WO2020138495A1 - Véhicule - Google Patents

Véhicule Download PDF

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Publication number
WO2020138495A1
WO2020138495A1 PCT/JP2019/051611 JP2019051611W WO2020138495A1 WO 2020138495 A1 WO2020138495 A1 WO 2020138495A1 JP 2019051611 W JP2019051611 W JP 2019051611W WO 2020138495 A1 WO2020138495 A1 WO 2020138495A1
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WO
WIPO (PCT)
Prior art keywords
vehicle
wheels
wheel
control
vehicle body
Prior art date
Application number
PCT/JP2019/051611
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English (en)
Japanese (ja)
Inventor
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
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Application filed by 株式会社エクォス・リサーチ filed Critical 株式会社エクォス・リサーチ
Publication of WO2020138495A1 publication Critical patent/WO2020138495A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D6/00—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62J—CYCLE SADDLES OR SEATS; AUXILIARY DEVICES OR ACCESSORIES SPECIALLY ADAPTED TO CYCLES AND NOT OTHERWISE PROVIDED FOR, e.g. ARTICLE CARRIERS OR CYCLE PROTECTORS
    • B62J45/00—Electrical equipment arrangements specially adapted for use as accessories on cycles, not otherwise provided for
    • B62J45/40—Sensor arrangements; Mounting thereof
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
    • B62K21/00—Steering devices
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
    • B62K5/00—Cycles with handlebars, equipped with three or more main road wheels
    • B62K5/10—Cycles with handlebars, equipped with three or more main road wheels with means for inwardly inclining the vehicle body on bends

Definitions

  • This specification relates to vehicles.
  • Vehicles in which the vehicle body is tilted inward when turning are proposed.
  • a vehicle has been proposed that includes an inclination angle changing unit that changes the inclination angle of the vehicle body in the vehicle width direction and an inclination control unit that controls the inclination angle changing unit.
  • the running stability of the vehicle sometimes decreased.
  • the vehicle body may unintentionally roll in the width direction.
  • Such a problem is not limited to the vehicle in which the vehicle body is inclined to the inside of the turn at the time of turning, but is also a problem common to the vehicle that turns without tilting the vehicle body to the inside of the turn.
  • This specification discloses a technique capable of stabilizing the running of the vehicle.
  • a vehicle The car body, N (N is an integer of 2 or more) wheels that are supported by the vehicle body and that include one or more turning wheels, including front wheels and rear wheels, and the direction of the one or more turning wheels is the The N wheels that are rotatable in the width direction of
  • a steering drive device configured to generate a torque that rotates the one or more rotating wheels in the width direction.
  • a control unit configured to control the steering drive device using a yaw angular acceleration parameter indicating a yaw angular acceleration of the vehicle; A vehicle.
  • control unit controls the steering drive device using the yaw angular acceleration parameter indicating the yaw angular acceleration of the vehicle, so that the running of the vehicle can be stabilized.
  • the vehicle according to Application Example 1 The controller is configured such that a ZMP (zero moment point) of the vehicle on the ground is within a convex hull region on the ground constituted by N contact regions between the N wheels and the ground. Controlling the steering drive to be maintained, vehicle.
  • ZMP zero moment point
  • the wheels are prevented from leaving the ground, so that the running of the vehicle can be stabilized.
  • the vehicle according to Application Example 1 or 2 The control unit is Determining a first control value using the yaw angular acceleration parameter, Controlling the steering drive device using one or more control values including the first control value; Is configured as vehicle.
  • the vehicle according to Application Example 3 The front wheel includes the one or more rotating wheels,
  • the torque of the steering drive device indicated by the first control value is a torque that causes the one or more turning wheels to turn in the direction opposite to the direction of the yaw angular acceleration. vehicle.
  • the front wheels include one or more rotating wheels, it is possible to suppress deterioration in the traveling stability of the vehicle due to the yaw angular acceleration.
  • the vehicle according to Application Example 3 The rear wheel includes the one or more rotating wheels,
  • the torque of the steering drive device indicated by the first control value is a torque that rotates the direction of the one or more turning wheels in the direction of the yaw angular acceleration. vehicle.
  • the rear wheel when the rear wheel includes one or more rotating wheels, it is possible to suppress deterioration in the traveling stability of the vehicle due to the yaw angular acceleration.
  • a first suspension connected to the vehicle body, A first sensor for measuring first stroke information having a correlation with a stroke position of the first suspension; A second suspension connected to the vehicle body and arranged behind the first suspension; A second sensor for measuring second stroke information having a correlation with a stroke position of the second suspension; Equipped with The control unit is configured to control the steering drive device using the yaw angular acceleration parameter, the first stroke information, and the second stroke information. vehicle.
  • FIG. 3 is a right side view of vehicle 10. 2 is a top view of the vehicle 10.
  • FIG. 3 is a bottom view of vehicle 10.
  • FIG. 3 is a rear view of vehicle 10.
  • (A) is a schematic diagram showing a state of vehicle 10 on horizontal ground GL.
  • (A), (B) is a simplified rear view of the vehicle 10. It is explanatory drawing of the balance of the force at the time of turning. It is explanatory drawing which shows the simplified relationship between the wheel angle AF and the turning radius R.
  • FIG. 3 is a block diagram showing a configuration related to control of vehicle 10. It is a flow chart which shows an example of control processing. 3 is a block diagram of the control device 100.
  • FIG. 1 is a block diagram of the control device 100.
  • (A)-(C) is an explanatory view of yaw angular acceleration and turning torque.
  • (D) to (F) are explanatory views of the zero moment point ZMP of the vehicle 10. It is a right side view of vehicle 10X. It is a top view of vehicle 10X. It is explanatory drawing which shows the simplified relationship between the wheel angle AFx and the turning radius R.
  • (A)-(C) is an explanatory view of yaw angular acceleration and turning torque.
  • (D) is an explanatory diagram of the zero moment point ZMPx of the vehicle 10X. It is explanatory drawing of the force which acts on the front wheel 12F which rotates. It is explanatory drawing of the vehicle 10a of 4th Example.
  • A. First embodiment: 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. .. 1 to 4 show a vehicle 10 that is placed on a horizontal ground GL (FIG. 1) and is not tilted. 2 to 4, a part of the configuration of the vehicle 10 shown in FIG. 1 is shown, and the other parts are omitted. Six directions DF, DB, DU, DD, DR and DL are shown in FIGS. 1 to 4.
  • the front direction DF is the front direction (that is, the forward direction) of the vehicle body 90 of the vehicle 10, and the rear direction DB is the direction opposite to the front direction DF.
  • the upward direction DU is a vertically upward direction
  • the downward direction DD is a direction opposite to the upward direction DU.
  • the right direction DR is the right direction viewed from the vehicle 10 traveling in the front direction DF
  • the left direction DL is the direction opposite to the right direction DR.
  • the directions DF, DB, DR, DL are all horizontal directions.
  • the right and left directions DR and DL are perpendicular to the front direction DF.
  • the vehicle 10 is a small vehicle for one passenger.
  • the vehicle 10 (FIGS. 1 and 2) is a tricycle having a vehicle body 90, a front wheel 12F, a left rear wheel 12L, and a right rear wheel 12R.
  • the front wheel 12F is an example of a rotating wheel, and is arranged at the center of the vehicle body 90 in the width direction.
  • the turning wheel is a wheel supported by the vehicle body 90 so that the traveling direction of the wheel can be turned in the width direction of the vehicle body 90 (that is, the direction parallel to the right direction DR).
  • the rear wheels 12L and 12R are drive wheels, and are symmetrically arranged apart from each other with respect to the center of the vehicle body 90 in the width direction.
  • the vehicle body 90 (FIG. 1) has a main body portion 20.
  • the main body 20 includes a bottom 20b, a front wall 20a connected to the front DF side of the bottom 20b, a rear wall 20c connected to the rear DB side of the bottom 20b, and an upper end of the rear wall 20c. And a support portion 20d extending 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 portion 20b, an accelerator pedal 45 and a brake pedal 46 arranged on the front direction DF side of the seat 11, a control device 100 fixed on the bottom portion 20b, and a battery 120.
  • the front wheel support device 41 includes a front wheel support device 41 fixed to an end of the front wall part 20a on the upward DU side, a shift switch 47 attached to the front wheel support device 41, and a handle 41a.
  • other members for example, a roof, a headlight, etc.
  • the vehicle body 90 includes a member fixed to the main body section 20.
  • the shift switch 47 is a switch for selecting the driving mode of the vehicle 10. In the present embodiment, it is possible to select one from four driving modes of "drive”, “neutral”, “reverse” and “parking".
  • Drive is a mode in which the drive wheels 12L, 12R are driven forward
  • Negtral is a mode in which the drive wheels 12L, 12R are rotatable
  • Reverse is a drive mode for the drive wheels 12L, 12R.
  • Parking is a mode in which at least one wheel (for example, the rear wheels 12L, 12R) cannot rotate.
  • “Drive” and “neutral” are normally used when the vehicle 10 moves forward.
  • the front wheel support device 41 (FIG. 1) is a device that supports the front wheel 12F so as to be rotatable about the rotation axis Ax1.
  • the front wheel support device 41 includes the 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 having a suspension (a coil spring and a shock absorber) built therein.
  • the bearing 68 connects the main body portion 20 (here, the front wall portion 20a) and the front fork 17.
  • the bearing 68 supports the front fork 17 (and by extension, the front wheel 12F) so as to be rotatable left and right with respect to the vehicle body 90 about the rotation axis Ax1.
  • the front fork 17 may be rotatable about the rotation axis Ax1 with respect to the vehicle body 90 within a predetermined angular range (for example, a range of less than 180 degrees). For example, the front fork 17 may contact another member provided on the vehicle body 90 to limit the angular range.
  • the steering motor 65 is an electric motor, and is an example of a steering drive device configured to generate a torque that rotates the front fork 17 (and thus the front wheel 12F) in the width direction.
  • 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 wall 20a).
  • the handle 41a is a member rotatable left and right.
  • the rotation direction (right or left) of the handle 41a with respect to the predetermined straight traveling direction indicates the turning direction desired by the user.
  • the size of the rotation angle of the handle 41a with respect to a predetermined straight traveling direction (hereinafter, also referred to as "handle angle") indicates the degree of turning desired by the user.
  • “steering wheel angle>zero” indicates right turn
  • “steering wheel angle ⁇ zero” indicates left turn.
  • 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 a turning direction and a turning degree.
  • the handle 41a is an example of an operation input unit configured to be operated to input an operation amount.
