WO2023120575A1 - Véhicule inclinable - Google Patents

Véhicule inclinable Download PDF

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Publication number
WO2023120575A1
WO2023120575A1 PCT/JP2022/047110 JP2022047110W WO2023120575A1 WO 2023120575 A1 WO2023120575 A1 WO 2023120575A1 JP 2022047110 W JP2022047110 W JP 2022047110W WO 2023120575 A1 WO2023120575 A1 WO 2023120575A1
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WIPO (PCT)
Prior art keywords
vehicle
lateral acceleration
steering
angle
turning
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Application number
PCT/JP2022/047110
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English (en)
Japanese (ja)
Inventor
弘樹 岩金
Original Assignee
ヤマハ発動機株式会社
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Filing date
Publication date
Application filed by ヤマハ発動機株式会社 filed Critical ヤマハ発動機株式会社
Publication of WO2023120575A1 publication Critical patent/WO2023120575A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
    • B62K5/00—Cycles with handlebars, equipped with three or more main road wheels
    • B62K5/10—Cycles with handlebars, equipped with three or more main road wheels with means for inwardly inclining the vehicle body on bends

Definitions

  • the present disclosure relates to a tilting vehicle that turns by tilting its body.
  • Patent Document 1 discloses a leaning vehicle including two front wheels and one rear wheel. This leaning vehicle can control the state of the vehicle during turns.
  • the direction of the front wheels becomes the steering angle according to the steering wheel operation.
  • the vehicle body is inclined toward the turning center direction at an angle of inclination.
  • it is proposed to control the steering angle and the tilt angle so as to generate an additional centripetal force to the tilting front and rear wheels during turning.
  • a control device controls a steering angle and a tilt angle
  • a braking device for controlling a braking force
  • the control device executes control of the braking force in addition to the control of the steering angle and the tilt angle.
  • One of the objects of the present disclosure is to provide a tilting vehicle in which a control device controls a steering angle and a tilt angle, further including a braking device for controlling a braking force, wherein the control device controls the steering angle and the tilt angle.
  • Another object of the present invention is to provide a leaning vehicle which can also control the braking force.
  • a tilting vehicle includes wheels including two front steering wheels and at least one rear wheel, a tilting actuator that changes the tilt angle of a vehicle body when turning, and a steering angle of the two front steering wheels when turning. and a controller for controlling at least the tilting actuator and the steering actuator, the tilting vehicle turning by tilting the vehicle body, wherein the tilting vehicle is configured such that the at least one wheel slips on the road surface.
  • the control device acts on the vehicle body in the balanced turning state.
  • the control device controls at least the tilt actuator and the steering actuator so as to generate a lateral acceleration in the out-of-turn direction greater than the lateral acceleration acting on the vehicle body in the balanced turning state, and
  • the braking device By controlling the braking device in accordance with the reference slip degree in consideration of the lateral acceleration, unbalanced turning in which lateral acceleration in the turning outward direction greater than the lateral acceleration acting on the vehicle body in the balanced turning state is generated.
  • at least one of said wheels may be controlled with a braking force that takes into account the degree of slip on the road surface and the lateral acceleration.
  • the control device controls the tilt actuator and the steering actuator so as to create an unbalanced turning state in which a lateral acceleration greater than the lateral acceleration acting on the vehicle body in the balanced turning state is generated, and the sensor
  • the braking device By controlling the braking device based on the reference slip degree corresponding to the physical quantity that is detected and reflects the magnitude of the lateral acceleration, the lateral acceleration greater than the lateral acceleration acting on the vehicle body in the balanced turning state is prevented.
  • At least one of said wheels may be controlled with a braking force dependent on the degree of slip on the road surface and the magnitude of the lateral acceleration in an unbalanced turning condition occurring.
  • the control device controls the tilt actuator and the steering actuator so as to create an unbalanced turning state in which a lateral acceleration greater than the lateral acceleration acting on the vehicle body in the balanced turning state is generated, and the sensor
  • the braking device By controlling the braking device based on the reference slip degree according to at least one of the detected steering wheel angle, steering angle, tilt angle, vehicle speed, and lateral acceleration that reflects the magnitude of the lateral acceleration. and, in an unbalanced turning state in which a lateral acceleration greater than the lateral acceleration acting on the vehicle body in the balanced turning state is generated, at least one of the wheels is driven by a braking force corresponding to the degree of slip on the road surface and the magnitude of the lateral acceleration. may be controlled.
  • the control device adjusts the reference slip degree such that the reference slip degree when the lateral acceleration acting on the vehicle body is large is smaller than the reference slip degree when the lateral acceleration acting on the vehicle body is small.
  • a tilting vehicle in which the controller can control the steering angle and control the tilt angle, as well as control the braking force.
  • FIG. 1 is a diagram for explaining an outline of a leaning vehicle according to the present embodiment.
  • FIG. 2 is a diagram for explaining unbalanced turning control of a leaning vehicle.
  • FIG. 3 is a diagram for explaining control of the steering angle by the control device.
  • FIG. 4 is a diagram for explaining control of the tilt angle by the control device.
  • FIG. 5 is a diagram for explaining an example of unbalanced turning control for a leaning vehicle.
  • FIG. 6 is a diagram for explaining a method of determining the steering angle and the tilt angle for making the lateral acceleration acting on the center of gravity of the leaning vehicle equal to the target lateral acceleration.
  • FIG. 1 is a diagram for explaining an outline of a leaning vehicle according to the present embodiment.
  • FIG. 2 is a diagram for explaining unbalanced turning control of a leaning vehicle.
  • FIG. 3 is a diagram for explaining control of the steering angle by the control device.
  • FIG. 4 is a diagram for explaining control of
  • FIG. 7 is a diagram for explaining another method of determining the steering angle and the tilt angle for making the lateral acceleration acting on the center of gravity of the leaning vehicle equal to the target lateral acceleration.
  • FIG. 8 is a diagram showing a specific example of a leaning vehicle.
  • FIG. 9 is a diagram for explaining a specific example of the steering device, the tilting device, and the control device.
  • FIG. 10 is a diagram for explaining the operation of the tilting device.
  • FIG. 11 is a diagram for explaining an example of unbalanced turning control performed using vehicle speed and steering wheel angle.
  • FIG. 12 is a diagram for explaining an example of unbalanced turning control performed using feedback control.
  • FIG. 13 is a diagram showing another specific example of a leaning vehicle.
  • FIG. 13 is a diagram showing another specific example of a leaning vehicle.
  • FIG. 14 is an external view of the left front wheel portion of the leaning vehicle viewed from the right side.
  • FIG. 15 is a diagram for explaining braking control performed on a leaning vehicle.
  • FIG. 16 is a diagram for explaining a method of setting a reference slip degree during unbalanced turning control.
  • FIG. 17 is a diagram showing another setting example of the reference slip degree used for braking control.
  • a tilting vehicle has multiple wheels. Although the number of front wheels and rear wheels included in the tilting vehicle is not particularly limited, in the present embodiment, a tilting vehicle including two front wheels and one rear wheel will be described as an example. Hereinafter, the leaning vehicle is simply referred to as "vehicle".
  • FIG. 1 is a schematic diagram for explaining a vehicle 1 according to this embodiment.
  • the upper left side of FIG. 1 schematically shows a top view of the vehicle 1 traveling straight ahead, and the front view of the same vehicle 1 is shown below.
  • the right side of FIG. 1 schematically shows a top view and a front view of the vehicle 1 during turning.
  • the control device 100 shown in the center of FIG.
  • illustration of the inclination of the vehicle 1 is omitted and the direction of the steered wheels is shown. is shown.
  • a vehicle 1 has wheels 11, 12 including two front steered wheels 11 (11L, 11R) and at least one rear wheel 12, and a steering angle A of the two front steered wheels 11 when turning. It includes a variable steering actuator 110 , a tilt actuator 120 capable of varying the tilt angle B of the vehicle 1 when turning, and a control device 100 that controls at least the tilt actuator 120 and the steering actuator 110 .
  • the steering angle A and the tilt angle B of the vehicle 1 are changed by controlling the steering actuator 110 and the tilt actuator 120 by the control device 100 .
  • the vehicle 1 turns by changing the steering angle A and the tilt angle B from the steering angle A and the tilt angle B in the straight-ahead state.
  • the balanced turning state is defined as the inclination angle B of the vehicle 1 between the vertical axis perpendicular to the ground during turning and the resultant force of the centrifugal force acting on the center of gravity of the vehicle 1 in the outer turning direction and the vertical axis. (See FIG. 2).
  • the control device 100 executes unbalanced turning control when turning, so that the vehicle 1 turns in an unbalanced turning state in which a lateral acceleration greater than the lateral acceleration acting in a balanced turning state acts on the vehicle 1 .
  • the lateral acceleration corresponding to the vehicle speed is prepared in advance as setting information, and the control device 100 executes unbalanced turning control based on the setting information so that the lateral acceleration of the vehicle 1 becomes a value corresponding to the vehicle speed.
