the two-wheeled vehicle 1 of FIG. Standing posture).
  • the trail length changing actuator 15 is constituted by an electric motor mounted on the swinging portion 14, and outputs a rotational driving force via a speed reducer 17. More specifically, in the example of the present embodiment, a trail length changing actuator 15 and a speed reducer 17 are arranged at an upper portion and a lower portion inside the swinging portion 14, respectively. It is fixed to the swing part 14.
  • the speed reducer 17 may have an arbitrary structure such as a harmonic drive (registered trademark) or a plurality of gears.
  • the output shaft of the trail length changing actuator 15 is connected to the input shaft of the speed reducer 17 via a power transmission mechanism 18 constituted by a pulley / belt mechanism or the like.
  • a power transmission mechanism 18 constituted by a pulley / belt mechanism or the like.
  • the trail length changing actuator 15 includes an electric lock mechanism 15a that holds its output shaft in a non-rotatable state.
  • the lock mechanism 15a can be constituted by a friction brake mechanism or the like.
  • the power transmission mechanism 18 may have a function as a speed reducer, and the speed reducer 17 may be omitted.
  • the speed reducer 17 may be omitted.
  • the rotational driving force of the trail length changing actuator 15 is directly input to the speed reducer 17. May be.
  • the trail length changing actuator 15 may be constituted by a hydraulic actuator.
  • the crank mechanism 16 includes a pair of crank arms 19 a and 19 b provided to rotate integrally with the output shaft of the speed reducer 17, and a connecting rod 20 that connects the crank arms 19 a and 19 b to the steering rotation unit 12. .
  • crank arms 19a and 19b are arranged inside the swinging portion 14 so as to face each other with a space in the axial direction of the output shaft of the speed reducer 17.
  • One crank arm 19a has a portion near one end fixed to the output shaft of the speed reducer 17 and is rotatable with the output shaft.
  • crank arm 19b is provided with a support shaft 21 fixed coaxially with the output shaft of the speed reducer 17 at a portion near one end thereof.
  • the crank arm 19b is pivotally supported by the bearing portion 22 fixed to the swinging portion 14 via the support shaft 21 so as to be rotatable.
  • One end of the connecting rod 20 is rotatably supported on the eccentric shaft 23 between the crank arms 19a and 19b.
  • the other end of the connecting rod 20 is rotatably supported by a support shaft 24 that is fixed to the steering rotation unit 12 inside the steering rotation unit 12.
  • the axial center direction of the support shaft 24 is parallel to the axial center of the eccentric shaft 23.
  • the trail length variable mechanism 9 is configured as described above. For this reason, the front wheel 3f is steered around the steering axis Csf by rotating the steering rotating part 12 and the swinging part 14 of the variable trail length mechanism 9 around the steering axis Csf.
  • the swinging portion 14 is hinged with respect to the steering rotating portion 12. It swings around a rotation axis of the mechanism 13 within a predetermined angle range.
  • the front wheel 3 f also swings around the rotational axis of the hinge mechanism 13. For this reason, the front wheel 3 f is displaced in the front-rear direction with respect to the vehicle body 2.
  • the contact point of the front wheel 3 f is displaced in the front-rear direction within a predetermined range with respect to the intersection of the steering axis Csf and the contact surface 110.
  • the trail length t changes within a predetermined range.
  • the front wheel 3f can be displaced in the front-rear direction between the state indicated by a solid line in FIG. 4 and the state indicated by a two-dot chain line, for example, as the swinging portion 14 swings.
  • the displacement state of the front wheel 3f indicated by a solid line in FIG. 4 is a state where the trail length t is a negative value tn
  • the displacement state of the front wheel 3f indicated by a two-dot chain line is a state where the trail length t is a positive value tp. It is. Therefore, the trail length t can be changed within a range between the lower limit value tn ( ⁇ 0) and the upper limit value tp (> 0).
  • the lower limit value tn is referred to as a lower limit trail length tn
  • the upper limit value tp is referred to as an upper limit trail length tp.
  • the lock mechanism 15a mechanically holds the output shaft of the trail length changing actuator 15 in a non-rotatable state, so that the swinging portion 14 cannot swing relative to the steering rotating portion 12. Retained.
  • the trail length t can be mechanically fixedly held (locked) without controlling the driving force of the trail length changing actuator 15.
  • the trail length changing actuator 15 is provided with the lock mechanism 15a.
  • the lock mechanism 15a for example, the output shaft of the speed reducer 17 or the crank arms 19a, 19b is held unrotatable. You may make it equip the output side of the reduction gear 17 with the locking mechanism to perform.
  • the steering actuator 8 generates a rotational driving force for rotating the front wheel 3f around the steering axis Csf as a driving force for steering the front wheel 3f.
  • the steering actuator 8 is constituted by an electric motor.
  • the housing of the steering actuator 8 is fixed to the vehicle body 2.
  • the output shaft of the steering actuator 8 is connected to the lower end portion of the steering rotation unit 12 via a power transmission mechanism 25 constituted by a pulley / belt mechanism or the like.
  • a rotational driving force around the steering axis Csf is applied from the steering actuator 8 to the steering rotation unit 12 via the power transmission mechanism 25.
  • the power transmission mechanism 25 also has a deceleration function.
  • the front wheel support mechanism 4 including the trail length variable mechanism 9 and the front fork 10 is rotationally driven together with the front wheels 3f around the steering axis Csf.
  • the front wheel 3 f is steered by the rotational driving force of the steering actuator 8.