  • a support rod 41ax extending along the rotation axis of the handle 41a is fixed to the handle 41a.
  • the support rod 41ax is rotatably connected to the front wheel support device 41 about a rotation axis.
  • the wheel angle AF (FIG. 2) is an angle indicating the direction of the front wheels 12F with respect to the vehicle body 90.
  • the wheel angle AF is an angle in the traveling direction D12 of the front wheels 12F with reference to the front direction DF of the vehicle body 90 when the vehicle 10 is viewed in the downward direction DD.
  • the traveling direction D12 is a direction perpendicular to the rotation axis Ax2 of the front wheel 12F.
  • the wheel angle AF corresponds to a so-called steering angle.
  • the steering motor 65 is controlled by the control device 100 (FIG. 1).
  • the torque generated by the steering motor 65 is also referred to as turning torque.
  • the direction D12 of the front wheel 12F is allowed to turn left and right independently of the steering wheel angle. Details of the control of the steering motor 65 will be described later.
  • the angle CA in FIG. 1 indicates the angle formed by the vertically upward direction DU and the direction toward the vertically upward direction DU side along the rotation axis Ax1 (also called a caster angle).
  • the caster angle CA is larger than zero.
  • the direction toward the vertically upward direction DU side along the rotation axis Ax1 is inclined rearward.
  • an intersection P2 between the rotation axis Ax1 of the front wheel support device 41 and the ground GL is located closer to the front side DF than the contact center P1 of the front wheel 12F with the ground GL. positioned.
  • the distance Lt in the backward 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 backward DB side with respect to the intersection P2.
  • the contact center P1 is the center of gravity of the contact region Ca1 between the front wheel 12F and the ground GL.
  • the center of gravity of the contact area is the position of the center of gravity assuming that the mass is evenly distributed in the contact area.
  • the contact center PbR of the contact region CaR between the right rear wheel 12R and the ground GL and the contact center PbL of the contact region CaL between the left rear wheel 12L and the ground GL are similarly specified.
  • the two rear wheels 12L and 12R are rotatably supported by the rear wheel support portion 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 supporting portion 83 (FIG. 1) is formed.
  • a part of the link mechanism 30, the first support portion 82, and the second support portion 83 hidden by the right rear wheel 12R is also shown by a solid line.
  • the rear wheel support portion 80, the rear wheels 12L and 12R, and the connecting rod 75, which will be described later, hidden in the main body portion 20 are shown by solid lines for the sake of explanation. 1 to 3, the link mechanism 30 is shown in a simplified manner.
  • the first support portion 82 (FIG. 4) includes a plate-shaped portion extending parallel to the right direction DR on the upward DU side of the rear wheels 12L and 12R.
  • the second support portion 83 (FIGS. 1 and 2) is arranged on the front direction DF side of the link mechanism 30 between the left rear wheel 12L and the right rear wheel 12R.
  • 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 drive motor 51R.
  • the right drive motor 51R is an electric motor having 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 portion 80.
  • the rotation axis of the right drive 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 wheel 12La of the left rear wheel 12L, the tire 12Lb, and the left drive motor 51L is the same as the configuration of the wheel 12Ra, the tire 12Rb, and the right drive motor 51R of the right rear wheel 12R, respectively.
  • These drive motors 51L and 51R are in-wheel motors that directly drive the rear wheels 12L and 12R.
  • the left drive motor 51L and the right drive motor 51R are collectively referred to as a drive system 51S. 1 and 4 show a state in which the vehicle body 90 stands upright on the horizontal ground GL without tilting (a state in which a tilt angle T described later is zero). In this state, the rotation axis ArL of the left rear wheel 12L (FIG.
  • the position in the front direction DF is approximately the same between the contact center PbR of the right rear wheel 12R and the contact center PbL of the left rear wheel 12L.
  • the link mechanism 30 (FIG. 4) is a so-called parallel link.
  • the link mechanism 30 includes three vertical link members 33L, 21, 33R arranged in order in the right direction DR, and two horizontal link members 31U, 31D arranged in order in 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 and 33R and the two horizontal link members 31U and 31D form a parallelogram link mechanism.
  • the upper horizontal link member 31U connects the upper ends of the vertical link members 33L and 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 the 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 extends in the front-rear direction of the vehicle body 90 (in the present embodiment, the rotation axis is the forward direction DF). Parallel to).
  • the link members connected to each other may be relatively rotatable about the rotation axis within a predetermined angular range (for example, a range less than 180 degrees). For example, a certain portion of one link member may contact a certain portion of the other link member to limit the angular range.
  • the left drive motor 51L is fixed to the left vertical link member 33L.
  • the right drive motor 51R is fixed to the right vertical link member 33R.
  • a first support portion 82 and a second support portion 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 supporting portions 82, 83 are made of metal, for example.
  • 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 a tilt drive device configured to drive the link mechanism 30, and is an electric motor having a stator and a rotor in this embodiment.
  • 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 rotation shaft of the lean motor 25 is the same as the rotation shaft of the bearing 39, 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 tilt torque.
  • the tilt torque is a torque for controlling the tilt angle of the vehicle body 90.
  • FIG. 5A and 5B are schematic diagrams showing the state of the vehicle 10 on the horizontal ground GL.
  • FIG. 5(A) shows a state in which the vehicle 10 is upright
  • FIG. 5(B) shows a state in which the vehicle 10 is inclined.
  • FIG. 5(A) when the upper horizontal link member 31U is orthogonal to the middle vertical link member 21, all the wheels 12F, 12L, 12R stand upright on the horizontal ground GL.
  • the entire vehicle 10 including the vehicle body 90 stands upright with respect to the ground GL.
  • the vehicle body upward direction DVU in the drawing is the upward direction of the vehicle body 90.
  • the vehicle body upward direction DVU is the same as the upward direction DU.
  • a predetermined upward direction with respect to the vehicle body 90 is used as the vehicle body upward direction DVU.
  • the lateral link members 31U and 31D are members rotatably supported by the vehicle body 90 (specifically, the lateral link members 31U and 31D are the vehicle body via a suspension system 70 and a first support portion 82, which will be described later. 90 is rotatably supported by the intermediate vertical link member 21 connected to 90).
  • the link mechanism 30 including the lateral link members 31U and 31D can change the relative position of the left rear wheel 12L and the right rear wheel 12R in the vehicle body upward direction DVU. As shown in FIG. 5B, in the rear view, when the middle vertical link member 21 is rotating clockwise with respect to the upper horizontal link member 31U, the right rear wheel 12R is on the vehicle body upward direction DVU side. The left rear wheel 12L moves to the opposite side.
  • the vehicle body upward direction DVU is inclined to the right side DR side with respect to the upward direction DU.
  • the angle between the upward direction DU and the vehicle body upward direction DVU when the vehicle 10 is viewed in the front direction DF is referred to as a tilt angle T.
  • T>zero indicates an inclination toward the right side DR side
  • T ⁇ zero indicates an inclination toward the left side DL side.
  • FIG. 5(B) shows the control angle Tc of the link mechanism 30.
  • the control angle Tc indicates the angle of the orientation of the middle vertical link member 21 with respect to the orientation of the upper horizontal link member 31U.
  • “Tc>zero” indicates that, in the rear view of FIG. 5B, the middle vertical link member 21 rotates clockwise with respect to the upper horizontal link member 31U.
  • “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.
  • the axis AxL on the ground GL in FIGS. 5A and 5B is the tilt axis AxL.
  • 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 tilt axis AxL is a straight line that passes through the contact center P1 between the front wheel 12F and the ground GL and is parallel to the front direction DF.
  • the link mechanism 30 that rotatably supports the rear wheels 12L and 12R is an example of a tilting device configured to tilt the vehicle body 90 in the width direction of the vehicle body 90 (also referred to as a tilting device 30).
  • FIGS. 5(A) and 5(B) show a simplified rear view of the vehicle 10, similar to FIGS. 5(A) and 5(B).
  • the ground GLx is inclined with respect to the vertically upward direction DU (the right side is high and the left side is low).
  • FIG. 6A shows a state in which 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 body upward direction DVU is perpendicular to the ground surface GLx, and is inclined to the left direction DL side with respect to the vertically upward direction DU.
  • FIG. 6B shows a state where the tilt angle T is zero.
  • the upper horizontal link member 31U is substantially parallel to the ground GLx, and is inclined in the counterclockwise direction with respect to the middle vertical link member 21.
  • the wheels 12F, 12L, 12R are inclined with respect to the ground GL.
  • the size of the inclination angle T of the vehicle body 90 may be different from the size 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 that it cannot 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 control angle Tc is fixed to zero when the vehicle 10 is parked.
  • the lock mechanism is preferably a mechanical mechanism that does not consume power while fixing the lean motor 25 (and thus the link mechanism 30).
  • the main body 20 is connected to the rear wheel support 80 by the suspension system 70 and the connecting rod 75.
  • the suspension system 70 (FIG. 4) includes an extendable left suspension 70L and an extendable right suspension 70R.
  • each of the suspensions 70L and 70R is a telescopic type suspension that incorporates coil springs 71L and 71R and shock absorbers 72L and 72R.
  • the upper DU side ends of the suspensions 70L and 70R are rotatably connected to the support portion 20d of the main body 20 (for example, a ball joint, a hinge, etc.).
  • the ends of the suspensions 70L and 70R on the downward DD side are rotatably connected to the first support portion 82 of the rear wheel support portion 80 (for example, a ball joint, a hinge, etc.).
  • the connecting rod 75 is a rod extending in the forward direction DF, as shown in FIGS. 1 and 2.
  • the connecting rod 75 is arranged at the center of the vehicle 10 in the width direction.
  • An end portion of the connecting rod 75 on the front DF side is rotatably connected to the rear wall portion 20c of the main body portion 20 (for example, a ball joint).
  • the rear DB side end of the connecting rod 75 is rotatably connected to the second support portion 83 of the rear wheel support portion 80 (for example, a ball joint).
  • the vehicle body 90 can be rotated in the width direction by expanding and contracting the suspensions 70L and 70R.
  • the vehicle body 90 can rotate within a predetermined angle range (for example, a range less than 90 degrees).
  • the angular range is limited by the possible range of length of the suspensions 70L, 70R.
  • the center of gravity 90c is shown in FIG. 1, FIG. 5(A), and FIG. 5(B).
  • the center of gravity 90c is the center of gravity of the vehicle body 90.
  • the center of gravity 90c of the vehicle body 90 is the center of gravity of the vehicle body 90 when the vehicle body 90 is loaded with passengers (and, if possible, luggage).