  • FIG. 2 is a diagram for explaining the unbalanced turning control of the vehicle 1.
  • a conventional vehicle that turns in a balanced turning state has a resultant force of gravity and a centrifugal force in the outer turning direction (“lateral acceleration G1” in the diagram) and a vertical axis perpendicular to the ground ( The vehicle turns so that the angle between the middle "0 degrees") is the inclination angle B1 of the vehicle.
  • a conventional vehicle running on a substantially horizontal ground turns so that the angle between the resultant force vector and the gravitational vector is the same as the inclination angle B1 of the vehicle.
  • the vehicle 1 is in an unbalanced turning state in which a lateral acceleration G2 larger than the lateral acceleration G1 acting in a balanced turning state is generated by the unbalanced turning control executed by the control device 100.
  • a lateral acceleration G2 larger than the lateral acceleration G1 acting in a balanced turning state is generated by the unbalanced turning control executed by the control device 100.
  • swirl In an unbalanced turning state, the angle between the resultant force of gravity and the centrifugal force in the outer turning direction (“lateral acceleration G2” in the figure) and the vertical axis perpendicular to the ground becomes an angle different from the inclination angle B1 of the vehicle.
  • the vehicle 1 traveling on a substantially horizontal ground turns so that the angle between the resultant force vector and the gravitational vector is greater than the tilt angle B1 of the vehicle.
  • the lateral acceleration acting on the center of gravity of the vehicle 1 and the tilt angle of the vehicle 1 can be obtained using a measurement device such as an inertial measurement unit (IMU).
  • IMU inertial measurement unit
  • the lateral acceleration in the balanced turning state can be calculated from the tilt angle acquired by the measuring device.
  • the lateral acceleration obtained by the measuring device shows a larger value than the lateral acceleration calculated based on the tilt angle. Comparing the lateral acceleration calculated from the measured value of the inclination angle with the measured value of the lateral acceleration indicates that the vehicle 1 is turning in an unbalanced turning state, that is, the control device 100 is executing unbalanced turning control. can be confirmed.
  • the vehicle 1 further includes a braking device 80 that brakes at least one of the plurality of wheels 11,12.
  • the braking force of the braking device 80 can reduce the speed of the vehicle 1 .
  • the control device 100 can control the braking device 80 based on the lateral acceleration acting on the vehicle 1 and the slip degree indicating the degree of slip of at least one wheel 11, 12 on the road surface.
  • the control device 100 executes braking control as necessary during unbalanced turning control. Specifically, when the slip degree changes while the vehicle 1 is turning in an unbalanced turning state and the value of the slip degree reaches a reference slip degree set according to the lateral acceleration of the vehicle 1, , the control device 100 changes the braking force of the braking device 80 .
  • the graph in FIG. 1 shows an example of the reference slip degree set according to the lateral acceleration of the vehicle 1.
  • the graph of FIG. 1 shows a plurality of setting examples of the reference slip degree.
  • the braking control by the control device 100 is executed based on one of these setting examples.
  • a reference slip degree corresponding to the lateral acceleration acting on the vehicle 1 is prepared in advance as setting information, and the control device 100 adjusts the slip degree to the lateral acceleration of the vehicle 1 based on the setting information.
  • Braking control is executed to change the braking force when the reference slip degree corresponding to is reached.
  • the reference slip degree is changed according to the lateral acceleration of the vehicle 1, and when there is a wheel whose slip degree reaches the reference slip degree, braking control is executed to change the braking force.
  • the control device 100 executes control to change the braking force of the braking device 80 by comparing the slip degree of at least one of the plurality of wheels 11 and 12 with a reference slip degree.
  • the control device 100 executes control to change the braking force of at least one of the wheels 11 and 12 .
  • By braking control by the control device 100 at least one of the plurality of wheels 11 and 12 of the vehicle 1 that is turning in an unbalanced turning state is controlled with a braking force that takes into consideration the degree of slip and lateral acceleration. .
  • the graph in FIG. 1 is an example and does not limit the relationship between the lateral acceleration and the reference slip degree.
  • the relationship between the lateral acceleration and the reference slip degree may be appropriately set according to the characteristics of the vehicle 1, for example.
  • FIG. 3 is a diagram for explaining control of the steering angle by the control device 100.
  • FIG. 3A to 3C show top views of the vehicle 1 during straight running, balanced turning, and unbalanced turning control, respectively.
  • FIG. 4 is a diagram for explaining control of the tilt angle by the control device 100.
  • FIGS. 4A to 4C show front views of the vehicle 1 during straight traveling, balanced turning, and unbalanced turning control, respectively.
  • 4(a) to (c) respectively show front views of the vehicle 1 shown in FIGS. 3(a) to (c).
  • the time of balanced turning indicates the balanced turning state of the conventional vehicle
  • the time of unbalanced turning control indicates the unbalanced turning state of the vehicle 1 .
  • the steering actuator 110 and the tilt actuator 120 may be referred to as the steering mechanism drive section 110 and the tilt mechanism drive section 120, respectively.
  • the vehicle 1 includes two front wheels 11 (11L, 11R) that are steering wheels, one rear wheel 12 that is a driving wheel, a frame 40, a prime mover 50, a seat 60, and a power transmission section 70.
  • the vehicle 1 is a saddle type vehicle in which a passenger straddles a seat 60 to ride.
  • the motor 50 supported by the frame 40 drives the rear wheels 12 through the power transmission section 70 , so that the vehicle 1 moves forward while rotating the front wheels 11 and 12 contacting the road surface 700 .
  • the type of prime mover 50 is not particularly limited, and may be an internal combustion engine, an electric motor, or a hybrid prime mover including an engine and an electric motor.
  • the configuration of the power transmission section 70 is also not particularly limited, and may be a configuration including a drive chain or a configuration including a drive shaft.
  • the vehicle 1 includes a steering wheel 30, a control device 100, a steering device 10 including a steering mechanism 111 (see FIG. 9) and a steering mechanism drive section 110, a tilt mechanism 121 (see FIG. 9) and a tilt mechanism drive section 120. It includes a tilting device 20 and a braking device 80 .
  • the control device 100 includes a braking control section 107 that executes processing related to braking control, a slip degree acquisition section 108 and a reference slip degree setting section 109 .
  • the occupant operates the steering wheel 30 to change the steering angle of the front wheels 11 and the tilt angle of the vehicle 1 during turning operation.
  • the handle 30 functions as a turning operation input device.
  • the occupant turns the steering wheel 30 to the left or right to change the orientation of the front wheels 11, which are steered wheels, to the left or right in the direction of travel and to tilt the vehicle 1 toward the center of turning. can be swiveled.
  • the left-right direction referred to with respect to the vehicle 1 in this embodiment is the left-right direction viewed from the occupant of the vehicle 1 .
  • the steering mechanism 111 can change the directions of the two front wheels 11 in the same direction.
  • the steering mechanism 111 changes the steering angle of the front wheels 11 according to the driving by the steering mechanism driving section 110 .
  • the steering mechanism drive unit 110 can drive the steering mechanism 111 to change the direction of the two front wheels 11 leftward or rightward.
  • the steering angle A (A1, A2) indicates the direction of the front wheels 11 when the direction of the front wheels 11 is changed to the left or the right while the direction of the front wheels 11 is 0 degrees.
  • the tilt mechanism 121 can change the tilt angle of the vehicle 1 to tilt left or right.
  • the tilt mechanism 121 changes the tilt angle of the vehicle 1 according to the drive by the tilt mechanism driving section 120 .
  • the tilt mechanism driving section 120 can drive the tilt mechanism 121 to increase or decrease the tilt angle of the vehicle 1 .
  • the vehicle body that is, the entire vehicle 1 including the front wheels 11 and the rear wheels 12 tilts at the same tilt angle. Therefore, as shown in FIG. 4, the inclination angle B (B1, B2) can be indicated by the inclination of the front wheels 11 to the left or right, with the angle of the front wheels 11 during straight running being 0 degrees.
  • the inclination angle B of the vehicle 1 is the inclination of the front wheels 11 with respect to the road surface 700 when the direction perpendicular to the road surface 700 is 0 degrees.
  • the vehicle 1 is a steer-by-wire vehicle in which the steering wheel 30 and the front wheels 11 are separated.
  • the control device 100 detects the steering wheel angle as the amount of steering wheel operation by the occupant.
  • the steering wheel angle C (C1) indicates the amount of operation of the steering wheel 30 by the occupant when the direction of the steering wheel 30 during straight running is 0 degrees.
  • the control device 100 can acquire vehicle information indicating the state of the vehicle 1 .
  • the vehicle information includes steering wheel angle and vehicle speed. For example, when the vehicle is stopped (vehicle speed is zero), when the occupant turns the steering wheel 30 to the right to set the steering wheel angle C to 10 degrees, the control device 100 detects this and controls the steering device 10 to turn the steering angle A of the front wheels 11. to 10 degrees. Specifically, the control device 100 controls the steering mechanism drive unit 110 to drive the steering mechanism 111, so that the front wheels 11 turn to the right and the steering angle A becomes 10 degrees.