  • the torque generated around the steering axis Csf can be adjusted by adjusting the rotational driving force of the steering actuator 8.
  • the power transmission mechanism 25 incorporates a steering clutch 8 a that is a clutch mechanism for appropriately interrupting power transmission between the steering actuator 8 and the steering rotation unit 12.
  • the steering clutch 8a is configured by, for example, an electromagnetic clutch.
  • the steering actuator 8 is not limited to an electric motor, and may be constituted by, for example, a hydraulic actuator.
  • the steering handle 7 has a function as a steering operation unit for the driver to perform the steering operation of the front wheels 3f, and is assembled to the steering rotation unit 12 of the trail length variable mechanism 9. Specifically, the steering handle 7 is fixed to the upper end portion of the steering rotation unit 12 via a support column 26 so as to rotate about the steering axis Csf integrally with the steering rotation unit 12. As a result, the driver can perform the steering operation of the front wheel 3 f by rotating the steering handle 7. Although not shown in detail, the steering handle 7 is assembled with an accelerator grip, a brake lever, a direction indicator switch, and the like, as in a normal motorcycle handle.
  • An actuator 27 that rotates the front wheel 3f around its axle center line Cf is mounted on the axle of the front wheel 3f.
  • the actuator 27 has a function as a prime mover that generates the propulsive force of the motorcycle 1A.
  • the actuator 27 (hereinafter sometimes referred to as a travel actuator 27) is configured by an electric motor (an electric motor with a speed reducer).
  • the travel actuator 27 may be constituted by, for example, a hydraulic actuator instead of the electric motor.
  • the travel actuator 27 may be constituted by an internal combustion engine.
  • the traveling actuator 27 may be mounted on the vehicle body 2 at a position away from the axle of the front wheel 3f, and the traveling actuator 27 and the axle of the front wheel 3f may be connected by an appropriate power transmission device.
  • an actuator for rotationally driving the rear wheel 3r may be provided instead of the travel actuator 27, or in addition to the travel actuator 27, an actuator for rotationally driving the rear wheel 3r may be provided.
  • the rear wheel support mechanism 5 that rotatably supports the rear wheel 3r is assembled to the rear portion of the vehicle body 2.
  • the rear wheel support mechanism 5 includes a swing arm 28 and a suspension mechanism 29 configured by a coil spring, a damper, and the like.
  • these mechanical structures for example, the same structure as a rear wheel support mechanism of a normal motorcycle can be adopted.
  • the rear wheel 3r is pivotally supported at the end of the swing arm 28 (the end on the rear side of the vehicle body 2) via a bearing or the like so as to be able to rotate around the axle center line.
  • the rear wheel 3r is a non-steered wheel.
  • the two-wheeled vehicle 1A is used for controlling the operation of the steering actuator 8, the steering clutch 8a, the trail length changing actuator 15, the lock mechanism 15a, and the traveling actuator 27, as shown in FIG. A control device 50 that executes control processing is provided.
  • the two-wheeled vehicle 1A uses a vehicle body inclination detector 51 that detects the inclination angle ⁇ b of the vehicle body 2 in the roll direction and a front wheel steering angle ⁇ f as sensors for detecting various state quantities necessary for the control processing of the control device 50.
  • a front wheel steering angle detector 52 for detecting, a trail length detector 53 for detecting the trail length, a front wheel rotational speed detector 54 for detecting the rotational speed (angular speed) of the front wheel 3f, and the rotational speed (angular speed) of the rear wheel 3r.
  • an accelerator operation detector 56 that detects an accelerator operation amount that is an operation amount (rotation amount) of the accelerator grip of the steering handle 7.
  • the vehicle body inclination detector 51 is constituted by an inertial sensor including, for example, an acceleration sensor and a gyro sensor (angular velocity sensor), and is assembled to the vehicle body 2.
  • the control device 50 measures the tilt angle ⁇ b in the roll direction of the vehicle body 2 (more specifically, the tilt angle in the roll direction with respect to the vertical direction (gravity direction)) based on the output of the inertial sensor.
  • the measurement method for example, a strap-down method or the like can be employed.
  • the vehicle body inclination detector 51 may include a processing unit (processor or the like) that performs a measurement process of the inclination angle ⁇ b of the vehicle body 2 in the roll direction.
  • the front wheel steering angle detector 52 includes, for example, a steering actuator 8 (electric motor), a power transmission mechanism 25, or a detector such as a rotary encoder or resolver assembled to the steering rotation unit 12. A detection signal corresponding to the rotation angle of the output shaft or steering rotation unit 12 is output.
  • a steering actuator 8 electric motor
  • a power transmission mechanism 25 or a detector such as a rotary encoder or resolver assembled to the steering rotation unit 12.
  • a detection signal corresponding to the rotation angle of the output shaft or steering rotation unit 12 is output.
  • the trail length detector 53 includes, for example, a trail length changing actuator 15 (electric motor) or a detector such as a rotary encoder or resolver assembled to the speed reducer 17, and the trail length changing actuator 15 or the speed reducer 17.
  • a detection signal corresponding to the rotation angle of the output shaft is output.
  • the trail length t is defined according to the swing amount of the swing portion 14 with respect to the steering rotation portion 12 of the trail length variable mechanism 9 (the rotation angle around the rotation axis of the hinge mechanism 13). . Further, the swing amount of the swing portion 14 is defined according to the rotation angle of the crank arms 19a and 19b. Further, the rotation angles of the crank arms 19 a and 19 b are defined according to the rotation angle of the output shaft of the trail length changing actuator 15.