  • the battery 120 which is a relatively heavy element among 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 20b which is the lowest portion of the body portion 20 of the vehicle body 90. Therefore, the center of gravity 90c can be easily lowered.
  • FIG. 7 is an explanatory diagram of the force balance during turning.
  • a rear view of the rear wheels 12L and 12R when the turning direction is the right direction is shown.
  • the control device 100 (FIG. 1) leans the rear wheels 12L and 12R (and thus the vehicle 10) 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 that acts on the vehicle body 90.
  • the second force F2 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 turning radius is R (m).
  • the first force F1 and the second force F2 are represented by the following equations 1 and 2.
  • F1 (m * V 2) / R ( Equation 1)
  • F2 m*g (Formula 2)
  • * is a multiplication symbol (hereinafter the same).
  • the force F1b in the figure is a component of the first force F1 in a direction perpendicular to the vehicle body upward direction DVU.
  • the force F2b is a component of the second force F2 in a direction perpendicular to the vehicle body upward direction DVU.
  • the force F1b and the force F2b are expressed by the following equations 3 and 4.
  • F1b F1*cos(T) (Formula 3)
  • F2b F2*sin(T) (Equation 4)
  • cos( ) is a cosine function
  • sin( ) is a sine function (hereinafter the same).
  • the force F1b is a component that rotates the vehicle body upward direction DVU to the left direction DL side
  • the force F2b is a component that rotates the vehicle body upward direction DVU to the right direction DR side.
  • Formula 6 is established without depending on the mass m of the vehicle body 90.
  • T the absolute value of the tilt angle T
  • T the magnitude of the tilt angle without distinguishing between the left direction and the right direction.
  • the expression 6a is established regardless of the inclination direction of the vehicle body 90.
  • FIG. 8 is an explanatory diagram showing a simplified relationship between the wheel angle AF and the turning radius R.
  • the wheels 12F, 12L, 12R as viewed in the downward direction DD are shown.
  • the traveling direction D12 of the front wheels 12F is rotating 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 Ax2 of the front wheel 12F.
  • the front center Cf is located at substantially the same position as the contact center P1 (FIG. 1).
  • the rear center Cb is the center between the two rear wheels 12L and 12R.
  • the rear center Cb is located at the center between the rear wheels 12L and 12R on the rotation axes ArL and ArR of the rear wheels 12L and 12R.
  • the center Cr is the center of turning (referred to as the turning center Cr).
  • the turning motion of the vehicle 10 includes the revolution motion of the vehicle 10 and the rotation motion of the vehicle 10.
  • the center Cr is the center of the revolution movement (also referred to as the revolution center Cr).
  • the wheel base Lh is a distance in the front direction DF between the front center Cf and the rear center Cb. As shown in FIG. 1, the wheel base Lh is the distance in the front direction DF between the rotation axis Ax2 of the front wheel 12F and the rotation axes ArL and ArR of the rear wheels 12L and 12R.
  • the front center Cf, the rear 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 Expression 7.
  • AF arctan(Lh/R) (Equation 7)
  • arctan( ) is the inverse function of the tangent function (hereinafter the same).
  • Equation 6 is relational expressions that are established when the vehicle 10 is turning in a state where the speed V and the turning radius R do not change.
  • the real wheels 12F, 12L, 12R may slide against the ground.
  • the actual wheels 12F, 12L, 12R may be inclined with respect to the ground. Therefore, the actual turning radius may be different from the turning radius R in Equation 7.
  • Expression 7 can be used as a good approximate expression showing the relationship between the wheel angle AF and the turning radius R.
  • FIG. 9 is a block diagram showing a configuration relating to control of the vehicle 10.
  • the vehicle 10 has a configuration relating to control such as a vehicle speed sensor 122, a steering wheel angle sensor 123, a wheel angle sensor 124, a vertical direction sensor 126, an accelerator pedal sensor 145, a brake pedal sensor 146, a shift switch 47, and a control.
  • the apparatus 100, the right drive motor 51R, the left drive motor 51L, the lean motor 25, and the steering motor 65 are included.
  • 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 rotation speed of the front wheels 12F, that is, the vehicle speed.
  • the steering wheel angle sensor 123 is a sensor that detects the direction of the steering wheel 41a (that is, the steering wheel angle).
  • the handle angle sensor 123 is attached to the support rod 41ax fixed to the handle 41a (FIG. 1).
  • the wheel angle sensor 124 is a sensor that detects the wheel angle AF of the front wheels 12F.
  • the wheel angle sensor 124 is attached to the steering motor 65 (FIG. 1).
  • the vertical direction sensor 126 is a sensor that specifies the vertical downward direction DD.
  • the vertical direction sensor 126 is fixed to the vehicle body 90 (FIG. 1) (specifically, the rear wall portion 20c).
  • the vertical 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 an arbitrary direction, and is, for example, a triaxial acceleration sensor.
  • the direction of acceleration detected by the acceleration sensor 126a is referred to as a detection direction.
  • the detection direction is the same as the vertically downward direction DD.
  • the gyro sensor 126g is a sensor that detects angular acceleration about a rotation axis in an arbitrary direction, and is, for example, a triaxial 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, the signal from the gyro sensor 126g, and the signal from the vehicle speed sensor 122.
  • the control unit 126c is, for example, a data processing device including a computer.
  • the control unit 126c 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 identifies the deviation in the detection direction with respect to the vertically downward direction DD caused by the acceleration of the vehicle 10 by using the acceleration (for example, the deviation in the front direction DF or the rear direction DB in the detection direction is identified. ). Further, the control unit 126c uses the angular acceleration specified by the gyro sensor 126g to specify the deviation of the detection direction from the vertically downward direction DD caused by the angular acceleration of the vehicle 10 (for example, the right direction DR of the detection direction). Alternatively, the shift in the left direction DL is specified). The control unit 126c identifies the vertically downward direction DD by correcting the detection direction using the identified deviation. In this way, the vertical direction sensor 126 can specify the appropriate vertical downward direction DD in various traveling states of the vehicle 10.
  • the accelerator pedal sensor 145 is attached to the accelerator pedal 45 (FIG. 1) and detects the accelerator operation amount.
  • the brake pedal sensor 146 is attached to the brake pedal 46 (FIG. 1) and detects the brake operation amount.
  • Each of the sensors 122, 123, 124, 145, 146 is composed of, for example, a resolver or an encoder.
  • the control device 100 has a main control unit 110, a drive device control unit 300, a lean motor control unit 400, and a steering motor control unit 500.
  • the control device 100 operates using electric power from the battery 120 (FIG. 1).
  • each of the control units 110, 300, 400 and 500 has a computer.
  • the control units 110, 300, 400, 500 include processors 110p, 300p, 400p, 500p (for example, CPU), volatile storage devices 110v, 300v, 400v, 500v (for example, DRAM), and nonvolatile memory.
  • the storage devices 110n, 300n, 400n, and 500n for example, flash memory).
  • Programs 110g, 300g, 400g, 500g for operating the corresponding control units 110, 300, 400, 500 are stored in advance in the nonvolatile storage devices 110n, 300n, 400n, 500n.
  • the map data MT and MAF are stored in advance in the non-volatile storage device 110n of the main control unit 110.
  • the processors 110p, 300p, 400p, 500p execute various processes by executing the corresponding programs 110g, 300g, 400g, 500g, respectively.
  • the processor 110p of the main control unit 110 receives signals from the sensors 122, 123, 124, 126, 145, 146 and the shift switch 47. Then, the processor 110p outputs an instruction to the drive device controller 300, the lean motor controller 400, and the steering motor controller 500 using the received signal.
  • the processor 300p of the drive device controller 300 controls the drive motors 51L and 51R according to an instruction from the main controller 110.
  • the processor 400p of the lean motor control unit 400 controls the lean motor 25 according to an instruction from the main control unit 110.
  • the processor 500p of the steering motor control unit 500 controls the steering motor 65 according to an instruction from the main control unit 110.
  • These control units 300, 400, 500 have power control units 300c, 400c, 500c for supplying electric power from the battery 120 to the control target motors 51L, 51R, 25, 65, respectively.
  • the power control units 300c, 400c, 500c are configured by using an electric circuit (for example, an inverter circuit).
  • control units 110, 300, 400, 500p of the control units 110, 300, 400, 500 execute processing is also expressed simply as the control units 110, 300, 400, 500 executing processing.
  • FIG. 10 is a flowchart showing an example of control processing executed by the control device 100 (FIG. 9).
  • the flowchart of FIG. 10 shows a procedure of controlling the lean motor 25 and the steering motor 65.
  • a code that combines the letter “S” and the number following the letter “S” is attached to each step.
  • the main control unit 110 acquires signals from the sensors 122, 123, 124, 126, 145, 146 and the shift switch 47. Then, the main control unit 110 identifies the speed V, the steering wheel angle Ai, the wheel angle AF, the vertical downward direction DD, the angular acceleration, the accelerator operation amount, the brake operation amount, and the traveling mode.
  • the main control unit 110 determines whether or not the condition "the driving mode is either "drive” or "neutral”" is satisfied.
  • the condition of S120 indicates that the vehicle 10 is moving forward.
  • S130 is a first tilt control process for controlling the lean motor 25.
  • S140 is a first steering control process for controlling the steering motor 65.
  • the control device 100 controls the lean motor 25 and the steering motor 65 so that the vehicle 10 moves in the direction associated with the steering wheel angle.
  • feedback control of the lean motor 25 using the difference between the tilt angle T and the target tilt angle is performed (for example, so-called PID (Proportional Integral Derivative) control).
  • PID Proportional Integral Derivative
  • S140 feedback control of the steering motor 65 using the difference between the wheel angle AF and the target wheel angle is performed (for example, so-called PID (Proportional Integral Derivative) control).
  • torque control using yaw angular acceleration is also performed. Details of S130 and S140 will be described later. After S130 and S140, the control device 100 ends the process of FIG.
  • the process of S150 is the same as the process of S130.
  • the process of S160 is the same as the process of S140. After S150 and S160, the control device 100 ends the process of FIG.
  • the processing of FIG. 10 ends in response to the processing of S130, S140, or S150, S160 being executed.
  • the control device 100 repeatedly executes the processing of FIG.
  • the control device 100 continuously performs the processes of S130 and S140.
  • the conditions for executing S150 and S160 are satisfied (S120: No)
  • the control device 100 continuously performs the processes of S150 and S160.
  • the vehicle 10 travels in the traveling direction suitable for the steering wheel angle.
  • the main controller 110 (FIG. 9) and the drive device controller 300 are drive controllers that control the electric motors 51L and 51R according to the accelerator operation amount, the brake operation amount, and the shift switch 47. Function.