  • the braking device 80 includes a left front brake 81a that brakes the left front wheel 11L, a right front brake 81b that brakes the right front wheel 11R, and a rear brake 81c that brakes the rear wheel 12.
  • the configurations of the left front brake 81a, the right front brake 81b, and the rear brake 81c are not particularly limited, and may be disc brakes, drum brakes, or other brakes.
  • the occupant's braking operation to apply the brake may be performed by manually operating the brake lever or may be performed by operating the brake pedal with the foot.
  • the braking control unit 107 and the braking device 80 constitute an ABS (Anti-lock Braking System).
  • a slip degree acquiring unit 108 detects the slip degree of each wheel from the wheel speed of each of the left front wheel 11L, the right front wheel 11R, and the rear wheel 12 and the vehicle speed of the vehicle 1 . If there is a wheel whose slip degree acquired by the slip degree acquisition unit 108 reaches the reference slip degree preset by the reference slip degree setting unit 109, the braking control unit 107 controls the braking device 80 to activate the ABS. . Since the braking method of the vehicle 1 by ABS is conventionally known, a detailed description will be omitted. adjusted accordingly.
  • the control device 100 executes unbalanced turning control of the vehicle 1 . Further, when the passenger performs a braking operation, the control device 100 executes braking control. Braking control performed during unbalanced turning control in which a lateral acceleration greater than the lateral acceleration acting on the vehicle 1 acts on the vehicle 1 in a balanced turning state is different from that during straight traveling and balanced turning. That is, braking control different from that of a conventional vehicle that turns in a balanced turning state is performed.
  • the vehicle 1 turns in a state (unbalanced turning state) in which the lateral acceleration acting on the center of gravity of the vehicle 1 during turning is set to be greater than the lateral acceleration during balanced turning (balanced turning state). It is a control that allows In the unbalanced turning control, a steering angle additional turning state in which the steering angle is increased from the steering angle during a balanced turn is applied to the vehicle 1 in order to act on the vehicle 1 with a lateral acceleration greater than the lateral acceleration acting on the vehicle 1 in the balanced turning state. , the vehicle 1 turns.
  • the inclination angle B1 of the vehicle 1 is the resultant force of the centrifugal force (lateral acceleration G1) acting on the center of gravity of the vehicle 1 in the turning outer direction and the vertical axis. angle.
  • the steering angle A1 during a balanced turn does not necessarily have to be equal to the steering wheel angle C1, and the steering angle A1 can be made larger or smaller than the steering wheel angle.
  • the control device 100 controls the steering device 10 and the tilting device 20 so that the lateral acceleration acting on the center of gravity of the vehicle 1 during turning is greater than the lateral acceleration during balanced turning, that is, in an unbalanced turning state. Control.
  • Braking control is performed as necessary while unbalanced turning control is being performed as shown in FIGS. 3(c) and 4(c).
  • Braking control is control for braking the wheels 11 and 12 according to the braking operation when the passenger performs the braking operation.
  • Braking control includes ABS control for activating ABS at a wheel whose slip degree has reached the reference slip degree.
  • a reference slip degree setting unit 109 sets a reference slip degree corresponding to at least one of a steering wheel angle, a steering angle, an inclination angle, a vehicle speed, and a lateral acceleration of the vehicle 1 during unbalanced turning control. be able to. Specifically, when at least one of the steering wheel angle, steering angle, tilt angle, vehicle speed, and lateral acceleration changes in the vehicle 1 under unbalanced turning control, the reference slip degree setting unit 109 The reference slip degree can be set such that the value of the reference slip degree changes.
  • the reference slip degree for unbalanced turning control is set to a value smaller than the reference slip degree for balanced turning. In other words, assuming a situation in which the wheels begin to slip and the degree of slip increases, the reference slip for unbalanced turning control is set so that the ABS is activated at an earlier timing than during unbalanced turning control. degree is set.
  • the braking control unit 107 ABS is activated by controlling the braking device 80 that brakes the wheels.
  • the vehicle 1 tilts toward the turning center side and the tilt angle becomes B1 as shown in FIG. 4(b).
  • the inclination angle B1 of the vehicle 1 is the resultant force of the centrifugal force (lateral acceleration G1) acting on the center of gravity of the vehicle 1 in the turning outer direction and the vertical axis. angle.
  • the steering angle A1 during a balanced turn does not necessarily have to be equal to the steering wheel angle C1, and the steering angle A1 can be made larger or smaller than the steering wheel angle.
  • the setting information includes data indicating the correspondence between vehicle speed and lateral acceleration.
  • the control device 100 uses the setting information to determine the lateral acceleration acting on the center of gravity of the vehicle 1 .
  • the control device 100 detects that the vehicle 1 has started to turn by operating the steering wheel 30, refers to the setting information based on the vehicle speed, and determines the lateral acceleration to act on the center of gravity of the vehicle 1.
  • the control device 100 can perform additional steering control to make the steering angle of the front wheels 11 during turning larger than the same angle as the steering wheel angle.
  • the control device 100 controls the steering mechanism driving section 110 to drive the steering mechanism 111, and as shown in FIG. A steering angle A2 larger than the angle A1 is set (A2>A1). That is, as shown in FIG. 3C, during unbalanced turning control, the vehicle 1 turns in a steering angle additional turning state in which the steering angle is larger than the steering angle during balanced turning.
  • the control device 100 suppresses this change by controlling the tilt mechanism driving section 120 to drive the tilt mechanism 121 .
  • the control device 100 can control the tilt mechanism driving section 120 so that the tilt mechanism 121 maintains the tilt angle B1. That is, the control device 100 performs control so that the inclination angle B2 during unbalanced turning control shown in FIG. 4(c) is the same as the inclination angle B1 during balanced turning.
  • control device 100 controls the steering mechanism driving section 110 so that the steering angle is larger than the steering angle during balanced turning, and the lateral acceleration acting on the center of gravity of the vehicle 1 becomes the lateral acceleration G2. . Further, the control device 100 can suppress a change in the tilt angle of the vehicle 1 caused by the steering angle being larger than the steering angle during balanced turning.
  • FIG. 5 is a diagram showing an example of measured values of lateral acceleration obtained by performing unbalanced turning control of a leaning vehicle.
  • the control device 100 performs unbalanced turning control in which a lateral acceleration greater than the lateral acceleration acting on the vehicle 1 in a balanced turning state acts on the vehicle 1, and also divides the speed range up to the maximum speed of the vehicle 1 into 5 equal parts.
  • a region is defined, steering is performed so that the rate of change of large lateral acceleration in unbalanced turning with respect to changes in vehicle speed in the maximum speed region is smaller than the rate of change in large lateral acceleration in unbalanced turning with respect to changes in vehicle speed in the lowest speed region. It controls the device 10 and the tilting device 20 .
  • the average increase rate of lateral acceleration in the maximum speed range is smaller than the average increase rate of lateral acceleration in the minimum speed range. Also, the average value of the lateral acceleration in the lowest speed range is smaller than the average value of the lateral acceleration in the highest speed range. In this embodiment, the lateral acceleration in the unbalanced turning state is controlled so as to become a constant value as the vehicle speed of the vehicle 1 approaches the maximum speed Vmax.
  • Data 210a indicated by a dashed line in FIG. 5 indicates the lateral acceleration that the control device 100 applies to the center of gravity of the vehicle 1 by performing unbalanced turning control.
  • Data 210b indicated by a solid line in FIG. 5 shows an example of measured values of the lateral acceleration acting on the center of gravity of the vehicle 1 during unbalanced turning control by the control device 100 .
  • the actual measured value of the lateral acceleration varies depending on various factors such as the weight of the occupant, road surface conditions, wind direction, wind speed, equipment of the vehicle 1, setting conditions of the vehicle 1, and the like. Therefore, as shown in FIG. 5, the preset lateral acceleration data 210a may not match the measured lateral acceleration data 210b.
  • the unbalanced turning control by the control device 100 is not limited to control in which the value of the lateral acceleration actually measured by the vehicle 1 matches the lateral acceleration of the preset data 210a.
  • the unbalanced turning control by the control device 100 includes control indicating that the actual measured value of the lateral acceleration of the vehicle 1 differs from the data 210a set by the setting information, as indicated by the data 210b.
  • FIG. 6 is a diagram for explaining a method of determining the steering angle and the tilt angle for making the lateral acceleration acting on the center of gravity of the vehicle 1 equal to the target lateral acceleration.
  • Vmax on the horizontal axis of FIGS. 6A to 6C indicates the maximum speed of the vehicle 1.
  • the maximum speed Vmax of the vehicle 1 referred to in the present embodiment is set to be equal to or higher than the actual maximum speed of the vehicle 1 .
  • the maximum speed may be a design value, a value obtained by actually measuring the maximum speed of the vehicle 1, or a value set based on a design value or an actual measurement value.
  • the solid line data 210 shown in FIG. 6(a) is data indicating the target lateral acceleration.
  • a target lateral acceleration corresponding to the vehicle speed is preset between lateral acceleration 0 and Ac1.