  • the trail length t can be detected from the output of the trail length detector 53 (detection signal corresponding to the rotation angle of the output shaft of the trail length changing actuator 15 or the speed reducer 17).
  • the trail length detector 53 may be provided so as to be able to detect, for example, the swing amount of the swing portion 14.
  • the front wheel rotational speed detector 54 is constituted by, for example, a detector such as a rotary encoder or resolver assembled on the axle of the front wheel 3f, and outputs a detection signal corresponding to the rotational angle or rotational angular speed of the front wheel 3f.
  • the rear wheel rotational speed detector 55 is constituted by, for example, a detector such as a rotary encoder assembled to the axle of the rear wheel 3r, and outputs a detection signal corresponding to the rotational angle or rotational angular speed of the rear wheel 3r.
  • the accelerator operation detector 56 is constituted by detectors such as a rotary encoder and a potentiometer built in the steering handle 7, and outputs a detection signal corresponding to the rotation angle or the rotation angular velocity of the accelerator grip.
  • the control device 50 includes one or more electronic circuit units including a microcomputer, a memory, an interface circuit, and the like, and is assembled to the vehicle body 2.
  • the outputs (detection signals) of the detectors 51 to 56 are input to the control device 50.
  • the XYZ coordinate system is the same as in the case of the two-wheeled vehicle 1 in FIG. 1, the front-rear direction, the left-right direction (vehicle width direction), and the height direction (vertical direction) Are coordinate systems in which the X-axis direction, the Y-axis direction, and the Z-axis direction are used (see FIG. 3).
  • the subscript “_act” attached to the reference symbol of the state quantity is used as a code indicating an actual value or an observed value (detected value or estimated value).
  • the subscript “_cmd” is added to the target value.
  • the relationship between the overall inertia I (the moment of inertia around the axis in the X-axis direction passing through the overall center of gravity G) of the motorcycle 1A is expressed by the following equations (6a) to (6d).
  • m1 + m2 m (6a)
  • m1 * c m2 * h (6b)
  • m1 * c 2 + m2 * h 2 I
  • c h′ ⁇ h (6d)
  • the control device 50 basically has a control process (inverted pendulum mass point 123) based on the above-described two-mass system dynamic model, as described in Patent Documents 1 and 2.
  • the steering control of the front wheel 3f is performed by a control process in consideration of the motion state of the front wheel 3f.
  • the control device 50 performs the steering control so that the required steering moment Mstr can be generated.
  • the control device 50 has, as main functions realized by the implemented hardware configuration and program (software configuration), the Y-axis direction of the inverted pendulum mass point 123 of the dynamic model (the vehicle body 2 Inverted pendulum mass lateral movement estimated value (hereinafter referred to as an inverted pendulum mass point lateral movement estimated value Pb_diff_y_act) is calculated as an inverted pendulum mass lateral movement Pb_diff_y actual value Pb_diff_y
  • the estimated value of the actual value Vby_act of the inverted pendulum mass point lateral velocity Vby which is the translational velocity of the unit 31 and the inverted pendulum mass point 123 in the Y-axis direction (left and right direction of the vehicle body 2) (hereinafter referred to as the inverted pendulum mass point lateral velocity estimated value Vby_act)
  • an estimated value of the actual value Vox_act of the vehicle speed Vox (traveling speed) of the two-wheeled vehicle 1A (hereinafter referred to as an
  • target value Pb_diff_y_cmd (hereinafter referred to as target inverted pendulum mass point lateral movement amount Pb_diff_y_cmd) and inverted pendulum mass point lateral speed Vby_cmd (hereinafter referred to as target inverted)
  • a target posture state determination unit 34 that determines a pendulum mass point lateral velocity Vby_cmd), a control gain determination unit 35 that determines values of a plurality of gains K1, K2, K3, K4, and K5 for posture control of the vehicle body 2
  • a target vehicle speed determination unit 36 that determines a target value Vox_cmd (hereinafter referred to as a target vehicle speed Vox_cmd) of the vehicle speed Vox of the motorcycle 1A, and a target trail length determination that determines a target value t_cmd (hereinafter referred to as a target trail length t_cmd) of the trail length t.
  • control device 50 executes a calculation process for attitude control of the vehicle body 2 to thereby obtain a target value ⁇ f_cmd of the front wheel steering angle ⁇ f (hereinafter referred to as a target front wheel steering angle ⁇ f_cmd) and the time of the front wheel steering angle ⁇ f.
  • the target value ⁇ f_dot_cmd (hereinafter referred to as target front wheel steering angular velocity ⁇ f_dot_cmd) of the front wheel steering angular velocity ⁇ f_dot that is the rate of change and the target value ⁇ f_dot2_cmd (hereinafter referred to as target front wheel steering) of the front wheel steering angular acceleration ⁇ f_dot2 that is the temporal change rate of the front wheel steering angular velocity ⁇ f_dot
  • a posture control calculation unit 39 that determines an angular acceleration ⁇ f_dot2_cmd).
  • the steering control of the front wheels 3f via the steering actuator 8 (and consequently the posture of the vehicle body 2 in the roll direction) is performed by operating a predetermined mode setting switch (not shown) provided in the motorcycle 1A.
  • the driver can selectively set the control device 50 as to whether or not to execute the control.
  • control device 50 performs the processing of each functional unit shown in FIG. 7 at a predetermined control processing cycle when the two-wheeled vehicle 1A stops and travels in a state in which the mode for performing the steering control of the front wheels 3f is selected. Run sequentially.