  • the main controller 110 supplies the drive device controller 300 with an instruction to increase the output power of the electric motors 51L and 51R.
  • the drive device control unit 300 controls the electric motors 51L and 51R so that the output power increases according to the instruction.
  • the main control unit 110 supplies the drive device control unit 300 with an instruction to reduce the output power of the electric motors 51L and 51R.
  • the drive device controller 300 controls the electric motors 51L and 51R so that the output power is reduced according to the instruction.
  • the main control unit 110 supplies the drive device control unit 300 with an instruction to reduce the output power of the electric motors 51L and 51R.
  • the drive device controller 300 controls the electric motors 51L and 51R so that the output power is reduced according to the instruction. It is preferable that vehicle 10 has a brake device that reduces the rotational speed of at least one of all wheels 12F, 12L, 12R by friction. Then, when the user depresses the brake pedal 46, the braking device preferably reduces the rotation speed of at least one wheel.
  • FIG. 11 is a block diagram of a portion related to control of the lean motor 25 and the steering motor 65 in the control device 100.
  • the main control unit 110 includes a tilt angle specifying unit 112, a target tilt angle determining unit 113, a first subtracting unit 114, a target wheel angle determining unit 116, a second subtracting unit 117, and a yaw angular acceleration specifying unit 118. , Is included.
  • the lean motor control unit 400 includes a first control unit 420 and a power control unit 400c.
  • the steering motor control unit 500 includes a first control unit 520, a second control unit 530, an addition unit 590, and a power control unit 500c.
  • the processing units 112, 113, 114, 116, 117, 118 of the main control unit 110 are realized by the processor 110p of the main control unit 110 (FIG. 9).
  • the processing unit 420 of the lean motor control unit 400 is realized by the processor 400p of the lean motor control unit 400.
  • the processing units 520, 530, and 590 of the steering motor control unit 500 are realized by the processor 500p of the steering motor control unit 500.
  • the processors 110p, 400p, 500p perform the processing as the processing units 112, 113, 114, 116, 117, 118, 420, 520, 530, 590, the processing units 112, 113, 114, 116, 117. , 118, 420, 520, 530, and 590 execute the processing.
  • FIG. 12 is a flowchart showing an example of the first tilt control process (S130: FIG. 10).
  • the main control unit 110 acquires information indicating the vehicle speed V, the steering wheel angle Ai, and the vertically downward direction DD from the sensors 122, 123, and 126, respectively.
  • the tilt angle identifying unit 112 calculates the tilt angle T using the vertical downward direction DD.
  • the direction of the vertical direction sensor 126 with respect to the vehicle body 90 is predetermined.
  • the inclination angle specifying unit 112 uses the orientation of the vertical direction sensor 126 with respect to the vehicle body upward direction DVU to determine the inclination angle T between the upward direction DU, which is the direction opposite to the vertically downward direction DD, and the vehicle body upward direction DVU. , Are calculated (FIG. 5(B)).
  • the entire portion of the main control unit 110 that operates as the tilt angle specifying unit 112 and the vertical direction sensor 126 are examples of the tilt angle sensor configured to measure the tilt angle T.
  • the inclination angle specifying unit 112 and the vertical direction sensor 126 will be collectively referred to as an inclination angle sensor 127.
  • the target tilt angle determination unit 113 determines the first target tilt angle T1.
  • the first target tilt angle T1 is a target value of the tilt angle T.
  • the first target tilt angle T1 is specified using the steering wheel angle Ai and the vehicle speed V.
  • the correspondence relationship between the steering wheel angle Ai, the vehicle speed V, and the first target tilt angle T1 is predetermined by the tilt angle map data MT (FIG. 9).
  • the target tilt angle determination unit 113 specifies the first target tilt angle T1 by referring to this tilt angle map data MT. In this embodiment, when the vehicle speed V is constant, the larger the absolute value of the steering wheel angle Ai, the larger the absolute value of the first target tilt angle T1.
  • the turning radius R decreases as the absolute value of the steering wheel angle Ai increases, so that the vehicle 10 can turn with the turning radius R suitable for the steering wheel angle Ai.
  • the correspondence relationship between the vehicle speed V and the first target tilt angle T1 when the steering wheel angle Ai is constant may be various correspondence relationships.
  • the slower the vehicle speed V the larger the absolute value of the first target tilt angle T1 may be.
  • the vehicle 10 can easily turn with a small turning radius R at low speed.
  • the absolute value of the first target tilt angle T1 may be smaller as the vehicle speed V is slower. In this case, it is possible to suppress an excessive change in the tilt angle T at low speed.
  • the information used for specifying the first target tilt angle T1 may be one or more arbitrary information including the steering wheel angle Ai instead of the combination of the steering wheel angle Ai and the vehicle speed V.
  • the first target tilt angle T1 may be specified without using the vehicle speed V.
  • the first subtraction unit 114 calculates the difference dT by subtracting the tilt angle T from the first target tilt angle T1 (also referred to as tilt angle difference dT).
  • the first subtraction unit 114 supplies the lean motor control unit 400 with information indicating the tilt angle difference dT.
  • the first control unit 420 of the lean motor control unit 400 determines the control value Vc2 for making the tilt angle difference dT close to zero, and supplies information indicating the determined control value Vc2 to the power control unit 400c. ..
  • the power control unit 400c controls the power supplied to the lean motor 25 according to the control value Vc2.
  • the first control unit 420 performs feedback control of the torque of the lean motor 25 (for example, the power supplied to the lean motor 25) using the tilt angle difference dT. As a result, the tilt angle T approaches the first target tilt angle T1. Then, the process of FIG. 12, that is, S130 of FIG. 10 ends.
  • the control value Vc2 may be a value indicating the direction and magnitude of the current to be supplied to the lean motor 25.
  • the absolute value of the control value Vc2 may indicate the magnitude of the current
  • the positive and negative signs of the control value Vc2 may indicate the direction of the current.
  • FIG. 13 is a flowchart showing an example of the first steering control process (S140: FIG. 10).
  • the main control unit 110 acquires information indicating the vehicle speed V, the wheel angle AF, the vertically downward direction DD, and the triaxial angular acceleration AA from the sensors 122, 124, and 126, respectively.
  • the information indicating the triaxial angular acceleration AA indicates the respective triaxial angular accelerations from the gyro sensor 126g (FIG. 9).
  • the target wheel angle determination unit 116 of the main control unit 110 determines the target wheel angle AFt that is the target value of the wheel angle AF.
  • the target wheel angle AFt is specified using the vehicle speed V and the first target tilt angle T1.
  • the first target tilt angle T1 determined in S230 of FIG. 12 is used.
  • the target wheel angle AFt corresponding to the combination of the vehicle speed V and the first target tilt angle T1 is a wheel specified by using the combination of the vehicle speed V and the first target tilt angle T1 and the above-described equations 6 and 7. Same as corner AF.
  • the correspondence relationship between the vehicle speed V, the first target inclination angle T1 and the target wheel angle AFt is predetermined by the wheel angle map data MAF (FIG. 9).
  • the target wheel angle determination unit 116 identifies the target wheel angle AFt by referring to this wheel angle map data MAF.
  • the same target wheel angle AFt can be specified using the steering wheel angle Ai and the vehicle speed V.
  • the wheel angle map data MAF may indicate the correspondence between the combination of the steering wheel angle Ai and the vehicle speed V and the target wheel angle AFt.
  • the target wheel angle determination unit 116 may specify the target wheel angle AFt using the steering wheel angle Ai and the vehicle speed V.
  • the second subtraction unit 117 calculates the difference dAF by subtracting the wheel angle AF from the target wheel angle AFt (also referred to as wheel angle difference dAF).
  • the second subtraction unit 117 supplies information indicating the wheel angle difference dAF to the steering motor control unit 500.
  • the second control unit 530 of the steering motor control unit 500 determines the second control value Vf1 for making the wheel angle difference dAF close to zero, and supplies the determined second control value Vf1 to the addition unit 590.
  • the electric power control unit 500c supplies the electric power based on the drive control value Vc1 calculated using the second control value Vf1 to the steering motor 65.
  • the turning torque indicated by the second control value Vf1 that is, the torque generated by the steering motor 65 when the drive control value Vc1 is the same as the second control value Vf1, is called the second control torque.
  • the direction of the second control torque is a direction in which the wheel angle AF approaches the target wheel angle AFt.
  • the second control unit 530 performs feedback control of the torque of the steering motor 65 (for example, electric power supplied to the steering motor 65) using the wheel angle difference dAF.
  • the wheel angle AF approaches the target wheel angle AFt.
  • PID Proportional Integral Derivative
  • the yaw angular acceleration specifying unit 118 of the main control unit 110 uses the triaxial angular acceleration AA and the vertical downward direction DD to make an angular acceleration centered on the vertical upward direction DU opposite to the vertical downward direction DD, that is, , Yaw angular acceleration YA of the vehicle 10 is calculated.
  • the yaw angular acceleration identification unit 118 supplies information indicating the yaw angular acceleration YA to the steering motor control unit 500.
  • the entire part of the main control unit 110 that operates as the yaw angular acceleration specifying unit 118 and the vertical direction sensor 126 are examples of the yaw angular acceleration sensor configured to measure the yaw angular acceleration YA. is there.
  • the yaw angular acceleration specifying unit 118 and the vertical direction sensor 126 are collectively referred to as a yaw angular acceleration sensor 129.
  • the first control unit 520 of the steering motor control unit 500 determines the first control value Vy1 using the yaw angular acceleration YA.
  • the first control unit 520 supplies the determined first control value Vy1 to the addition unit 590.
  • FIG. 14A shows a simplified top view of the vehicle 10 moving forward. Further, FIG. 14A shows a case where a clockwise yaw angular acceleration YAa occurs.
  • a clockwise yaw angular acceleration YAa occurs.
  • the handle 41a FIG. 1
  • the direction D12 of the front wheel 12F rotates in the right direction DR.
  • the movement of the front wheels 12F in the right direction DR is promoted.
  • a clockwise yaw angular acceleration YAa is generated.
  • the yaw angular acceleration indicates a change in the yaw angular velocity of the vehicle 10 (that is, the angular velocity of the rotation motion). For example, when the clockwise angular velocity increases, the yaw angular acceleration has a value in the clockwise direction.
  • the center C1 in the figure is the center of rotation of the vehicle 10.