  • Solid line data 220 shown in FIG. 6B indicates the target steering angle.
  • a target steering angle corresponding to the vehicle speed is set in advance between steering angles 0 to D1.
  • the solid line in FIG. 6(c) indicates the target tilt angle.
  • a target tilt angle corresponding to the vehicle speed is set in advance between the tilt angles 0 to D2.
  • the dashed line in FIG. 6(a) indicates the lateral acceleration during balanced turning.
  • the target lateral acceleration indicated by the solid line data 220 is set so that the difference from the lateral acceleration during balanced turning in a low vehicle speed region is smaller than the difference from the lateral acceleration during balanced turning in a high vehicle speed region. is set to
  • the dashed line in FIG. 6(b) indicates the steering angle during balanced turning.
  • the target steering angle indicated by the solid line data 220 has the same value as the steering angle during balanced turning in a part of the vehicle speed range from 0 (zero) to a predetermined speed, and is the same as the steering angle during balanced turning in other speed ranges. , and the difference from the target steering angle decreases as the vehicle speed increases.
  • FIG. 6(c) does not show the tilt angle during balanced turning. The angle will match the angle of inclination during a balanced turn.
  • the vehicle 1 When the vehicle speed is high, the vehicle 1 turns with a smaller steering angle and a larger tilt angle of the front wheels 11 than when the vehicle speed is low. In other words, when the vehicle speed is low, the vehicle 1 turns with the steering angle of the front wheels 11 increased and the inclination angle decreased compared to when the vehicle speed is high. Therefore, the higher the vehicle speed, the smaller the target steering angle and the larger the target tilt angle.
  • FIG. 6(a) is a diagram showing an example of setting information for the control device 100 to determine the lateral acceleration during unbalanced turning control.
  • the control device 100 controls the steering device 10 and the tilt device 20 so that the target lateral acceleration acts on the center of gravity of the vehicle 1 during turning.
  • the control device 100 may acquire the lateral acceleration of the vehicle 1 and control the steering device 10 and the tilt device 20 so that this lateral acceleration becomes the target lateral acceleration.
  • the steering angle of the vehicle 1 becomes the target steering angle and the tilt angle becomes the target tilt angle.
  • a method for acquiring lateral acceleration which is acceleration in the left-right direction of the vehicle 1, is conventionally known, and details thereof will be omitted. ) and the like to obtain the lateral acceleration acting on the center of gravity of the vehicle 1 .
  • the setting information used by the control device 100 includes data 220 shown in FIG. 6(b) and data 230 shown in FIG. 6(c) instead of or in addition to the data 210 shown in FIG. 6(a). You can In this case, the control device 100 can determine the target steering angle and the target tilt angle by referring to the data 220 and 230 based on the vehicle speed of the vehicle 1 .
  • the control device 100 controls the steering device 10 to set the steering angle of the front wheels 11 to the target steering angle, and controls the tilt device 20 to set the tilt angle of the vehicle 1 to the target tilt angle, thereby acting on the center of gravity of the vehicle 1.
  • the resulting lateral acceleration can be used as a target lateral acceleration corresponding to the vehicle speed.
  • FIG. 7 is a diagram for explaining another method of determining the steering angle and the tilt angle for making the lateral acceleration acting on the center of gravity of the vehicle 1 equal to the target lateral acceleration.
  • the target steering angle data 221 and the target tilt angle data 231 shown in FIG. 7 are obtained from the data 210, 220, and 230 shown in FIG.
  • Target lateral acceleration Ac1 and target steering angle D1 shown in FIG. 7(a) correspond to lateral acceleration Ac1 shown in FIG. 6(a) and steering angle D1 shown in FIG. 6(b), respectively.
  • the target lateral acceleration Ac1 and the target tilt angle D2 shown in FIG. 7(b) correspond to the lateral acceleration Ac1 shown in FIG. 6(a) and the tilt angle D2 shown in FIG. 6(c), respectively.
  • Data 221 in FIG. 7(a) indicates the correspondence between the target steering angle and the target lateral acceleration.
  • Data 231 in FIG. 7B indicates the correspondence between the target tilt angle and the target lateral acceleration. As the target lateral acceleration increases, the target tilt angle increases. In other words, the smaller the target lateral acceleration, the smaller the target tilt angle.
  • the setting information used by the control device 100 may include data 210 shown in FIG. 6(a), data 221 shown in FIG. 7(a), and data 231 shown in FIG. 7(b).
  • the control device 100 determines the target lateral acceleration based on the vehicle speed of the vehicle 1 with reference to the data 210 of FIG.
  • a target steering angle can be determined and a target lean angle can be determined from the data 231 of FIG. 7(b).
  • the control device 100 controls the steering device 10 and the tilting device 20 to set the steering angle and the tilting angle of the vehicle 1 to the target steering angle and the target tilting angle, respectively. It can be lateral acceleration.
  • FIG. 8 is a diagram showing a specific example of the vehicle 1.
  • a vehicle 1 shown in FIG. 8 includes a steering device 10 including a steering mechanism 111 and a steering mechanism driving section 110, a tilting mechanism 121 and a tilting mechanism driving section, which are provided inside a vehicle body covered with a cowl 2 that constitutes the exterior of the vehicle 1. It has a tilting device 20 including 120 and a control device 100 .
  • the vehicle 1 includes many components such as an accelerator and a brake in addition to the configuration shown in FIG.
  • FIG. 9 is a diagram for explaining specific examples of the steering device 10, the tilting device 20, and the control device 100.
  • a steering mechanism 111 is driven by a steering actuator 110 functioning as a steering mechanism drive section
  • a tilt mechanism 121 is driven by a tilt actuator 120 functioning as a tilt mechanism drive section.
  • the control device 100 includes a vehicle information acquisition section 101 , a steering angle determination section 102 , a steering actuator control section 103 , a tilt angle determination section 104 and a tilt actuator control section 105 .
  • the vehicle 1 is provided with a vehicle speed detection device 301 that detects the vehicle speed, and the vehicle information acquisition unit 101 acquires the vehicle speed from the vehicle speed detection device 301 . Since the vehicle speed detection device 301 is conventionally known, the description thereof is omitted. be.
  • the tilt mechanism 121 shown in FIG. 9 is a parallelogram link type tilt mechanism.
  • the tilt mechanism 121 includes an upper arm 501, a lower arm 502, a left member 503, a right member 504, a left suspension 505L and a right suspension 505R.
  • the upper arm 501 and lower arm 502 are rotatably connected to the head pipe 40 a at the front end of the frame 40 .
  • the left member 503 is rotatably connected to the left ends of the upper arm 501 and the lower arm 502, respectively.
  • a left suspension 505L is connected to the lower end of the left member 503 via a bracket.
  • the left front wheel 11L which is a steering wheel, is rotatably connected to the left suspension 505L.
  • the left suspension 505L enables vertical movement of the left front wheel 11L with respect to the left member 503.
  • the right member 504 is rotatably connected to the right ends of the upper arm 501 and the lower arm 502, respectively.
  • a right suspension 505R is connected to the lower end of the right member 504 via a bracket.
  • a right front wheel 11R which is a steering wheel, is rotatably connected to the right suspension 505R.
  • the right suspension 505R allows the right front wheel 11R to move up and down with respect to the right member 504. As shown in FIG.
  • the upper arm 501 and the lower arm 502 rotate around the central axes Ca and Cb on the head pipe 40a, respectively, and the relative positions of the left front wheel 11L and the right front wheel 11R with respect to the frame 40 in the vertical direction of the vehicle body change.
  • the front left wheel 11L and the front right wheel 11R are simultaneously tilted at the same angle.
  • the tilt actuator 120 rotates the upper arm 501 and the lower arm 502 around the central axes Ca and Cb, respectively, clockwise in FIG.
  • the front wheel 11L and the right front wheel 11R incline leftward.
  • the tilt actuator 120 rotates the upper arm 501 and the lower arm 502 about the central axes Ca and Cb, respectively, counterclockwise in FIG.
  • the right front wheel 11R inclines rightward.
  • the tilt angle determination unit 104 determines the tilt angle of the vehicle 1 by controlling the rotation direction and rotation angle of the output shaft of the electric motor connected to the upper arm 501 or the lower arm 502 by the tilt actuator control unit 105.
  • the tilt angle can be controlled.
  • Control of the tilt actuator 120 is performed by controlling the output torque of the tilt actuator 120, for example.
  • the steering mechanism 111 includes a steering shaft 401 and a tie rod 402.
  • the steering shaft 401 is inserted into the head pipe 40a and can rotate relative to the head pipe 40a.
  • a central portion of tie rod 402 is connected to a lower end portion of steering shaft 401 .
  • the tie rod 402 moves in the left-right direction as the steering shaft 401 rotates.
  • the left end of the tie rod 402 is connected to the left suspension 505L that supports the left front wheel 11L.
  • a right end of the tie rod 402 is connected to a right suspension 505R that supports the right front wheel 11R.