  • the control device 50 controls the steering actuator 8 in accordance with the target front wheel steering angle ⁇ f_cmd, the target front wheel steering angular velocity ⁇ f_dot_cmd, and the target front wheel steering angular acceleration ⁇ f_dot2_cmd determined by the attitude control calculation unit 39.
  • control device 50 controls the trail length changing actuator 15 according to the target trail length t_cmd determined by the target trail length determination unit 37. Further, the control device 50 controls the travel actuator 27 in accordance with the target vehicle speed Vox_cmd determined by the target vehicle speed determination unit 36.
  • control processing of the control device 50 control processing in a state where the mode for performing the steering control of the front wheels 3f is selected.
  • the value of the parameter h ′ related to the above-described two-mass dynamic model and the values of the parameters ⁇ cf, Lf, and Lr related to the specifications of the motorcycle 1 are used.
  • the values of these parameters h ′, ⁇ cf, Lf, Lr are predetermined set values (fixed values), and are stored and held in the memory of the control device 50.
  • the control device 60 includes a target vehicle speed determining unit 36, a standard steering moment determining unit 38, a vehicle speed estimated value calculating unit 33, a target posture state determining unit 34, and an inverted pendulum mass point lateral movement estimated value calculating unit 31 in each control processing cycle. Processing is performed as described below.
  • the detected value of the accelerator operation amount indicated by the output of the accelerator operation detector 56 is input to the target vehicle speed determination unit 36. Then, the target vehicle speed determination unit 36 determines the target vehicle speed Vox_cmd from the detected value of the accelerator operation amount using a map or an arithmetic expression created in advance. In this case, the target vehicle speed Vox_cmd is determined so as to increase as the accelerator operation amount increases within a predetermined maximum value or less.
  • the target vehicle speed Vox_cmd depends on the detected value of the brake operation amount or both of the detected value of the brake operation amount and the detected value of the accelerator operation amount. It may be determined by a map or an arithmetic expression.
  • the vehicle speed estimated value calculation unit 33 is identified from the detected value of the front wheel steering angle ⁇ f_act indicated by the output of the front wheel steering angle detector 52 and the detected value of the rotational angular velocity of the front wheel 3f indicated by the output of the front wheel rotational speed detector 54.
  • the estimated value of the rotational movement speed Vf_act of the front wheel 3f (specifically, the movement speed calculated by multiplying the detected value of the rotational angular speed of the front wheel 3f by the predetermined effective rotation radius of the front wheel 3f) is input.
  • the vehicle speed estimated value calculation unit 33 calculates the vehicle speed estimated value Vox_act from the input detection value of the front wheel steering angle ⁇ f_act and the estimated value of the rotational movement speed Vf_act of the front wheel 3f by the following equation (7), for example. .
  • Vox_act Vf_act * cos ( ⁇ f_act * cos ( ⁇ cf)) (7)
  • the vehicle speed estimated value Vox_act calculated in this way corresponds to the X-axis direction component of the estimated value of the rotational movement speed Vf_act of the front wheel 3f.
  • the estimated value of the rotational movement speed of the rear wheel 3r specified from the detected value of the rotational angular speed of the rear wheel 3r indicated by the output of the rear wheel rotational speed detector 55 (specifically, the detected value of the rotational angular speed of the rear wheel 3r). May be obtained as the vehicle speed estimated value Vox_act).
  • the detected value of the front wheel steering angle ⁇ f_act is input to the standard steering moment determination unit 38. Then, the standard steering moment determination unit 38 determines the standard steering moment Mstr_nml from the input detected value of the front wheel steering angle ⁇ f_act based on correlation data such as a map or a calculation formula created in advance.
  • the correlation data is correlation data representing the relationship between the front wheel steering angle ⁇ f and the standard steering moment Mstr_nml, and is stored and held in the control device 50 in advance.
  • the standard steering moment Mstr_nml determined on the basis of the correlation data is a standard positive trail length (for example, the trail length t_nml shown in FIG. 3).
  • the steering moment Mstr generated according to the front wheel steering angle ⁇ f is matched or substantially matched. It is determined.
  • the relationship between the front wheel steering angle ⁇ f defined by the equation (5) and the steering moment Mstr is the correlation data.
  • the standard steering moment Mstr_nml corresponding to the front wheel steering angle ⁇ f is determined based on the correlation data.
  • the standard trail length tnml for example, a trail length similar to that of a normal motorcycle can be adopted.
  • the upper limit trail length tp is the standard trail length tnml.
  • the relationship between the steering moment Mstr generated according to the steering of the front wheel 3f and the front wheel steering angle ⁇ f is measured.
  • the correlation data for determining the standard steering moment Mstr_nml may be created based on the actually measured data. Further, it is more desirable to determine the standard steering moment Mstr_nml in consideration of the influence of the tilt angle ⁇ b in the roll direction of the vehicle body 2 caused by disturbance.
  • the value (reference value) of the standard steering moment Mstr_nm obtained based on the correlation data is set according to the inverted pendulum mass point lateral movement estimated value Pb_diff_y_act calculated as described later (or the tilt angle of the vehicle body 2 in the roll direction). It is more desirable to determine the standard steering moment Mstr_nm by correcting (according to the detected value of ⁇ b_act).