  • the rear wheels 12L and 12R are not rotating wheels, but the front wheel 12F is a rotating wheel. Therefore, the direction of the traveling vehicle 10 (for example, the front direction DF) changes to the right or left around the vicinity of the rear wheels 12L and 12R.
  • the rotation center C1 is located in the center between the rear wheels 12L, 12R.
  • the center of rotation C1 may deviate from the central position between the rear wheels 12L, 12R.
  • the center of gravity 90c of the vehicle body 90 is usually close to the central portion of the vehicle body 90 in the top view. Therefore, when the yaw angular velocity changes, the rotation center C1 can be arranged at a position distant from the center of gravity 90c of the vehicle body 90 toward the rear wheels 12L, 12R (that is, the rear direction DB side).
  • FIG. 14B is a simplified rear view of the vehicle 10 of FIG. 14A.
  • the center of gravity 90c of the vehicle body 90 is arranged at a position higher than the ground GL.
  • the front wheel 12F tries to move in the right direction DR on the ground GL.
  • the center of gravity 90c since the center of gravity 90c is located on the front wheel 12F side of the rotation center C1, the center of gravity 90c also tries to move in the right direction DR.
  • the center of gravity 90c of the vehicle body 90 cannot move quickly in the right direction DR due to the inertia of the vehicle body 90.
  • the center of gravity 90c is arranged at a position higher than the ground GL.
  • the vehicle body 90 tries to roll to the left DL side around the center of gravity 90c.
  • the moment of the force that rolls the vehicle body 90 (also referred to as a roll moment) increases as the yaw angular acceleration YAa increases.
  • the first control unit 520 determines the first control value Vy1 so that the roll moment becomes small.
  • FIG. 14C is the same top view as FIG.
  • the turning torque Ty1 in the figure is the turning torque indicated by the first control value Vy1.
  • the turning torque indicated by the first control value Vy1 is a torque generated by the steering motor 65 when the drive control value Vc1 is the same as the first control value Vy1 (referred to as a first control torque).
  • the direction of the first control torque Ty1 is opposite to the direction of the yaw angular acceleration YAa. In FIG. 14C, the direction of the first control torque Ty1 is counterclockwise.
  • Such first control torque Ty1 can be explained as follows. As shown in FIGS.
  • the clockwise yaw angular acceleration YAa generates a moment of force for rolling the vehicle body 90 to the left side DL side.
  • the centrifugal force can roll the vehicle body 90 in the width direction.
  • the control device 100 (and thus the first control unit 520) can control the centrifugal force acting on the vehicle body 90 by controlling the direction D12 of the front wheels 12F.
  • the counterclockwise first control torque Ty1 in FIG. 14C reduces the centrifugal force component that causes the vehicle body 90 to roll to the left DL side. As a result, the roll of the vehicle body 90 to the left DL side is suppressed.
  • the first control value Vy1 preferably indicates zero first control torque.
  • the yaw angular acceleration YA is clockwise in the top view like the yaw angular acceleration YAa in FIG. 14(A)
  • the roll moment rolls the vehicle body 90 in the left direction DL in the rear view in FIG. 14(B).
  • the first control value Vy1 preferably indicates the counterclockwise first control torque. Such a first control torque can bring the yaw angular acceleration YA close to zero.
  • the first control value Vy1 represents the clockwise first control torque. Such a first control torque can bring the yaw angular acceleration YA close to zero.
  • the first control unit 520 performs the first control such that the zero yaw angular acceleration YA is associated with the zero first control torque and the direction of the first control torque is opposite to the yaw angular acceleration YA. It is preferable to determine the value Vy1. Further, the change in the direction D12 of the front wheel 12F may be delayed from the application of the first control torque due to the inertia of the member including the front wheel 12F (for example, the front wheel 12F and the front fork 17). Under such circumstances, various methods can be adopted as the method of determining the first control value Vy1. For example, the first control unit 520 may adjust the first control value Vy1 so that the yaw angular acceleration YA approaches zero. As a result, the roll moment that unintentionally rolls the vehicle body 90 is reduced. In the present embodiment, the first control unit 520 determines the first control value Vy1 by PID control using the yaw angular acceleration YA as an input value.
  • the first control unit 520 may determine the first control value Vy1 by another method different from the PID control.
  • the first control unit 520 may execute any of P control, D control, and PD control instead of PID control.
  • the first controller 520 may determine the first control value Vy1 by feedback control using the yaw angular acceleration YA.
  • map data that defines a correspondence relationship between one or more parameters including the yaw angular acceleration YA (for example, the yaw angular acceleration YA, the vehicle speed V, etc.) and the first control value Vy1 may be used.
  • the first controller 520 may determine the first control value Vy1 by referring to the map data.
  • the correspondence between one or more parameters including the yaw angular acceleration YA and the first control value Vy1 may be experimentally determined in advance so that the vehicle 10 can travel stably.
  • the first control unit 520 may determine the first control value Vy1 to a value that brings the yaw angular acceleration YA close to zero.
  • the roll moment resulting from the yaw angular acceleration YA is greater as the center distance, which is the distance in the front-back direction of the vehicle body 90 between the center of gravity 90c and the rotation center C1 (that is, the distance in the front direction DF), large. Therefore, it is preferable to determine the first control value Vy1 so that the absolute value of the first control torque increases as the center distance increases. Further, the moment of this force is larger as the height of the center of gravity 90c in the vertically upward direction DU from the ground GL is higher. Therefore, it is preferable to determine the first control value Vy1 such that the absolute value of the first control torque increases as the height of the center of gravity 90c increases.
  • the addition unit 590 calculates the drive control value Vc1 by adding the second control value Vf1 and the first control value Vy1.
  • the addition unit 590 supplies information indicating the drive control value Vc1 to the power control unit 500c.
  • the power control unit 500c controls the power supplied to the steering motor 65 according to the control value Vc1.
  • the wheel angle AF approaches the target wheel angle AFt.
  • the process of FIG. 13, that is, S140 of FIG. 10 ends.
  • the control values Vc1, Vf1, Vy1 may be values indicating the direction and magnitude of the current to be supplied to the steering motor 65.
  • the absolute values of the control values Vc1, Vf1, Vy1 may indicate the magnitude of the current
  • the positive and negative signs of the control values Vc1, Vf1, Vy1 may indicate the direction of the current.
  • FIGS. 14(E) and 14(F) are explanatory views of the zero moment point ZMP of the vehicle 10.
  • FIG. 14(D) is a simplified top view of the turning vehicle 10
  • FIG. 14(E) is a simplified rear view of the vehicle 10 of FIG. 14(D)
  • FIG. 14) is a simplified side view of the vehicle 10 shown in FIG.
  • the zero moment point ZMP is the gravity Fg acting on the center of gravity 10c of the vehicle 10 and the inertial force (for example, centrifugal force Fc, force Ff in the direction opposite to acceleration, etc.) )
  • the extension line Lx of the combined vector with the ground surface GL is the extension line Lx of the combined vector with the ground surface GL.
  • the zero moment point ZMP When the vehicle 10 is stopped, the zero moment point ZMP is located in the vertically downward direction DD of the center of gravity 10c. When the vehicle 10 moving forward accelerates, the zero moment point ZMP moves in the backward direction DB. When the vehicle 10 moving forward decelerates, the zero moment point ZMP moves in the forward direction DF. When the vehicle 10 turns, the zero moment point ZMP moves to the outside of the turn.
  • the area AC indicated by hatching in FIG. 14D is a convex hull on the ground GL constituted by three contact areas Ca1, CaL, CaR between the three wheels 12F, 12L, 12R and the ground GL. Area.
  • the convex hull region is the smallest convex region including the contact regions Ca1, CaL, CaR.
  • the contour of the convex region does not include a portion that is recessed inward, and is configured by one or more elements of a line segment, an outwardly convex curve, and an outwardly convex vertex.
  • the shape of the convex hull region AC is a substantially triangular shape having the three contact regions Ca1, CaL, CaR as vertices.
  • the width of the convex hull region AC in the right direction DR gradually narrows toward the front direction DF.
  • the state of the vehicle 10 is stable.
  • the stable state is a state in which all the wheels 12F, 12L, 12R are continuously in contact with the ground GL without being separated from the ground GL. If the zero moment point ZMP is located outside the convex hull region AC, one or more wheels may be off the ground GL.
  • the wheel base Lh (FIG. 1) is preferably set to a long value so that the zero moment point ZMP is maintained within the convex hull region AC during normal acceleration and deceleration. Further, in the present embodiment, the vehicle body 90 inclines inward when turning.
  • the yaw angular acceleration YA is used to control the torque of the steering motor 65 so that the moment of the force for rotating the vehicle body 90 becomes small. Therefore, when the yaw angular velocity changes, the movement of the zero moment point ZMP to the outside of the convex hull region AC is suppressed.
  • the vehicle 10 (FIGS. 1 to 4, 9, and 11) includes the vehicle body 90 and the wheels 12F, 12L, 12R supported by the vehicle body 90. ..
  • the wheels 12F, 12L, 12R include front wheels 12F and rear wheels 12L, 12R.
  • the direction D12 of the front wheel 12F is rotatable in the width direction of the vehicle body 90.
  • the vehicle 10 also includes a steering motor 65 and a control device 100.
  • the steering motor 65 is configured to generate a turning torque that turns the direction D12 of the front wheels 12F in the width direction.
  • the control device 100 is configured to control the steering motor 65 using the yaw angular acceleration YA of the vehicle 10. Therefore, the control device 100 can reduce the influence of the yaw angular acceleration YA on the traveling of the vehicle 10, and thus the traveling of the vehicle 10 can be stabilized.
  • the torque of the steering motor 65 is controlled using the yaw angular acceleration YAa so that the roll moment that rolls the vehicle body 90 becomes small. Therefore, the traveling of the vehicle 10 can be stabilized.
  • the user rotates the steering wheel 41a left or right while the vehicle 10 is traveling on the horizontal ground GL.
  • the control device 100 controls the zero moment point ZMP to be a convex hull.
  • the steering motor 65 is controlled so as to be maintained within the area AC.
  • the control device 100 determines the first control value Vy1 using the yaw angular acceleration YA (S360), and controls the control value Vy1 equal to or greater than 1 including the first control value Vy1.
  • Vf1 are used to control the steering motor 65 (S370 to S390). Therefore, it is possible to suppress a decrease in traveling stability of the vehicle 10 due to the yaw angular acceleration YA.
  • the front wheel 12F is a rotating wheel. Then, as described in S360 of FIG. 13 and FIG. 14C, the first control torque Ty1 indicated by the first control value Vy1 causes the direction D12 of the front wheel 12F to be opposite to the direction of the yaw angular acceleration YAa. It is the torque to rotate. Therefore, it is possible to suppress a decrease in traveling stability of the vehicle 10 due to the yaw angular acceleration YA.