  • the steering shaft 401 is not mechanically connected to the steering wheel 30.
  • the steering actuator control section 103 controls the steering actuator 110 to rotate the steering shaft 401 .
  • the steering actuator 110 rotates the steering shaft 401 so that the right front wheel 11R and the left front wheel 11L turn leftward.
  • the steering actuator 110 rotates the steering shaft 401 so that the left front wheel 11L and the right front wheel 11R turn rightward.
  • an electric motor fixed to the frame 40 is used as the steering actuator 110.
  • the steering actuator control unit 103 controls the rotation direction and rotation angle of the output shaft of the electric motor connected to the steering shaft 401, thereby controlling the steering angle of the front wheels 11 to the steering angle determined by the steering angle determination unit 102. can do.
  • the control of the steering actuator 110 is performed by controlling the output torque of the steering actuator 110, for example.
  • the vehicle information acquisition unit 101 acquires the vehicle speed of the vehicle 1 from the vehicle speed detection device 301 .
  • a steering angle determination unit 102 determines a target lateral acceleration based on the vehicle speed acquired by the vehicle information acquisition unit 101, and determines a target steering angle corresponding to this target lateral acceleration.
  • the steering actuator control unit 103 controls the steering actuator 110 that drives the steering mechanism 111 so that the steering angle of the front wheels 11 becomes the target steering angle determined by the steering angle determination unit 102 .
  • the tilt angle determination unit 104 determines the target lateral acceleration based on the vehicle speed acquired by the vehicle information acquisition unit 101, and determines the target tilt angle corresponding to this target lateral acceleration.
  • the tilt actuator control unit 105 controls the tilt actuator 120 that drives the tilt mechanism 121 so that the tilt angle of the vehicle 1 becomes the target tilt angle determined by the tilt angle determination unit 104 .
  • the vehicle 1 receives a force to raise the vehicle 1 to the outside of the turning, that is, the tilt angle There is a force that tries to reduce
  • the tilt actuator control unit 105 controls the tilt actuator 120 so that the tilted vehicle 1 does not rise to the outside of the turn, that is, the tilt angle does not decrease.
  • the steering angle of the front wheels 11 becomes the target steering angle that is larger than the steering angle during balanced turning, and the center of gravity of the vehicle 1 is adjusted while the tilt angle of the vehicle 1 is maintained at the target tilt angle.
  • the lateral acceleration acting on the lateral acceleration becomes the target lateral acceleration, and the vehicle 1 turns.
  • FIG. 10A and 10B are diagrams for explaining the operation of the tilt actuator 120 that drives the tilt mechanism 121.
  • the tilt actuator 120 changes the tilt angle of the vehicle 1 by applying torque to the tilt mechanism 121 .
  • the tilt angle of the vehicle 1 is changed by controlling the rotation direction and output torque of the output shaft of the electric motor that functions as the tilt actuator 120 .
  • the value of the output torque of the output shaft is a value that has a proportional relationship with the current value applied to the electric motor.
  • the control device 100 controls the tilt actuator 120 so that the torque increases as the lateral acceleration acting on the center of gravity of the vehicle 1 increases.
  • FIG. 10 shows an example in which the relationship between lateral acceleration and torque changes linearly, this is an example, and the relationship between lateral acceleration and torque is not limited to this.
  • a lateral acceleration determination unit may be provided between the vehicle information acquisition unit 101 shown in FIG. 9 and the steering angle determination unit 102 and the tilt angle determination unit 104 .
  • the lateral acceleration determination unit determines the target lateral acceleration corresponding to the vehicle speed
  • the steering angle determination unit 102 determines the target steering angle based on the target lateral acceleration
  • the tilt angle determination unit 104 determines the target tilt angle. You just have to decide.
  • the control gain when the tilt actuator control section 105 controls the tilt actuator 120 may be set larger than the control gain when the steering actuator control section 103 controls the steering actuator 110 .
  • the control timing and the control gain may be set so as to end earlier.
  • the control device 100 may control the steering angle and tilt angle of the front wheels 11 based on the vehicle speed and steering wheel angle.
  • FIG. 11 is a diagram for explaining an example of unbalanced turning control performed using vehicle speed and steering wheel angle.
  • the vehicle information acquisition unit 101 shown in FIG. 11A acquires the vehicle speed from the vehicle speed detection device 301 and also acquires the steering wheel angle from the steering wheel angle detection device 302 . Since the steering wheel angle detection device 302 is conventionally known, the description thereof is omitted. For example, the steering wheel angle is detected using an angle sensor, an encoder, or the like.
  • FIG. 11(b) is a diagram showing an example of setting information used when performing unbalanced turning control based on vehicle speed and steering wheel angle.
  • a plurality of data 240 (240a to 240c) having different target lateral accelerations depending on steering wheel angles are prepared in advance.
  • FIG. 11(b) shows an example of three data 240a to 240c, and target lateral acceleration data 240 is prepared for each steering wheel angle.
  • the larger the steering wheel angle the larger the target lateral acceleration is set.
  • the steering wheel angles increase to H1, H2, and H3 (H1 ⁇ H2 ⁇ H3), as shown in FIG. , it is set to a value larger than the target lateral acceleration data 40b of the steering wheel angle H2.
  • the target lateral acceleration data 240b for the steering wheel angle H2 is set to a value larger than the target lateral acceleration data 240c for the steering wheel angle H1.
  • the target lateral acceleration of each data 240 is obtained by dividing the speed range of the vehicle 1 from 0 (zero) to the maximum speed Vmax into 5 equal parts.
  • the change rate of the target lateral acceleration with respect to the vehicle speed change in the maximum speed range is set to be smaller than the change rate of the target lateral acceleration with respect to the vehicle speed change in the minimum speed range.
  • the average increase rate of lateral acceleration in the maximum speed range is smaller than the average increase rate of lateral acceleration in the minimum speed range.
  • Each data 240 is set such that the average value of the target lateral acceleration in the lowest speed range is smaller than the average value of the target lateral acceleration in the highest speed range.
  • Each data 240 is set so that the lateral acceleration gradually increases in the low vehicle speed range including the lowest speed range, and becomes a constant value in the high vehicle speed range including the maximum speed range.
  • Each data 240 is set so that the target lateral acceleration increases as the steering wheel angle increases.
  • the vehicle information acquisition unit 101 acquires the vehicle speed of the vehicle 1 from the vehicle speed detection device 301 and acquires the steering wheel angle from the steering wheel angle detection device 302 .
  • the steering angle determination unit 102 selects data 240 corresponding to the steering wheel angle acquired by the vehicle information acquisition unit 101 from among the plurality of data 240 .
  • the steering angle determination unit 102 refers to the selected data 240, determines the target lateral acceleration based on the vehicle speed acquired by the vehicle information acquisition unit 101, and determines the target steering angle corresponding to this target lateral acceleration.
  • the steering actuator control section 103 controls the steering actuator 110 so that the steering angle of the front wheels 11 becomes the target steering angle.
  • the tilt angle determination unit 104 selects the data 240 corresponding to the steering wheel angle acquired by the vehicle information acquisition unit 101 from among the plurality of data 240 .
  • the tilt angle determination unit 104 refers to the selected data 240, determines the target lateral acceleration based on the vehicle speed acquired by the vehicle information acquisition unit 101, and determines the target tilt angle corresponding to this target lateral acceleration.
  • the tilt actuator control section 105 controls the steering actuator 110 so that the tilt angle of the vehicle 1 becomes the target tilt angle.
  • the steering angle of the front wheels 11 becomes the target steering angle larger than the steering angle during balanced turning, and the tilt angle of the vehicle 1 is maintained at the target tilt angle.
  • the lateral acceleration acting on the center of gravity becomes the target lateral acceleration, and the vehicle 1 turns.
  • a lateral acceleration determination unit may be provided between the vehicle information acquisition unit 101 and the steering angle determination unit 102 and the tilt angle determination unit 104 .
  • the lateral acceleration determining section may select the data 240 corresponding to the steering wheel angle and determine the target lateral acceleration corresponding to the vehicle speed on the data 240 . Based on this target lateral acceleration, the steering angle determining section 102 determines the target steering angle, and the tilt angle determining section 104 determines the target tilt angle.
  • the control device 100 may perform feedback control to control the steering angle and the tilt angle while detecting the steering angle and the tilt angle of the vehicle 1 .
  • FIG. 12 is a diagram for explaining an example of unbalanced turning control performed using feedback control.
  • a vehicle information acquisition unit 101 shown in FIG. 12 acquires vehicle speed from a vehicle speed detection device 301 and acquires a steering wheel angle from a steering wheel angle detection device 302 .
  • the vehicle information acquisition unit 101 also acquires the tilt angle of the vehicle 1 from the tilt angle detection device 303 and the steering angle of the front wheels 11 from the steering angle detection device 304 . Since the steering angle detection device 304 is conventionally known, the description thereof is omitted.
  • the steering angle is detected using an angle sensor, an encoder, or the like. Since the tilt angle detection device 303 is conventionally known, the description thereof will be omitted.