  • the target posture state determination unit 34 obtains a target inverted pendulum mass point lateral movement amount Pb_diff_y_cmd that is a target value of the inverted pendulum mass point lateral movement amount Pb_diff_y and a target inverted pendulum mass point lateral velocity Vby_cmd that is a target value of the inverted pendulum mass point lateral velocity Vby. decide.
  • the target posture state determination unit 34 sets both Pb_diff_y_cmd and Vby_cmd to zero as an example.
  • the inverted pendulum mass point lateral movement estimated value calculation unit 31 includes a detected value of the inclination angle ⁇ b in the roll direction of the vehicle body 2 indicated by the output of the vehicle body inclination detector 51 and a front wheel indicated by the output of the front wheel steering angle detector 52.
  • the detected value of the steering angle ⁇ f_act is input.
  • the inverted pendulum mass point lateral movement estimated value calculation unit 31 uses the input detected value of the inclination angle ⁇ b and the detected value of the front wheel steering angle ⁇ f_act, according to the following equation (8), according to the following equation (8).
  • Estimated value Pb_diff_y_act is calculated.
  • Pb_diff_y_act ⁇ b_act * ( ⁇ h ′) + Plfy ( ⁇ f_act) (8)
  • Plfy ( ⁇ f_act) on the right side of Expression (8) is a function value corresponding to the detected value of the front wheel steering angle ⁇ f_act of the function Plfy ( ⁇ f) of the front wheel steering angle ⁇ f.
  • the function Plfy ( ⁇ f) is a nonlinear function having a characteristic that the function value decreases as the front wheel steering angle ⁇ f increases (increases from a negative value to a positive value).
  • the control device 50 further executes the processes of the inverted pendulum mass point lateral velocity estimated value calculation unit 32, the control gain determination unit 35, and the target trail length determination unit 37 in each control processing cycle as described below.
  • Pb_diff_y_dot_act in the first term on the right side of Equation (9) is a temporal change rate (change amount per unit time) of the inverted pendulum mass point lateral movement estimated value Pb_diff_y_act.
  • the control gain determination unit 35 receives the vehicle speed estimation value Vox_act calculated by the vehicle speed estimation value calculation unit 33 and the detected value of the trail length t_act indicated by the output of the trail length detector 53, and the previous control.
  • the previous target front wheel steering angle ⁇ f_cmd_p which is the target front wheel steering angle ⁇ f_cmd calculated by the attitude control calculation unit 39 in the processing cycle, is input via the delay element 40.
  • the previous target front wheel steering angle ⁇ f_cmd_p has a meaning as a pseudo estimated value of the actual steering angle ⁇ f_act of the front wheel 3f at the current time. Therefore, instead of ⁇ f_cmd_p, the detected value of the front wheel steering angle ⁇ f_act at the current time indicated by the output of the front wheel steering angle detector 52 may be input to the control gain determination unit 35.
  • the control gain determination unit 35 uses gains K1, K2, K3, K4, and K5 described later in the processing of the attitude control calculation unit 39, the input vehicle speed estimation value Vox_act, the detected value of the trail length t_act, and the previous target front wheel. It is determined according to the steering angle ⁇ f_cmd_p (or the detected value of the front wheel steering angle ⁇ f_act). A specific determination process for the gains K1, K2, K3, K4, and K5 will be described later.
  • the vehicle speed estimated value Vox_act calculated by the vehicle speed estimated value calculating unit 33 is input to the target trail length determining unit 37. Then, the target trail length determination unit 37 determines the target trail length t_cmd according to the input vehicle speed estimation value Vox_act. In this case, in the present embodiment, the target trail length t_cmd is determined as one of the upper limit trail length tp and the lower limit trail length tn according to the vehicle speed estimation value Vox_act, for example, as shown in FIG.
  • the target trail length t_cmd is switched from the lower limit trail length tn to the upper limit trail length tp (> 0).
  • the upper limit trail length tp is the standard trail length t_nml.
  • the target trail length t_cmd is set to the upper limit trail length tp (> 0) until the estimated vehicle speed value Vox_act falls to a value that falls below a predetermined second predetermined value Vox2.
  • the second predetermined value Vox2 is set to a speed smaller than the first predetermined value Vox1.
  • the target trail length t_cmd is basically set to the lower limit trail length tn ( ⁇ 0) when the actual vehicle speed Vox_act is a low speed vehicle speed (including when the vehicle is stopped).
  • the upper limit trail length tp (> 0) is set.
  • t_cmd is determined so as to have a hysteresis characteristic with respect to a change in Vox_act.
  • the target trail length t_cmd may be determined so as to continuously change with respect to the vehicle speed Vox_act.
  • the target trail length t_cmd may be determined according to the vehicle speed Vox_act in the manner shown in FIG.
  • t_cmd is kept constant at the lower limit trail length tn in the low speed side vehicle speed range below the predetermined vehicle speed Vox3
  • t_cmd is the upper limit trail length tp in the high speed side vehicle speed range above the predetermined vehicle speed Vox4 higher than Vox3.
  • t_cmd is monotonously increased as Vox_act increases in the vehicle speed range between Vox3 and Vox4.
  • the control device 50 further executes the processing of the attitude control calculation unit 39 as described below in each control processing cycle.
  • the posture control calculation unit 39 calculates the target inverted pendulum mass lateral movement amount Pb_diff_y_cmd and the target inverted pendulum mass lateral velocity Vby_cmd determined by the target posture state determination unit 34 and the inverted pendulum mass point lateral movement estimated value calculation unit 31.