  • Second embodiment 15 and 16 are explanatory views showing a vehicle 10X of the second embodiment.
  • FIG. 15 shows a right side view of the vehicle 10X
  • FIG. 16 shows a top view of the vehicle 10X.
  • the first difference is that the total number of front wheels is two and the total number of rear wheels is one.
  • the vehicle 10X includes a left front wheel 12LX, a right front wheel 12RX, and a rear wheel 12B.
  • the second difference is that the rear wheel 12B is a rotating wheel.
  • the third difference is that the tilting device 30 is attached to the front wheels 12LX and 12RX.
  • a portion of the vehicle 10X different from the vehicle 10 will be described, and a portion common to the vehicle 10 will be omitted.
  • the vehicle 10X has a vehicle body 90X.
  • the vehicle body 90X has a main body portion 20X.
  • the configuration of the main body portion 20X is the same as the configuration obtained by adding the front support portion 20e to the main body portion 20 of FIG.
  • the front support portion 20e extends from the upper end of the front wall portion 20a in the front direction DF.
  • the main body portion 20X is connected to the front wheel support portion 80X via the suspension system 70 and the connecting rod 75.
  • the configuration of the front wheel support portion 80X is similar to that of the rear wheel support portion 80 (FIGS. 1 to 4). Specifically, the configuration of the front wheel support portion 80X is the same as the configuration obtained by replacing the second support portion 83 of the rear wheel support portion 80 with the second support portion 83X fixed to the rear portion of the link mechanism 30. (Hereinafter, the same elements will be referred to by using the same reference numerals).
  • the front wheel support portion 80X includes a link mechanism 30, a lean motor (lean motor 25 (FIG.
  • the configurations of the suspension system 70 and the connecting rod 75 are the same as the configurations of the suspension system 70 and the connecting rod 75 of FIGS. 1 to 4, respectively.
  • the end of the suspension (suspension 70L, 70R (FIG. 4)) of the suspension system 70 in the upward direction DU is rotatably connected to the front support portion 20e of the body portion 20.
  • the rear DB side end of the connecting rod 75 is rotatably connected to the front wall portion 20 a of the main body portion 20.
  • An end portion of the connecting rod 75 on the front DF side is rotatably connected to the second support portion 83X of the front wheel support portion 80X.
  • the left drive motor 51L is fixed to the link mechanism 30 (FIG. 15), and the left front wheel 12LX is connected to the left drive motor 51L.
  • a right drive motor 51R is fixed to the link mechanism 30, and the right front wheel 12RX is connected to the right drive motor 51R.
  • the steering motor 65 and the bearing 68 in FIG. 1 are omitted, and the front wheel support device 41 is replaced with a handle support portion 41X that supports the handle 41a.
  • the wheel angle sensor 124 is attached to a steering motor 65X described later.
  • a rear wheel support device 81X is fixed to the support portion 20d on the rear side DB side of the main body portion 20X.
  • the rear wheel support device 81X is a device that supports the rear wheel 12B so as to be rotatable about a rotation axis AxX1.
  • the rear wheel support device 81X has a rear fork 87, a bearing 68X, and a steering motor 65X.
  • the rear fork 87 rotatably supports the rear wheel 12B and is, for example, a telescopic type fork having a suspension (a coil spring and a shock absorber) built therein.
  • the bearing 68X connects the main body portion 20X (here, the support portion 20d) and the rear fork 87.
  • the bearing 68X supports the rear fork 87 (and thus the rear wheel 12B) rotatably left and right with respect to the vehicle body 90X about the rotation axis AxX1.
  • the rear fork 87 may be rotatable about the rotation axis AxX1 with respect to the vehicle body 90X within a predetermined angular range (for example, a range less than 180 degrees).
  • the rear fork 87 may contact another member provided on the vehicle body 90X to limit the angular range.
  • the steering motor 65X is an electric motor, and is an example of a steering drive device configured to generate a torque that rotates the rear fork 87 (and thus the rear wheel 12B) in the width direction.
  • the steering motor 65X includes a rotor and a stator (not shown). One of the rotor and the stator is fixed to the rear fork 87, and the other is fixed to the main body portion 20 (here, the support portion 20d). In the present embodiment, the rotation axis AxX1 is parallel to the vehicle body upward direction DVU (FIG. 5A).
  • the wheel angle AFx in FIG. 16 is an angle indicating the direction of the rear wheel 12B with respect to the vehicle body 90X.
  • the wheel angle AFx is an angle in the traveling direction D12B of the rear wheel 12B with respect to the front direction DF of the vehicle body 90X when the vehicle 10X is viewed in the downward direction DD.
  • Such a wheel angle AFx is specified similarly to the wheel angle AF of FIG.
  • the wheel angle AFx corresponds to a so-called steering angle.
  • the rear wheel 12B is a rotating wheel. Therefore, in order for the vehicle 10X to turn in the right direction DR, the direction D12B of the rear wheel 12B turns in the left direction DL.
  • the wheel angle sensor 124 is attached to the steering motor 65X and detects the wheel angle AFx of the rear wheel 12B.
  • the vehicle speed sensor 122 is attached to the lower end of the rear fork 87 and detects the rotation speed of the rear wheel 12B, that is, the vehicle speed.
  • FIG. 17 is an explanatory diagram showing a simplified relationship between the wheel angle AFx and the turning radius R.
  • the difference from FIG. 8 is that the direction D12B of the rear wheels 12B is rotated in the left direction DL because the vehicle 10X turns in the right direction DR.
  • the rear center CbX is the center of the rear wheel 12B.
  • the front center CfX is a center between the two front wheels 12LX and 12RX.
  • the center Cr is the center of turning and is the center of the revolution movement of the vehicle 10X.
  • the wheel base LhX is the distance in the front direction DF between the front center CfX and the rear center CbX.
  • the front center CfX, the rear center CbX, and the turning center Cr form a right triangle.
  • the interior angle of the point CfX is 90 degrees.
  • the interior angle of the point Cr is the same as the wheel angle AFx. Therefore, the relationship between the wheel angle AFx and the turning radius R is expressed by an expression obtained by replacing the wheel angle AF and the wheel base Lh in the above expression 7 with the wheel angle AFx and the wheel base LhX, respectively.
  • the control device 100 controls the lean motor 25 (FIG. 4) of the front wheel support portion 80X in the same manner as the lean motor 25 of the first embodiment, so that FIG. 5(A), FIG. 5(B), Similar to FIGS. 6A and 6B, the inclination angle T of the vehicle body 90X can be controlled.
  • the control device 100 can control the wheel angle AFx by controlling the steering motor 65X of the rear wheel support device 81X in the same manner as the steering motor 65 of the first embodiment.
  • the control device 100 having the same configuration as in FIGS. 9 and 11 controls the vehicle 10X according to the procedure of FIGS. 10, 12 and 13.
  • the control device 100 uses the yaw angular acceleration YA so that the direction of the turning torque indicated by the first control value Vy1 is the same as the direction of the yaw angular acceleration YA.
  • the first control value Vy1 is determined.
  • the control of the vehicle 10X of the present embodiment is the same as the control of the vehicle 10 of the first embodiment, except that the direction of the turning torque indicated by the first control value Vy1 is different.
  • FIG. 18A shows a simplified top view of the vehicle 10X moving forward. Unlike the embodiment of FIG. 14A, the front wheels 12LX and 12RX are not rotating wheels, and the rear wheel 12B is a rotating wheel.
  • FIG. 18A shows a case where a clockwise yaw angular acceleration YAb occurs. For example, when the user rotates the handle 41a (FIG. 15) to the right, the direction D12B of the rear wheel 12B rotates in the left direction DL. As a result, the movement of the rear wheel 12B in the left direction DL is promoted.
  • the rotation center C1X in the figure is the rotation center of the vehicle 10X.
  • the front wheels 12LX and 12RX are not rotating wheels, and the rear wheel 12B is a rotating wheel. Therefore, the direction of the traveling vehicle 10X (for example, the front direction DF) changes to the right or the left around the vicinity of the front wheels 12LX and 12RX.
  • the center of rotation C1X can be located near the front wheels 12LX, 12RX. Further, normally, in the top view, the center of gravity 90Xc of the vehicle body 90X is close to the central portion of the vehicle body 90X.
  • the rotation center C1X can be arranged at a position away from the center of gravity 90Xc of the vehicle body 90X to the front wheels 12LX, 12RX side (that is, the front DF side).
  • FIG. 18B is a simplified rear view of the vehicle 10X of FIG. 18A.
  • the center of gravity 90Xc of the vehicle body 90X is arranged at a position higher than the ground GL.
  • the rear wheel 12B tries to move in the left direction DL on the ground GL.
  • the center of gravity 90Xc is located on the rear wheel 12B side of the center of rotation C1X, so the center of gravity 90Xc also tries to move in the left direction DL.
  • the center of gravity 90Xc of the vehicle body 90X cannot quickly move in the left direction DL due to the inertia of the vehicle body 90X.
  • the center of gravity 90Xc is arranged at a position higher than the ground GL. As a result, the vehicle body 90X attempts to roll to the right DR side around the center of gravity 90Xc. The roll moment that rolls the vehicle body 90X increases as the yaw angular acceleration YAb increases.
  • FIG. 18C is the same top view as FIG. 18A.
  • the turning torque Ty1X in the figure is the turning torque of the steering motor 65X (that is, the first control torque) indicated by the first control value Vy1.
  • the direction of the first control torque Ty1X is the same as the direction of the yaw angular acceleration YAa. In FIG. 18C, the direction of the first control torque Ty1X is clockwise.
  • Such a first control torque Ty1X reduces the component of the centrifugal force that rolls the vehicle body 90 to the right DR side. As a result, the roll of the vehicle body 90 to the right DR side is suppressed.
  • the first control value Vy1 is determined in the same manner as the first control value Vy1 in the first embodiment, except that the direction of the first control torque is the same as the direction of the yaw angular acceleration YA. ..
  • the first control unit 520 determines the first control value Vy1 by PID control using the yaw angular acceleration YA as an input value.
  • the larger the central distance which is the distance in the front-rear direction of the vehicle body 90 (that is, the distance in the forward direction DF) between the center of gravity 90Xc and the rotation center C1X, the larger the absolute value of the first control torque becomes. It is preferable to determine one control value Vy1. Further, it is preferable to determine the first control value Vy1 such that the absolute value of the first control torque increases as the height of the center of gravity 90Xc in the vertically upward direction DU from the ground GL increases.