  • the target steering angle is determined by the steering angle determination unit 102, and the target tilt angle is determined by the tilt angle determination unit 104, as described with reference to FIGS. be done.
  • the steering actuator control section 103 starts controlling the steering actuator 110 that drives the steering mechanism 111 .
  • the steering actuator control section 103 can acquire the steering angle of the front wheels 11 detected by the steering angle detection device 304 via the vehicle information acquisition section 101 .
  • the steering actuator control unit 103 checks the steering angle of the front wheels 11 and controls the steering actuator 110 so that this steering angle becomes the target steering angle.
  • the tilt actuator control unit 105 starts controlling the tilt actuator 120 that drives the tilt mechanism 121 .
  • the tilt actuator control unit 105 can acquire the tilt angle of the vehicle 1 detected by the tilt angle detection device 303 via the vehicle information acquisition unit 101 .
  • the tilt actuator control unit 105 checks the tilt angle of the vehicle 1 and controls the tilt actuator 120 so that the tilt angle becomes the target tilt angle.
  • the steering angle of the front wheels 11 becomes the target steering angle larger than the steering angle during balanced turning, and the tilt angle of the vehicle 1 is maintained at the target tilt angle.
  • the lateral acceleration acting on the center of gravity becomes the target lateral acceleration, and the vehicle 1 turns.
  • FIG. 13 is a diagram showing another specific example of the vehicle 1. As shown in FIG. This vehicle 1 has a double wishbone type tilting mechanism 121 as shown in FIG. 13(b) on a frame 40 located in front of the steering wheel 30 as shown in FIG. 13(a). The structure and operation of the vehicle 1 shown in FIG. 13 are disclosed, for example, in International Publication No. 2017/082426 filed by the applicant of the present application.
  • the tilt mechanism 121 includes an upper left arm 601L, a lower left arm 602L, and an upper right arm 601R and a lower right arm 602R.
  • the upper left arm 601L and the lower left arm 602L have their right ends rotatably connected to the frame 40, and their left ends rotatably connected to the upper and lower ends of the left member 603L.
  • the upper right arm 601R and the lower right arm 602R are rotatably connected to the frame 40 at their left ends, and rotatably connected to the upper and lower ends of the right member 603R at their right ends.
  • the left front wheel 11L is rotatably connected to the left member 603L
  • the right front wheel 11R is rotatably connected to the right member 603R.
  • the left front wheel 11L and the right front wheel 11R can be vertically moved with respect to the frame 40. As shown in FIG.
  • the lower end of the left damper 605L is rotatably connected to the crossbar forming the lower left arm 602L, and the lower end of the right damper 605R is rotatably connected to the crossbar forming the lower right arm 602R.
  • the upper end of the left damper 605L is rotatably connected to the left end of the connecting portion 630, the upper end of the right damper 605R is rotatably connected to the right end of the connecting portion 630, and the central portion of the connecting portion 630 has a center damper 605L.
  • the upper end of arm 620 is rotatably connected.
  • the lower end of center arm 620 is rotatably connected to frame 40 .
  • the upward movement of the left front wheel 11L is transmitted as the downward movement of the right front wheel 11R, and the right front wheel 11R moves upward. is transmitted as downward movement of the left front wheel 11L.
  • the front left wheel 11L moves upward and the right front wheel 11R moves downward, causing the front wheel 11 and the vehicle 1 to lean leftward. incline.
  • the tilt actuator 120 fixed to the frame 40 drives the center arm 620 so that the center arm 620 swings about its lower end.
  • the control device 100 can control the tilt angle of the vehicle 1 by controlling the rotation direction and rotation angle of the center arm 620 via the tilt actuator 120 .
  • the steering mechanism 111 of the vehicle 1 shown in FIG. 13(b) includes a steering shaft 401, a left tie rod 402L and a right tie rod 402R.
  • a left tie rod 402L connects the steering shaft 401 and a left member 603L that supports the left front wheel 11L.
  • a steering shaft 401 and a right member 603R supporting the right front wheel 11R are connected by a right tie rod 402R.
  • the control device 100 controls the steering actuator 110 to move the left tie rod 402L and the right tie rod 402R via the steering shaft 401, so that the left front wheel 11L is moved along the axis shown in FIG. 13(b).
  • the control device 100 can control the steering angle of the front wheels 11 by controlling the direction and amount of movement of the left tie rod 402L and the right tie rod 402R via the steering actuator 110 .
  • control device 100 can control the unbalanced turning of the vehicle 1 by controlling the steering actuator 110 and the tilt actuator 120 as described above.
  • the braking device 80 of the vehicle 1 includes a left front brake 81a that brakes the left front wheel 11L, a right front brake 81b that brakes the right front wheel 11R, and a rear brake 81c that brakes the rear wheel 12.
  • FIG. Although the type of brake is not particularly limited, the following is an example of a disc brake that brakes a wheel by pressing a brake pad to which the hydraulic pressure of the brake fluid is applied according to the braking operation of the occupant against the brake disc fixed to the wheel. continue the explanation.
  • Fig. 14 is an external view of the left front wheel 11L section viewed from the right side.
  • the left front wheel 11L is provided with a vehicle speed detection device 301a for detecting the wheel speed of the left front wheel 11L.
  • the left front brake 81a includes a left caliper 82a and a left brake disc 83a.
  • the left caliper 82a is fixed to the left suspension 505L.
  • the left brake disc 83a is fixed to the left front wheel 11L.
  • a left front brake pipe 84a is connected to the left caliper 82a.
  • the left caliper 82a has two left brake pads facing each other with a disc-shaped left brake disc 83a interposed therebetween.
  • the left front wheel 11L is braked by the left caliper 82a receiving hydraulic pressure through the left front brake pipe 84a and pressing the brake pads against both surfaces of the left brake disc 83a. Since the right front brake 81b and the rear brake 81c have the same configuration as the left front brake 81a, description thereof will be omitted.
  • FIG. 15 is a diagram for explaining braking control of the vehicle 1.
  • the control device 100 includes a vehicle information acquisition section 101 , a braking control section 107 and a hydraulic pressure control section 106 .
  • the control device 100 also includes a left slip degree acquisition unit 108 a , a right slip degree acquisition unit 108 b , a rear slip degree acquisition unit 108 c and a reference slip degree setting unit 109 .
  • a left front brake 81a that brakes the left front wheel 11L includes a left caliper 82a and a left brake disc 83a.
  • a right front brake 81b that brakes the right front wheel 11R includes a right caliper 82b and a right brake disc 83b.
  • a rear brake 81c for braking the rear wheel 12 includes a rear caliper 82c and a rear brake disc 83c.
  • the braking device 80 includes two braking operation portions 91 (91a, 91b) and two master cylinders 92 (92a, 92b) provided corresponding to the braking operation portions 91, respectively.
  • the occupant brakes the front wheels 11 and the rear wheels 12 by operating the two brake operation units 91 and changing the hydraulic pressures of the three calipers 82 (82a to 82c) via the hydraulic pressures of the two master cylinders 92. can do.
  • the brake operation unit 91 may be a brake lever operated by the passenger's hand or a brake pedal operated by the passenger's foot. .
  • the first braking operation portion 91a is hereinafter referred to as the left lever 91a
  • the second braking operation portion 91b is referred to as the right lever 91b.
  • the right master cylinder 92b When the occupant grips the right lever 91b to apply the brake, the right master cylinder 92b operates to generate hydraulic pressure. The generated hydraulic pressure is transmitted to the hydraulic pressure control section 106 via the right brake pipe 93b.
  • the braking control unit 107 can acquire vehicle information from the vehicle information acquisition unit 101 .
  • the brake control unit 107 causes the hydraulic pressure control unit 106 to generate a hydraulic pressure corresponding to the vehicle information and the hydraulic pressure transmitted from the right brake pipe 93b.
  • the hydraulic pressure generated by the hydraulic pressure control unit 106 is controlled based on the wheel speeds of the wheels 11 and 12, the tilting state of the vehicle 1, and the like.
  • the hydraulic pressure generated by the hydraulic pressure control unit 106 is transmitted to the left caliper 82a via the left front brake pipe 84a, and the left front brake 81a brakes the left front wheel 11L.
  • the hydraulic pressure generated by the hydraulic pressure control unit 106 is transmitted to the right caliper 82b via the right front brake pipe 84b, and the right front brake 81b brakes the right front wheel 11R.
  • the left master cylinder 92a When the occupant grips the left lever 91a to apply the brake, the left master cylinder 92a operates to generate hydraulic pressure. The generated hydraulic pressure is transmitted to the hydraulic pressure control section 106 via the left brake pipe 93a.
  • the brake control unit 107 causes the hydraulic pressure control unit 106 to generate hydraulic pressure according to the hydraulic pressure transmitted from the left brake pipe 93a, the wheel speeds of the wheels 11 and 12, the tilting state of the vehicle 1, and the like.