  • the inverted pendulum mass point lateral movement estimated value Pb_diff_y_act, the inverted pendulum mass point lateral velocity estimated value Vby_act calculated by the inverted pendulum mass point lateral velocity estimated value calculation unit 32, and the gains K1, K2, K3, K4, K5 and the standard steering moment Mstr determined by the standard steering moment determination unit 38 are input.
  • the attitude control calculation unit 39 executes the processing shown in the block diagram of FIG. 12 using the above input values, thereby achieving the target front wheel steering angle ⁇ f_cmd, the target front wheel steering angular velocity ⁇ f_dot_cmd, and the target front wheel steering angle.
  • the acceleration ⁇ f_dot2_cmd is determined.
  • a processing unit 39-1 is a processing unit that obtains a deviation between the input Pb_diff_y_cmd and Pb_diff_y_act
  • a processing unit 39-2 is a processing unit that multiplies the output of the processing unit 39-1 by a gain K1.
  • -3 is a processing unit for obtaining a deviation between the input Vby_cmd and Vby_act
  • the processing unit 39-4 is a processing unit that multiplies the output of the processing unit 39-3 by a gain K2
  • the processing unit 39-5 is the previous control.
  • the processing unit 39-6 that multiplies the previous target front wheel steering angle ⁇ f_cmd_p, which is the value of the target front wheel steering angle ⁇ f_cmd in the processing cycle, by the gain K3, and the processing unit 39-6 has the value of the target front wheel steering angular velocity ⁇ f_dot_cmd in the previous control processing cycle.
  • the processing unit 39-7 that multiplies the previous target front wheel steering angular velocity ⁇ f_dot_cmd_p by the gain K4, the processing unit 39-7 multiplies the input standard steering moment Mstr by the gain K5, and the processing unit 39-8 includes the processing units 39-2 and 39. -4,39- Each output of the adding together the value of (-1) times the respective outputs of the processing unit 39-5,39-6, represent processing unit for calculating a target front-wheel steering angle acceleration Derutaefu_dot2_cmd.
  • the processing unit 39-9 integrates the output of the processing unit 39-8 to obtain the target front wheel steering angular velocity ⁇ f_dot_cmd, and the processing unit 39-10 processes the processing unit 39-9 in the previous control processing cycle.
  • the processing unit 39-11 obtains the target front wheel steering angle ⁇ f_cmd by integrating the output of the processing unit 39-9.
  • the processing unit, the processing unit 39-12 represents a delay element that outputs the output of the processing unit 39-11 in the previous control processing cycle (that is, the previous target front wheel steering angle ⁇ f_cmd_p) to the processing unit 39-5.
  • the attitude control calculation unit 39 calculates the target front wheel steering angular acceleration ⁇ f_dot2_cmd by the following equation (10).
  • ⁇ f_dot2_cmd K1 * (Pb_diff_y_cmd ⁇ Pb_diff_y_act) + K2 * (Vby_cmd-Vby_act) -K3 * ⁇ f_cmd_p-K4 * ⁇ f_dot_cmd_p) + K5 * Mstr_nml ...... (10)
  • K1 * (Pb_diff_y_cmd ⁇ Pb_diff_y_act) is a feedback manipulated variable having a function to bring the deviation (Pb_diff_y_cmd ⁇ Pb_diff_y_act) close to “0”
  • K2 * (Vby_cmd ⁇ Vby_act) is a deviation (Vby_cmd ⁇ Vby_act).
  • K5 * Mstr_nml is a feedforward operation amount having a function of bringing the steering moment Mstr_act generated by the steering control of the front wheel 3f according to ⁇ f_dot2_cmd, ⁇ f_dot_cmd, and ⁇ f_cmd closer to the standard steering moment Mstr_nml.
  • the attitude control calculation unit 39 determines the target front wheel steering angular velocity ⁇ f_dot_cmd by integrating ⁇ f_dot2_cmd determined by the above equation (10). Further, the attitude control calculation unit 39 determines the target front wheel steering angle ⁇ f_cmd by integrating the ⁇ f_dot_cmd.
  • ⁇ f_cmd_p and ⁇ f_dot_cmd_p used in the calculation of Expression (10) have meanings as pseudo estimated values of the actual steering angle and steering angular velocity of the front wheel 3f at the current time, respectively. Therefore, the detected value of the front wheel steering angle ⁇ f_act at the current time may be used instead of ⁇ f_cmd_p. Further, instead of ⁇ f_dot_cmd_p, the detected value of the front wheel steering angular velocity ⁇ f_dot_act at the current time may be used.
  • the gains K1 to K5 used in the processing of the attitude control calculation unit 39 are determined by the control gain determination unit 35.
  • the control gain determination unit 35 sets the target values of the gains K1 to K5, the estimated vehicle speed Vox_act, the previous target front wheel steering angle ⁇ f_cmd_p (or the detected value of the front wheel steering angle ⁇ f_act at the current time), the trail In accordance with the detected value of the length t_act, it is determined to change with a tendency as shown in the graphs of FIGS. 13A to 13C.
  • the target values of the gains K1 to K5 are determined so as to decrease (approach to zero) as the vehicle speed Vox (vehicle speed estimated value Vox_act) increases.
  • the respective target values of the gains K1 to K5 are determined so as to coincide with or substantially coincide with zero.
  • the target values of the gains K1 to K4 among the gains K1 to K5 are, for example, the front wheel steering angle ⁇ f (the detected value of the previous front wheel steering angle ⁇ f_cmd_p or the front wheel steering angle ⁇ f_act), as shown in the graph of FIG. 13B, for example. As the size (absolute value) increases, it is determined with a tendency to decrease to zero.