  • the rear wheel 12B is the turning wheel. Then, as described in S360 of FIG. 13 and FIG. 18C, the first control torque Ty1X indicated by the first control value Vy1 causes the direction D12B of the rear wheel 12B to be the same as the direction of the yaw angular acceleration YAa. It is the torque to rotate. Therefore, it is possible to suppress a decrease in traveling stability of the vehicle 10X due to the yaw angular acceleration YA.
  • FIG. 18D is an explanatory diagram of the zero moment point ZMPx of the vehicle 10X.
  • a simplified top view of a turning vehicle 10X is shown in the figure.
  • the zero moment point ZMPx is, like the zero moment point ZMP of FIGS. 14(E) and 14(F), the intersection of the extension line of the combined vector of the gravity and the inertial force acting on the center of gravity of the vehicle 10X and the ground GL.
  • a region ACX indicated by hatching in FIG. 18D is a convex hull on the ground GL constituted by three contact regions CaLX, CaRX, CaB between the three wheels 12LX, 12RX, 12B and the ground GL. Area.
  • the vehicle body 90X leans inward when turning. Therefore, when turning, the movement of the zero moment point ZMPx to the outside of the convex hull region ACX is suppressed.
  • the yaw angular acceleration YA is used to control the torque of the steering motor 65X so that the moment of the force for rotating the vehicle body 90X is reduced. Therefore, when the yaw angular velocity changes, the movement of the zero moment point ZMPx to the outside of the convex hull region ACX is suppressed.
  • the control device 100 causes the zero moment point ZMPx to be convex.
  • the steering motor 65X is controlled so as to be maintained within the area ACX.
  • FIG. 19 is an explanatory diagram 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 front direction DF.
  • the rotation axis Ax2 is a rotation axis of the front wheel 12F.
  • a rotation 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 side toward the lower direction DD side.
  • the front axis Ax3 is an axis that 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 rotation axis Ax1 of the front wheel support device 41 also leans together with the vehicle body 90. Therefore, the rotation axis Ax2 of the front wheel 12F also tries to tilt in the same direction.
  • the torque Tqx to lean to the right DR side acts on the front wheels 12F that rotate around the rotation axis Ax2.
  • the torque Tqx includes a component of force that tends to incline the front wheel 12F to the right DR side around the front shaft Ax3.
  • precession the movement of an object when an external torque is applied to a rotating object is known as precession.
  • a rotating object rotates about an axis that is perpendicular to the axis of rotation and the axis of external torque.
  • the rotating front wheel 12F rotates to the right DR side around the rotation axis Ax1 of the front wheel support device 41.
  • the direction D12 of the front wheel 12F rotates in the tilt direction of the vehicle body 90.
  • the traveling direction D12 of the front wheels 12F follows the lean of the vehicle body 90 to the right DR side.
  • the direction D12 of the front wheel 12F turns to the left DL side following the tilt of the vehicle body 90.
  • the vehicle 10 travels in a state where the traveling direction D12 of the front wheels 12F faces a direction suitable for the inclination angle T. Therefore, the second control value Vf1 may be omitted from the calculation of the drive control value Vc1 (FIGS. 11 and 13).
  • the first control value Vy1 may be used as the drive control value Vc1.
  • the second controller 530 of the steering motor controller 500 of FIG. 11 may be omitted.
  • S350 of FIG. 13 may be omitted.
  • the second control value Vf1 is omitted, and when the speed V is equal to or lower than the threshold value, the second control value Vf1 is used. Good.
  • FIG. 20 is an explanatory diagram of the vehicle 10a according to the fourth embodiment.
  • a first suspension 17f a first stroke position sensor 17s, a right suspension 70R, a second stroke position sensor 70s, a first controller 520a of a controller 100a, It is shown.
  • the configuration of the vehicle 10a of the present embodiment is such that the stroke position sensors 17s and 70s are added to the vehicle 10 of FIGS. 1 to 4 and 11 and the first control unit 520 of the control device 100 (FIG. 11) is changed to that of FIG.
  • the configuration is the same as that obtained by substituting one control unit 520a (the same elements are referred to by the same reference numerals, and the description thereof will be omitted).
  • the first suspension 17f is a suspension included in the front fork 17 (FIG. 1).
  • the larger the load applied to the first suspension 17f the smaller the total length of the first suspension 17f.
  • the larger the load applied to the right suspension 70R the smaller the total length of the right suspension 70R.
  • the first stroke position sensor 17s is attached to the first suspension 17f and measures the stroke position of the first suspension 17f.
  • the second stroke position sensor 70s is attached to the right suspension 70R and measures the stroke position of the right suspension 70R.
  • the stroke position of the suspension has a correlation with the total length of the suspension.
  • the first controller 520a uses the first position PS1 measured by the first stroke position sensor 17s and the second position PS2 measured by the second stroke position sensor 70s in addition to the yaw angular acceleration YA. ,
  • the first control value Vy1 is determined.
  • Various loads such as people and luggage are applied to the vehicle body 90 (FIG. 14).
  • the center of gravity 90c moves to the front DF side, so the center distance between the center of gravity 90c and the rotation center C1 increases.
  • the position of the center of gravity 90c in the front-rear direction can be estimated using the positions PS1 and PS2. For example, as the total length of the suspension indicated by the first position PS1 is smaller, the center of gravity 90c is located closer to the front DF side, and the center distance is larger. The smaller the total length of the suspension indicated by the second position PS2, the closer the center of gravity 90c is to the rear DB side, and the smaller the center distance. As described above, by using the positions PS1 and PS2, it is possible to estimate the position of the center of gravity 90c in the front-rear direction and thus the center distance.
  • the first control unit 520a determines the first control value Vy1 such that the larger the central distance estimated using the positions PS1 and PS2, the larger the absolute value of the first control torque. To do.
  • the first control unit 520a sets at least one of the P gain used for P control and the D gain used for D control to a larger value as the center distance increases. Accordingly, the first control unit 520a can reduce the roll moment according to various loads that the vehicle body 90 receives.
  • the first control unit 520 may control the first control value Vy1 using the positions PS1 and PS2 without estimating the center distance. For example, the first control unit 520a may determine the P gain and the D gain according to a predetermined correspondence relationship between the positions PS1 and PS2 and the P gain and the D gain. This correspondence may be configured such that the larger the center distance estimated using the positions PS1 and PS2, the larger the P gain and the D gain. Further, the positions PS1 and PS2 may change due to disturbance while the vehicle 10a is traveling. Therefore, the first control unit 520a may control the first control value Vy1 using the positions PS1 and PS2 measured while the vehicle 10a is stationary, immediately before the vehicle 10a starts traveling.
  • the second stroke position sensor 70s may be attached to the left suspension 70L.
  • the first stroke position sensor 17s may be attached to the right suspension 70R of the suspension system 70 that supports the front wheels 12LX and 12RX.
  • the second stroke position sensor 70s may be attached to a suspension (not shown) of the rear fork 87.
  • the relationship of the change of the center distance with respect to the change of the position of the center of gravity 90Xc is opposite to the relationship when the front wheel 12F is a rotating wheel.
  • the center of gravity 90Xc is located closer to the front DF side, and the center distance is smaller.
  • the center of gravity 90Xc is located on the backward DB side, and the center distance is larger.
  • a vehicle is connected to a vehicle body with a first suspension, a first sensor for measuring first stroke information having a correlation with a stroke position of the first suspension, and a vehicle with a first sensor connected to the vehicle body.
  • a second suspension arranged rearward and a second sensor for measuring second stroke information having a correlation with a stroke position of the second suspension may be provided.
  • the stroke information may be various parameters having a correlation with the stroke position of the suspension.
  • the stroke information may indicate the total length of the suspension.
  • the suspension may be connected to the vehicle body so that the larger the load applied to the suspension, the longer the total length of the suspension.
  • the vehicle control device may control the steering drive device using the first stroke information and the second stroke information in addition to the yaw angular acceleration YA.
  • the control device determines the first control value (for example, the first control value Vy1 (FIG. 20)) by using the yaw angular acceleration YA, the first stroke information, and the second stroke information, and then determines the first control value.
  • the steering drive device may be controlled using one or more control values including
  • the control device turns torque indicated by the first control value (for example, FIG. 14C and FIG. 18C).
  • the suspension may include an elastic body.
  • the elastic body of the suspension may be various elastically deformable members such as springs (coil springs, leaf springs, etc.) and rubber.
  • the first suspension may be connected to the vehicle body and the front wheels.
  • the second suspension may be connected to the vehicle body and the rear wheels.
  • the yaw angular acceleration parameter used for controlling the steering drive device may be various parameters indicating the yaw angular acceleration of the vehicle.
  • the yaw angular acceleration measured by the yaw angular acceleration sensor for example, the yaw angular acceleration sensor 129 (FIG. 11)
  • the rotational speeds of the left wheels 12L and 12LX and the rotational speeds of the right wheels 12R and 12RX may be used as the yaw angular acceleration parameter.
  • the differential value of the difference in rotational speed has a correlation with the yaw angular acceleration.
  • the angular acceleration of the steering wheel angle Ai may be used as the yaw angular acceleration parameter.
  • the angular acceleration direction of the steering wheel angle Ai is the same as the yaw angular acceleration direction.
  • Parameters used for controlling the steering drive device may include any other parameter in addition to the yaw angular acceleration parameter.
  • the center of gravity and the center of rotation of the vehicle body (vehicle bodies 90, 90X, etc. (FIG. 1, FIG. 15))
  • a yaw angular acceleration causes a roll moment to roll the vehicle body
  • the vehicle control device is configured such that the center of gravity of the vehicle body and the rotation center can be separated from each other.
  • the roll moment can be reduced by controlling the steering drive device using the yaw angular acceleration parameter, and as a result, the traveling of the vehicle can be stabilized.
  • the center of gravity of the vehicle body and the center of rotation may be separated from each other.
  • Configuration A) The vehicle has one or more front wheels and one or more rear wheels.
  • Configuration B) At the time of turning, the wheel angles are different between the front wheels and the rear wheels. If only one of the front wheels and the rear wheels includes a turning wheel, the vehicle has the configuration B. Further, both the front wheels and the rear wheels may include rotating wheels.
  • the vehicle control process may be various other processes instead of the processes described in FIGS. 10 to 14 and 18.
  • the second target tilt angle T2 instead of the first target tilt angle T1, the second target tilt angle T2 having an absolute value smaller than the absolute value of the first target tilt angle T1 may be used.