  • the hydraulic pressure generated by the hydraulic pressure control unit 106 is transmitted to the left caliper 82a via the left front brake pipe 84a, and the left front brake 81a brakes the left front wheel 11L. Also, the hydraulic pressure generated by the hydraulic pressure control unit 106 is transmitted to the right caliper 82b via the right front brake pipe 84b, and the right front brake 81b brakes the right front wheel 11R. Furthermore, the hydraulic pressure generated by the hydraulic pressure control unit 106 is transmitted to the rear caliper 82c via the rear brake pipe 84c, and the rear brake 81c brakes the rear wheel 12.
  • the braking control unit 107 can independently control the rear brake 81c, the left front brake 81a, and the right front brake 81b.
  • the braking control of the vehicle 1 is not limited to front-rear interlocking control in which the front wheels 11 and the rear wheels 12 are braked by operating the left lever 91a. 12 may be braked.
  • a vehicle speed detection device 301 (301a to 301c) is provided for each of the left front wheel 11L, right front wheel 11R, and rear wheel 12.
  • Vehicle information acquisition unit 101 acquires wheel speeds of wheels 11 and 12 from vehicle speed detection device 301 .
  • the vehicle information acquisition unit 101 also acquires the tilt angle of the vehicle 1 .
  • the vehicle information acquisition unit 101 acquires the tilt angle from the tilt angle detection device 303 .
  • the vehicle information acquisition unit 101 can also acquire the tilt angle determined by the tilt angle determination unit 104 when the unbalanced turning control is performed.
  • the left slip degree acquisition unit 108a acquires the slip degree of the left front wheel 11L based on the wheel speed Va of the left front wheel 11L and the vehicle speed V of the vehicle 1.
  • the degree of slip is a scale that indicates the magnitude of slip when the wheels are slipping on the road surface.
  • the right slip degree acquisition unit 108b acquires the slip degree of the right front wheel 11R based on the wheel speed Vb of the right front wheel 11R and the vehicle speed V of the vehicle 1.
  • the rear slip degree acquiring unit 108 c acquires the slip degree of the rear wheels 12 based on the wheel speed Vc of the rear wheels 12 and the vehicle speed V of the vehicle 1 .
  • the reference slip degree setting unit 109 can determine the reference slip degree of each of the front left wheel 11L and the front right wheel 11R based on the tilt angle of the vehicle 1 acquired by the vehicle information acquisition unit 101.
  • the reference slip degree is, for example, a slip degree that serves as a threshold for determining whether the ABS should be operated.
  • ABS is activated.
  • the reference slip degrees include a left reference slip degree that is the reference slip degree of the left front wheel 11L, a right reference slip degree that is the reference slip degree of the right front wheel 11R, and a rear reference slip degree that is the reference slip degree of the rear wheel 12. is included.
  • the braking control unit 107 controls the hydraulic pressure control unit 106 to increase the brake fluid filling the left front brake pipe 84a.
  • the ABS of the left front wheel 11L is activated by changing the pressure.
  • the braking control unit 107 automatically activates the ABS regardless of the operation of the passenger.
  • the braking control unit 107 controls the hydraulic pressure control unit 106 to fill the right front brake pipe 84b.
  • the ABS of the right front wheel 11R is activated by changing the brake fluid pressure.
  • the braking control unit 107 controls the hydraulic pressure control unit 106 to increase the brake fluid filling the rear brake pipe 84c.
  • the ABS of the rear wheels 12 is activated by changing the pressure.
  • the reference slip degree setting unit 109 can change the reference slip degree based on the vehicle information acquired by the vehicle information acquisition unit 101.
  • the reference slip degree can be changed according to the tilt angle of the vehicle 1 in unbalanced turning control.
  • FIG. 16 is a diagram for explaining a method of setting the reference slip degree during unbalanced turning control.
  • the reference slip degree setting unit 109 sets the reference slip degree according to the tilt angle of the vehicle 1 based on the data 250 indicated by the solid line in FIG. For example, the reference slip degree setting unit 109 can acquire the current tilt angle of the vehicle 1 from the vehicle information acquisition unit 101 and set the reference slip degree corresponding to this tilt angle. Further, for example, when the target tilt angle is determined by unbalanced turning control, the reference slip degree setting unit 109 can acquire the target tilt angle and set the reference slip degree corresponding to the target tilt angle. .
  • the reference slip degree setting unit 109 determines the reference slip degree by a preset method.
  • the reference slip degree setting unit 109 keeps the reference slip degree at a constant value S1 in the angle range of the tilt angle 0 to E1, The slip degree is linearly reduced, and the reference slip degree is maintained at a constant value S2 in the angle range equal to or greater than the inclination angle E2.
  • FIG. 16 is an illustration schematically showing the reference slip degree, and does not limit the value of the reference slip degree.
  • Data 251 indicated by a dashed line in FIG. 16 indicates the reference slip degree during balanced turning. Specifically, as shown in FIGS. 3(b) and 4(b), the correspondence between the inclination angle and the reference slip degree of a conventional vehicle that turns in a balanced turning state without performing unbalanced turning control is calculated. showing.
  • the unbalanced turning control is performed so that the lateral acceleration acting on the center of gravity of the vehicle 1 becomes greater than the lateral acceleration acting on the vehicle 1 in the balanced turning state.
  • the vehicle 1 turns in a steering angle additional turning state in which the steering angle A2 of the vehicle 1 is greater than the steering angle A1 during balanced turning.
  • the reference slip degree setting unit 109 sets the reference slip degree based on the data 250 indicated by the solid line in FIG.
  • the reference slip degree for unbalanced turning control indicated by data 250 is the reference slip degree during balanced turning indicated by data 251. becomes a value smaller than
  • the reference slip degree for unbalanced turning control indicated by the solid line is set to a value smaller than the reference slip degree for balanced turning indicated by the dashed line in the entire tilt angle range.
  • the reference slip degree data 250 during unbalanced turning control can be obtained by translating the reference slip degree data 251 during balanced turning by a predetermined value in the direction in which the reference slip degree becomes lower.
  • FIG. 16 is an example, and does not limit the relationship between the reference slip degree during balanced turning and the reference slip degree during unbalanced turning control.
  • the reference slip degree during unbalanced turning control may be the same as the reference slip degree during balanced turning when the inclination angle is in a predetermined angle range from 0 degrees.
  • the difference between the reference slip degree during unbalanced turning control and the reference slip degree during balanced turning control may have different values depending on the angle range.
  • the left reference slip degree and the right reference slip degree may be set to different values.
  • the reference slip degree setting unit 109 sets different reference slip degrees for the steered wheel (inner wheel) on the turning center side and the steered wheel (outer wheel) on the outer side during turning of the vehicle 1. good too.
  • a different reference slip degree is set for the inner wheel and the outer wheel, with the steered wheel of the left front wheel 11L and the right front wheel 11R being the inner wheel in the direction in which the vehicle 1 is tilted. good too.
  • the tilt angle information acquired by the vehicle information acquisition unit 101 includes information indicating in which direction the vehicle 1 is leaning, left or right.
  • the reference slip degree setting unit 109 acquires this information, identifies which of the front left wheel 11L and the front right wheel 11R is the inner wheel, and can set different reference slip degrees for the inner and outer wheels.
  • a reference slip degree for the inner ring is set based on the data, and a reference slip degree for the outer ring is set based on the data for the outer ring.
  • the reference slip degree setting unit 109 sets the reference slip degree based on the data 250 shown in FIG. can be different values.
  • the reference slip degree obtained from the data 250 is used as the reference slip degree of the inner ring, and a value obtained by increasing or decreasing the value of this reference slip degree by a predetermined ratio is used as the reference slip degree of the outer ring.
  • the reference slip degree obtained from the data 250 may be used as the reference slip degree for the outer ring, and a value obtained by increasing or decreasing the value of this reference slip degree may be used as the reference slip degree for the inner ring.
  • the braking control unit 107 executes braking control based on the left reference slip degree, right reference slip degree, and rear reference slip degree set by the reference slip degree setting unit 109 . Specifically, when the slip degree changes while the vehicle 1 is turning in an unbalanced turning state and the value of the slip degree reaches a reference slip degree set according to the lateral acceleration of the vehicle 1, , the control device 100 changes the braking force of the braking device 80 . The control device 100 controls the braking force of the braking device 80 so as to reduce the degree of slip.
  • Braking force control includes, for example, activation of ABS (Anti-lock Braking System). If there is a wheel whose slip degree acquired by the slip degree acquisition unit 108 reaches the reference slip degree set by the reference slip degree setting unit 109, ABS is activated.
  • the braking control unit 107 may be set to activate the ABS of the front right wheel 11R in addition to the ABS of the front left wheel 11L when the ABS of the front left wheel 11L is activated. In this case, when the ABS of the left front wheel 11L is activated, the brake control unit 107 controls the hydraulic pressure control unit 106 to activate the ABS of the right front wheel 11R regardless of the slip ratio of the right front wheel 11R.
  • the braking control unit 107 may be set to activate the ABS of the rear wheel 12 in addition to the ABS of the front left wheel 11L when the ABS of the front left wheel 11L is activated. In this case, when the ABS of the left front wheel 11L is activated, the brake control unit 107 controls the hydraulic pressure control unit 106 to activate the ABS of the rear wheel 12 regardless of the slip ratio of the rear wheel 12 .