  • the target values of the gains K1 to K4 among the gains K1 to K5 are such that, for example, as shown in the graph of FIG. 13C, the trail length t (detected value of the trail length t_act) is positive from the negative value. As the value increases, it tends to increase. Note that the processing for determining the target values of the gains K1 to K5 as described above is performed based on, for example, a map or an arithmetic expression created in advance.
  • the attitude control calculation unit 39 uses the values of the gains K1 to K5 determined as described above to execute the calculation process of the above equation (10), thereby achieving the target front wheel steering angular acceleration ⁇ f_dot2_cmd, the target front wheel steering angular velocity ⁇ f_dot_cmd, and the target A front wheel steering angle ⁇ f_cmd is calculated.
  • the gain K5 multiplied by the standard steering moment Mstr is preferably determined so as to follow the target value at a slower response speed than the other gains K1 to K5 used for the processing for controlling the posture of the vehicle body 2.
  • the control device 50 controls the operation of the travel actuator 27 according to the target vehicle speed Vox_cmd determined by the target vehicle speed determination unit 36 and the estimated vehicle speed Vox_act calculated by the estimated vehicle speed calculation unit 33.
  • the control device 50 controls the travel actuator 27 using a feedback control law so that the estimated vehicle speed Vox_act follows the target vehicle speed Vox_cmd.
  • the target rotational speed of the travel actuator 27 may be determined from the target vehicle speed Vox_cmd without using the vehicle speed estimated value Vox_act, and the travel actuator 27 may be controlled according to the target rotational speed.
  • the target vehicle speed determination unit 36 can be omitted.
  • control device 50 controls the operation of the trail length changing actuator 15 according to the target trail length t_cmd determined by the target trail length determination unit 37. Specifically, when the target trail length t_cmd is switched from the lower limit trail length tn to the upper limit trail length tp (standard trail length t_nml), the control device 50 operates the lock mechanism 15a in the off state ( In the state in which the trail length t is unlocked by the lock mechanism 15a), the trail length t_act is from tn to tp within a predetermined time width Tacc, as exemplified by the broken line graph in the lower part of FIG.
  • the trail length changing actuator 15 is controlled so as to change monotonously.
  • the change pattern of the trail length t_act from tn to tp is not limited to a linear pattern, and various patterns can be adopted.
  • the control device 50 locks the trail length t_act to the upper limit trail length tp by operating the lock mechanism 15a in the on state, and turns off the trail length changing actuator 15 (energization cut-off state). ).
  • the control device 50 operates the lock mechanism 15a in the OFF state, and the broken line in the lower diagram of FIG.
  • the trail length changing actuator 15 is controlled so that the trail length t_act changes monotonously from tp to tn within a predetermined time width Tdec.
  • the change pattern of the trail length t_act from tp to tn is not limited to a linear pattern, and various patterns can be adopted.
  • the time widths Tacc and Tdec may be the same time width or different time widths. Further, when the trail length t_act changes from one of the lower limit trail length tn and the upper limit trail length tp to the other, the trail length changing actuator 15 may be operated with a constant driving force.
  • control device 50 controls the operation of the steering actuator 8 according to the target front wheel steering angular acceleration ⁇ f_dot2_cmd, the target front wheel steering angular velocity ⁇ f_dot_cmd, and the target front wheel steering angle ⁇ f_cmd determined by the attitude control calculation unit 39.
  • the control device 50 calculates the following equation (11) from ⁇ f_dot2_cmd, ⁇ f_dot_cmd, ⁇ f_cmd, a detected value of the front wheel steering angle ⁇ f_act, and a detected value of the front wheel steering angular velocity ⁇ f_dot_act as a temporal change rate of the front wheel steering angle ⁇ f_act.
  • the current command value I_ ⁇ f_cmd which is the target value of the energization current of the steering actuator 8 is determined.
  • the steering actuator 8 is an electric motor.
  • I_ ⁇ f_cmd K ⁇ f_p * ( ⁇ f_cmd ⁇ f_act) + K ⁇ f_v * ( ⁇ f_dot_cmd ⁇ f_dot_act) + K ⁇ f_a * ⁇ f_dot2_cmd (11)
  • ⁇ f_act and ⁇ f_dot_act in Equation (11) are detection values indicated by the output of the front wheel steering angle detector 52, and K ⁇ f_p, K ⁇ f_v, and K ⁇ f_a are gains of predetermined values, respectively.
  • the control device 50 controls the actual energization current of the steering actuator 8 to a current that matches the current command value I_ ⁇ f_cmd by a current control unit (not shown) configured by a motor driver or the like. Thereby, the actual steering angle ⁇ f_act of the front wheel 3f is controlled to follow the target front wheel steering angle ⁇ f_cmd.
  • the operation control method of the steering actuator 8 may be a method different from the above as long as the method can control the steering angle ⁇ f_act of the front wheel 3f to the target steering angle ⁇ f_cmd.
  • the control process of the control device 50 is executed as described above when the two-wheeled vehicle 1A stops and travels.
  • the component (Mstr_nml) corresponding to the standard steering moment Mstr_nml is multiplied by the gain K5. Component) is added.
  • the steering actuator 8 is controlled according to the target front wheel steering angular acceleration ⁇ f_dot2_cmd, the target front wheel steering angular velocity ⁇ f_dot_cmd and the target front wheel steering angle ⁇ f_cmd obtained by integrating the target front wheel steering angular acceleration ⁇ f_dot2_cmd.