  • the total number of front wheels may be 1 and the total number of rear wheels may be 1.
  • the total number of front wheels may be two and the total number of rear wheels may be two.
  • the front wheels 12F may be drive wheels.
  • the rear wheels 12B may be drive wheels.
  • the total number of rotating wheels supported by the vehicle body may be an arbitrary number of 1 or more.
  • the rear wheels 12L and 12R may be rotating wheels.
  • the front wheels 12LX and 12RX may be rotating wheels.
  • the plurality of wheels may include one or more front wheels and one or more rear wheels.
  • all the front wheels may be turning wheels, and instead, all the rear wheels may be turning wheels.
  • the contact area between the front wheel and the rear wheel and the ground has an area larger than zero. Therefore, a convex hull region including a front wheel contact region and a rear wheel contact region is formed.
  • the vehicle control device preferably controls the steering drive device using the yaw angular acceleration parameter such that the zero moment point of the vehicle is maintained within the convex hull region.
  • the relation between the one or more parameters including the yaw angular acceleration parameter and the torque of the steering drive device is experimentally determined in advance so that the zero moment point of the vehicle is maintained within the convex hull region. May be decided.
  • the vehicle body may be capable of leaning inward when the vehicle turns.
  • the vehicle may include a tilting device that tilts the vehicle body in the width direction (for example, the tilting device 30 (FIG. 4 )).
  • the vehicle body can lean inside the turn when the vehicle turns.
  • the vehicle body need not be configured to lean inward when the vehicle turns.
  • the vehicle may be a four-wheeled vehicle having two front wheels and two rear wheels.
  • the device that tilts the vehicle body inside the turning when the vehicle turns (for example, the tilting device 30 (FIG. 4)) may be omitted.
  • the control device for the vehicle controls the steering drive device using the yaw angular acceleration parameter, the moment of the force for rotating the vehicle body can be reduced. As a result, the traveling of the vehicle can be stabilized.
  • the structure of the rotating wheel support device that supports the rotating wheel so that the direction of the rotating wheel is rotatable in the width direction of the vehicle body is the same as that of the supporting devices 41 and 81X described in FIGS. Instead, it may have various other configurations.
  • the support member that rotatably supports the rotating wheel may be a cantilever member instead of the forks 17 and 87.
  • the rotation device that supports the support member so as to be rotatable in the width direction with respect to the vehicle body may be various other devices instead of the bearings 68 and 68X.
  • the turning device may be a link mechanism that connects the vehicle body and the support member.
  • the turning wheel support device fixed to the vehicle body supports the turning wheel so that the turning wheel can turn in the width direction of the vehicle body.
  • the rotation axis of the rotation wheel (for example, the rotation axis Ax1 (FIG. 1)) is inclined with the vehicle body. Therefore, as described with reference to FIG. 19 and the like, the direction of the rotating wheel (for example, the direction D12 (FIG. 2)) can be changed according to the change of the inclination angle T of the vehicle body.
  • the rotating wheel support device may include K (K is an integer of 1 or more) support members. Each support member may rotatably support one or more rotating wheels.
  • the turning wheel support device may include K turning devices fixed to the vehicle body.
  • the K rotating devices may respectively support the K supporting members so as to be rotatable in the width direction.
  • the configuration of the steering drive device that generates the turning torque that turns the direction of the turning wheel in the width direction is not limited to the configurations of the steering motors 65 and 65X described in FIGS. May be configured.
  • the steering drive device may include a pump, and the hydraulic pressure (eg, hydraulic pressure) from the pump may be used to generate the turning torque.
  • the steering drive device may be configured to apply a turning torque to each of the K support members.
  • a steering drive may be coupled to each of the K support members.
  • the structure of the tilting device for tilting the vehicle body in the width direction is not limited to the structure of the link mechanism 30 described with reference to FIG. 4 and the like, and is various other structures configured to tilt the vehicle body in the width direction.
  • the configuration of the tilt drive device that drives the tilt device may be various other configurations that are configured to apply a force that tilts the vehicle body in the width direction to the tilt drive device instead of the lean motor 25. ..
  • the operation input unit is operated to input an operation amount indicating the turning direction and the degree of turning, instead of a device that can rotate left and right like the handle 41a (FIG. 1). It may be various other devices configured as described above.
  • the operation input unit may include a lever that can be tilted leftward and rightward from a predetermined reference direction (for example, an upright direction).
  • the configuration of the control device 100 may be various configurations configured to control the steering drive device (for example, the steering motor 65).
  • the control device 100 may be configured using one computer. At least a part of the control device 100 may be configured by dedicated hardware such as an ASIC (Application Specific Integrated Circuit).
  • the lean motor control unit 400 and the steering motor control unit 500 in FIG. 11 may be configured by ASIC.
  • the control device 100 may be various electric circuits, for example, an electric circuit including a computer or an electric circuit not including a computer.
  • the input value and the output value associated with the map data (for example, the inclination angle map data MT) may be associated with other elements. For example, an element such as a mathematical function or an analog electric circuit may associate the input value with the output value.
  • the tilt angle used for controlling the tilt drive device or the like instead of the tilt angle T (FIG. 5B) based on the vertically upward direction DU, the degree of tilt of the vehicle body 90 in the width direction is shown.
  • the control angle Tc may be used as the tilt angle.
  • the vehicle 10 is preferably provided with a sensor configured to measure the control angle Tc. This sensor is an example of a tilt angle sensor.
  • the configuration of the vehicle may be various other configurations instead of the configurations of the above-described embodiment and modified examples.
  • the motors 51L and 51R may be connected to the link mechanism 30 via a suspension.
  • the drive device that drives the drive wheels may be any device that generates torque that rotates the wheels instead of the electric motor (for example, an internal combustion engine).
  • the maximum number of passengers for the vehicle may be two or more instead of one.
  • the correspondence relationship (for example, the correspondence relationship indicated by the map data MT, MAF) used for controlling the vehicle may be experimentally determined so that the vehicle can travel appropriately.
  • the vehicle control device may dynamically change the correspondence relationship used to control the vehicle in accordance with the state of the vehicle.
  • the vehicle may include a weight sensor that measures the weight of the vehicle body, and the control device may adjust the correspondence according to the weight of the vehicle body.
  • part of the configuration realized by hardware may be replaced with software, and conversely, part or all of the configuration realized by software may be replaced with hardware.
  • the function of the control device 100 of FIG. 9 may be realized by a dedicated hardware circuit.
  • the program is provided in a form stored in a computer-readable recording medium (for example, a non-transitory recording medium). be able to.
  • the program can be used while being stored in the same recording medium (computer-readable recording medium) as that provided or provided.
  • the “computer-readable recording medium” is not limited to a portable recording medium such as a memory card or a CD-ROM, but is connected to an internal storage device in the computer such as various ROMs or a computer such as a hard disk drive. External storage may also be included.
  • the present invention can be suitably used for vehicles.
  • Yaw angular acceleration specifying unit 120... Battery, 122... Vehicle speed sensor, 123... Steering wheel angle sensor, 124... Wheel angle sensor, 126... Vertical Direction sensor, 126a... Acceleration sensor, 126c... Control section, 126g... Gyro sensor, 127... Inclination angle sensor, 129... Yaw angle acceleration sensor, 145... Accelerator pedal sensor, 146... Brake pedal sensor, 300... Drive device control section, 300c... Electric power control unit, 400... Lean motor control unit, 400c... Electric power control unit, 420... First control unit, 500... Steering motor control unit, 500c... Electric power Control unit 520, 520a... First control unit, 530... Second control unit, 590... Addition unit, DF... Forward direction, DB... Rearward direction, DU... Vertically upward direction, DD... Vertical downward direction, DL... Leftward direction , DR... rightward, 17f... first suspension, 17s... first stroke position sensor, 70s... second stroke position sensor

Abstract

La présente invention concerne un véhicule qui comporte : une carrosserie de véhicule ; N roues (N étant un nombre entier supérieur ou égal à deux) soutenues par la carrosserie de véhicule et comprenant une ou plusieurs roues tournantes, les N roues comprenant une roue avant et une roue arrière, une direction de la/des roues tournantes pouvant tourner dans la direction de la largeur de la carrosserie de véhicule ; un dispositif d'entraînement de direction configuré pour générer un couple destiné à tourner la direction de la/des roues tournantes dans la direction de la largeur ; et une unité de commande configurée pour commander le dispositif d'entraînement de direction au moyen d'un paramètre d'accélération angulaire de lacet indiquant une accélération angulaire de lacet du véhicule.
PCT/JP2019/051611 2018-12-28 2019-12-27 Véhicule WO2020138495A1 (fr)

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JP2006298249A (ja) * 2005-04-22 2006-11-02 Nsk Ltd 電動パワーステアリング装置の制御装置
JP2011098687A (ja) * 2009-11-09 2011-05-19 Advics Co Ltd 車両ロール角演算装置およびそれを用いた車両運動制御装置
CN202448977U (zh) * 2011-12-19 2012-09-26 北汽福田汽车股份有限公司 车辆的主动安全控制系统
JP2015147529A (ja) * 2014-02-07 2015-08-20 いすゞ自動車株式会社 パワーステアリング装置
WO2016157049A1 (fr) * 2015-03-27 2016-10-06 Piaggio & C. S.P.A. Système et procédé pour la distribution de l'action de freinage entre l'essieu avant et l'essieu arrière d'un véhicule à trois roues

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JP2002520604A (ja) * 1998-07-16 2002-07-09 コンティネンタル・テーベス・アクチエンゲゼルシヤフト・ウント・コンパニー・オッフェネ・ハンデルスゲゼルシヤフト 自動車のロールオーバーの危険を検出する方法と装置
JP2006298249A (ja) * 2005-04-22 2006-11-02 Nsk Ltd 電動パワーステアリング装置の制御装置
JP2011098687A (ja) * 2009-11-09 2011-05-19 Advics Co Ltd 車両ロール角演算装置およびそれを用いた車両運動制御装置
CN202448977U (zh) * 2011-12-19 2012-09-26 北汽福田汽车股份有限公司 车辆的主动安全控制系统
JP2015147529A (ja) * 2014-02-07 2015-08-20 いすゞ自動車株式会社 パワーステアリング装置
WO2016157049A1 (fr) * 2015-03-27 2016-10-06 Piaggio & C. S.P.A. Système et procédé pour la distribution de l'action de freinage entre l'essieu avant et l'essieu arrière d'un véhicule à trois roues

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US11603131B2 (en) * 2019-06-17 2023-03-14 Jtekt Corporation Control device and turning device

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