  • the braking control unit 107 can activate ABS on both the right front wheel 11R and the rear wheel 12 when the ABS on the left front wheel 11L is activated.
  • control is performed to activate the ABS of the right front wheel 11R.
  • the ABS of the left front wheel 11L may be set to be activated, or the ABS of the rear wheel 12 may be set to be activated.
  • the reference slip degree has been explained in terms of the relationship with the tilt angle. 1 is set in accordance with the lateral acceleration acting on .
  • the reference slip degree may be set according to another physical quantity as long as it changes according to the lateral acceleration acting on the vehicle 1 in the unbalanced turning state.
  • the steering wheel angle, steering angle, tilt angle, vehicle speed It may be set according to at least one of the lateral accelerations.
  • the inner and outer wheels of the vehicle 1 during turning are specified based on the inclination angle of the vehicle 1 has been described, but it is possible to specify the inner and outer wheels based on the steering wheel angle, steering angle, lateral acceleration, and the like. There may be.
  • FIG. 16 shows an example in which the reference slip degree is set in two steps according to the inclination angle, that is, according to the lateral acceleration acting on the vehicle 1.
  • FIG. 17 is a diagram showing another setting example of the reference slip degree used for braking control.
  • FIG. 17 shows a plurality of setting examples of the reference slip degree.
  • the graph shown in FIG. 1 corresponds to FIG.
  • the reference slip degree may not be stepped, may be stepped in three or more steps, or may be curved.
  • the reference slip degree when the lateral acceleration acting on the vehicle 1 in the unbalanced turning state is large is smaller than the reference slip degree when the lateral acceleration acting on the vehicle 1 in the unbalanced turning state is small.
  • a reference slip degree is set.
  • the relationship between the lateral acceleration acting on the vehicle 1 in an unbalanced turning state and the reference slip degree may be appropriately set according to the characteristics of the vehicle 1, for example.
  • Braking control can be performed by using a sensor that detects the lateral acceleration acting on the vehicle 1 in an unbalanced turning state or a sensor that detects a physical quantity that reflects the magnitude of the lateral acceleration, based on the detection result of the sensor. good. For example, if a sensor is used to detect at least one of lateral acceleration, a steering wheel angle that reflects the magnitude of the lateral acceleration, a steering angle, an inclination angle, a vehicle speed, and a lateral acceleration, the control device 100 detects the sensor Tilt drive control can be executed based on the detection result of .
  • the unbalanced turning control has been mainly described for the control until the vehicle 1 is brought into a turning state. Control is performed to return the steering angle and the tilt angle to 0 degrees, and the vehicle 1 returns to the straight-ahead state.
  • the control device 100 detects a change in the steering wheel angle caused by the turning operation by the occupant and starts unbalanced turning control. , and may be started by detecting a change in the tilt angle or the like.
  • the turning operation performed by the passenger includes an operation for changing the steering angle of the front wheels 11 and an operation for changing the tilt angle of the vehicle 1 .
  • the steering wheel angle that is, the steering angle of the front wheels 11, and the tilt angle of the vehicle 1 change.
  • the control device 100 may decide to start unbalanced turning control based on a change in at least one of the steering wheel angle, the steering angle, and the tilt angle.
  • the vehicle 1 has two front wheels 11 that are steering wheels and one rear wheel 12 that is a driving wheel. It may have two rear wheels that are driving wheels, or it may have two front wheels that are steering wheels and two rear wheels that are driving wheels. Also, the present invention is not limited to a mode in which only the rear wheels 12 are driven, and may be a mode in which only the front wheels 11 are driven, or a mode in which both the front wheels 11 and the rear wheels 12 are driven. For example, if an in-wheel motor is used, it is possible to drive the steered wheels. In either case, the steering angle and the tilt angle of the front wheels 11 are controlled as described above, and the lateral acceleration acting on the center of gravity of the vehicle 1 can be set to the target lateral acceleration to turn the vehicle 1 .
  • the configuration of the steering device 10 shown in this embodiment is an example, and the configuration of the steering device 10 is not particularly limited as long as the steering angle of the steered wheels can be controlled as described above.
  • the configuration of the tilt device 20 shown in this embodiment is an example, and the configuration of the tilt device 20 is not particularly limited as long as the tilt angle of the steered wheels can be controlled as described above.
  • the control for changing the inclination angle of the vehicle 1 is performed by adjusting the inclination of the vehicle body of the vehicle 1. It corresponds to the control to change the angle.
  • a process of obtaining output values such as a target lateral acceleration, a target steering angle, and a target tilt angle from input values such as a vehicle speed and a steering wheel angle is shown in a graph showing the relationship between the input values and the output values.
  • these processes may be performed using a two-dimensional map or an arithmetic expression that indicates the relationship between the input value and the output value.
  • the aspect using a three-dimensional map may be sufficient.
  • the target lateral acceleration and the target tilt angle may be determined from the vehicle speed using a three-dimensional map showing the relationship between the vehicle speed, the target steering angle and the target tilt angle for obtaining the target lateral acceleration.
  • the setting of the reference slip degree in braking control may be performed using a map or an arithmetic expression.
  • the execution order of the steering angle control by the steering device 10 and the tilt angle control by the tilt device 20 is not particularly limited.
  • the control of the steering angle and the control of the tilt angle may be executed in parallel.
  • the control of the steering angle may be performed after performing the control to increase the tilt angle first.
  • Control for increasing the steering angle may be performed first, and then control for the tilt angle may be performed.
  • the control device 100 may gradually increase the steering angle of the front wheels 11 and the tilt angle of the vehicle 1 to the target steering angle and the target tilt angle.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
  • Steering Control In Accordance With Driving Conditions (AREA)

Abstract

L'invention concerne un véhicule inclinable (1) comprenant : des roues de véhicule comprenant des roues de direction avant (11) et une roue arrière (12) ; un actionneur d'inclinaison (120) qui modifie l'angle d'inclinaison d'une carrosserie de véhicule ; un actionneur de braquage (110) qui modifie l'angle de braquage des roues de direction avant (11) ; un dispositif de commande (100) qui commande l'actionneur d'inclinaison (120) et l'actionneur de braquage (110) ; et un dispositif de freinage (80) qui commande la force de freinage en fonction du degré de glissement des roues de véhicule (11, 12) et d'un degré de glissement de référence. En ce qui concerne un état de virage dans lequel l'angle d'inclinaison de la carrosserie de véhicule formé entre la surface du sol et un axe perpendiculaire qui est perpendiculaire à la surface du sol est un angle formé entre l'axe perpendiculaire et la force résultante de la force gravitationnelle et d'une force centrifuge dans une direction autre que le virage, si ledit état de virage est défini comme constituant un état de virage équilibré, le dispositif de commande (100) commande l'actionneur d'inclinaison (120) et l'actionneur de braquage (110) de façon à atteindre un état de virage non équilibré dans lequel une accélération latérale supérieure à l'accélération latérale dans l'état de virage équilibré est générée, et commande le dispositif de freinage (80) en fonction du degré de glissement de référence obtenu en prenant en compte l'accélération latérale.
PCT/JP2022/047110 2021-12-21 2022-12-21 Véhicule inclinable WO2023120575A1 (fr)

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JPPCT/JP2021/047351 2021-12-21
PCT/JP2021/047351 WO2023119423A1 (fr) 2021-12-21 2021-12-21 Véhicule inclinable

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Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2010012903A (ja) * 2008-07-02 2010-01-21 Toshio Asaumi 自動二輪車のブレーキ制御装置
JP2019177794A (ja) * 2018-03-30 2019-10-17 トヨタ自動車株式会社 自動傾斜車両
CN110386216A (zh) * 2018-04-23 2019-10-29 丰田自动车株式会社 自动倾斜车辆
JP6666995B2 (ja) * 2016-03-23 2020-03-18 ヤマハ発動機株式会社 左右傾斜輪付リーン車両用リーン姿勢制御装置および左右傾斜輪付リーン車両

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2019014270A (ja) * 2015-11-24 2019-01-31 ヤマハ発動機株式会社 鞍乗り型車両
JP6684898B2 (ja) * 2016-04-18 2020-04-22 ヤマハ発動機株式会社 リーン姿勢制御アクチュエータ及び左右傾斜輪付リーン車両

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2010012903A (ja) * 2008-07-02 2010-01-21 Toshio Asaumi 自動二輪車のブレーキ制御装置
JP6666995B2 (ja) * 2016-03-23 2020-03-18 ヤマハ発動機株式会社 左右傾斜輪付リーン車両用リーン姿勢制御装置および左右傾斜輪付リーン車両
JP2019177794A (ja) * 2018-03-30 2019-10-17 トヨタ自動車株式会社 自動傾斜車両
CN110386216A (zh) * 2018-04-23 2019-10-29 丰田自动车株式会社 自动倾斜车辆

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