  • the steering actuator 8 operates so as to stabilize the posture of the vehicle body 2 in the roll direction, and applies a steering torque in the same direction as the standard steering moment Mstr_nml around the steering axis Csf to the steering handle 7. Operates to give regardless of the length t_act.
  • the standard steering moment Mstr_nml is determined according to the detected value of the front wheel steering angle ⁇ f_act, the steering torque applied to the steering handle 7 also corresponds to the actual front wheel steering angle ⁇ f_act. Become.
  • the driver of the two-wheeled vehicle 1 ⁇ / b> A can use a trail having a positive trail length t_act even in a state where the trail length t_act is a negative trail length (in this embodiment, the vehicle speed estimated value Vox_act is a low speed vehicle speed).
  • the steering handle 7 can be operated while receiving from the steering handle 7 a reaction force in the same direction as the long state.
  • the target value of the gain K5 multiplied by the low-speed side vehicle speed Vox in which the standard steering moment trail length t_act is set to a negative trail length in the calculation process of the above equation (10) becomes smaller as the vehicle speed estimated value Vox_act increases. Therefore, the vehicle speed Vox on the low speed side where the trail length t_act is set to a negative trail length is included in the target front wheel steering angular acceleration ⁇ f_dot2_cmd than the vehicle speed Vox on the high speed side where the trail length t_act is set to a positive trail length.
  • the trail length variable mechanism may have a structure different from that illustrated in FIGS. 5 and 6.
  • the trail length variable mechanism for changing the trail length of the front wheel 3f may have any structure as long as it can change the trail length of the front wheel 3f by an actuator.
  • the trail length variable mechanism may be configured to move the front wheel 3f linearly in the front-rear direction with respect to the steering rotation unit 12 using a ball screw mechanism or the like.
  • the trail length variable mechanism may have a structure proposed in, for example, Japanese Patent Application Laid-Open No. 2014-184934 or US Pat. No. 9,302,730.
  • the motorcycle 1A is exemplified as the moving body of the present invention.
  • the moving body of the present invention has a structure in which the vehicle body can be tilted in the roll direction in accordance with the weight shift of the driver, for example, the front wheel or the rear wheel is constituted by a plurality of wheels arranged in parallel in the vehicle width direction May be.
  • the moving body of the present invention may have a structure in which, for example, the vehicle body and the front wheel can be inclined in the roll direction with respect to the rear wheel.
  • the roll of the vehicle body 2 is converged so as to converge to the target value of the state quantity using the lateral movement amount Pb_diff_y and the lateral speed Vby of the inverted pendulum mass point 123 as the state quantity indicating the tilt state of the vehicle body 2.
  • the one that performs the attitude control of the direction is shown. However, for example, it is possible to control the posture of the vehicle body 2 in the roll direction using only the lateral movement amount Pb_diff_y of the inverted pendulum mass point 123 as the state quantity to be controlled.
  • the tilt angle of the vehicle body 2 in the roll direction is used as the state quantity of the control target, or the tilt angle of the vehicle body 2 in the roll direction and the tilt angular velocity that is the temporal change rate are used as the state quantity of the control target.
  • the posture of the vehicle body 2 in the roll direction it is possible to control the posture of the vehicle body 2 in the roll direction.

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  • Motorcycle And Bicycle Frame (AREA)

Abstract

L'invention concerne une unité mobile (1A) comportant une carrosserie de véhicule (2), une roue avant (3f) (roue directrice), une roue arrière (3r) et une unité d'opération de braquage (7) comprenant : un mécanisme de variation de longueur de piste (9) ; un actionneur de braquage (8) ; un actionneur de changement de longueur de piste (15) ; et un dispositif de commande (50). Le dispositif de commande (50) commande l'actionneur de braquage (8) de manière à appliquer, à l'unité d'opération de braquage (7), un couple de braquage dans la même direction que la direction de braquage de la roue avant (3f).
PCT/JP2019/002035 2018-02-15 2019-01-23 Unité mobile WO2019159619A1 (fr)

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Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5977992A (ja) * 1982-09-27 1984-05-04 ベルンド・グロヘ ステアリング・シヤフトとフレ−ムとの連結機構
JPH03235775A (ja) * 1990-02-09 1991-10-21 Yamaha Motor Co Ltd 自動二輪車のステアリング装置
JP2013060187A (ja) * 2011-09-09 2013-04-04 Robert Bosch Gmbh 二輪車のための操舵支援システムならびに操舵支援システムのための制御装置
JP2014172586A (ja) * 2013-03-12 2014-09-22 Honda Motor Co Ltd 移動体

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP6307695B2 (ja) 2015-03-06 2018-04-11 株式会社エクォス・リサーチ 車両

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5977992A (ja) * 1982-09-27 1984-05-04 ベルンド・グロヘ ステアリング・シヤフトとフレ−ムとの連結機構
JPH03235775A (ja) * 1990-02-09 1991-10-21 Yamaha Motor Co Ltd 自動二輪車のステアリング装置
JP2013060187A (ja) * 2011-09-09 2013-04-04 Robert Bosch Gmbh 二輪車のための操舵支援システムならびに操舵支援システムのための制御装置
JP2014172586A (ja) * 2013-03-12 2014-09-22 Honda Motor Co Ltd 移動体

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JPWO2019159619A1 (ja) 2020-12-03

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