WO2023144924A1 - Véhicule inclinable - Google Patents

Véhicule inclinable Download PDF

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Publication number
WO2023144924A1
WO2023144924A1 PCT/JP2022/002878 JP2022002878W WO2023144924A1 WO 2023144924 A1 WO2023144924 A1 WO 2023144924A1 JP 2022002878 W JP2022002878 W JP 2022002878W WO 2023144924 A1 WO2023144924 A1 WO 2023144924A1
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WO
WIPO (PCT)
Prior art keywords
vehicle
angle
tilting
steering
tilt
Prior art date
Application number
PCT/JP2022/002878
Other languages
English (en)
Japanese (ja)
Inventor
圭佑 寺田
誠吾 大西
Original Assignee
ヤマハ発動機株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by ヤマハ発動機株式会社 filed Critical ヤマハ発動機株式会社
Priority to PCT/JP2022/002878 priority Critical patent/WO2023144924A1/fr
Priority to PCT/JP2022/047142 priority patent/WO2023145321A1/fr
Publication of WO2023144924A1 publication Critical patent/WO2023144924A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
    • B62K25/00—Axle suspensions
    • B62K25/04—Axle suspensions for mounting axles resiliently on cycle frame or fork
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
    • B62K5/00—Cycles with handlebars, equipped with three or more main road wheels
    • B62K5/02—Tricycles
    • B62K5/027—Motorcycles with three wheels
    • 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
    • B62K5/08—Cycles with handlebars, equipped with three or more main road wheels with steering devices acting on two or more wheels
    • 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.
  • the two left and right front wheels are connected to the body frame by arms.
  • the frame is provided with a shock tower having a bracket at its top end.
  • Left and right shock absorbers provided for left and right front wheels are connected at one end to brackets of the shock tower and at the other end to arms connecting the front wheels and the frame.
  • An actuator fixed to the frame rotates the shock tower so that the frame and the two front wheels connected to the frame by arms tilt left and right.
  • Incline vehicles use shock absorbers including springs and dampers to mitigate vibrations and shocks transmitted to passengers.
  • the spring of the shock absorber expands and contracts when returning from the tilted state to the upright state. Tower may vibrate.
  • it is preferable to suppress such vibrations.
  • the present disclosure has been made in view of the conventional technology including the above problems, and one of its purposes is to perform control different from the conventional one in order to suppress vibrations that occur with changes in the tilt angle of the vehicle body. To provide an inclined vehicle.
  • a tilting vehicle is a tilting vehicle that tilts a vehicle body to turn, and includes a frame that constitutes the vehicle body, a plurality of wheels including a left front steering wheel and a right front steering wheel, and the left front steering wheel that is connected to the frame.
  • a left arm member connected to the right front steering wheel, a right arm member connecting the right front steering wheel to the frame, and a tower shape extending upward from one end side connected to the frame to the other end side where a coupling mechanism is provided a tower-shaped member rotatable about an axis in the longitudinal direction of the vehicle body; a left shock absorber having one end connected to the connecting mechanism and the other end connected to the left arm; and one end connected to the connecting mechanism.
  • a right shock absorber having the other end connected to the right arm; and a tilt actuator for changing the tilt angles of the left front steering wheel, the right front steering wheel and the vehicle body by rotating the tower member around the axis.
  • a vehicle information acquisition unit that acquires the rotational angular velocity of the tower-shaped member about the axis, wherein the tilt actuator imparts a torque to the tower-shaped member in a direction to suppress the rotational angular velocity, and when the rotational angular velocity is large. controls the tilt actuator so that the torque is greater than when is small.
  • the tilting vehicle may control the tilting actuator so that the tilting actuator generates torque for suppressing the rotational angular velocity of the tower member when the tilting vehicle enters the straight traveling state from the turning state.
  • the tilting vehicle may control the tilting actuator so that the torque is greater when the tilting angle of the vehicle body is small than when the tilting angle is large.
  • the tilting vehicle controls the tilting actuator so that the tilting actuator generates a torque that suppresses the rotational angular velocity of the tower member when the vehicle speed of the tilting vehicle is equal to or less than a preset threshold value. good too.
  • the tilting vehicle according to the present disclosure it is possible to perform control different from that of the conventional tilting vehicle in order to suppress vibrations that occur due to changes in the tilt angle during turning, for example.
  • 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 control of the steering angle by the control device.
  • FIG. 3 is a diagram for explaining control of the tilt angle by the control device.
  • FIG. 4 is a diagram for explaining an example of turning control of a leaning vehicle.
  • FIG. 5 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. 6 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. 1 is a diagram for explaining an outline of a leaning vehicle according to the present embodiment.
  • FIG. 2 is a diagram for explaining control of the steering angle by the control device.
  • FIG. 3 is a diagram for explaining control of the tilt angle by the
  • FIG. 7 is a diagram showing a specific example of a leaning vehicle.
  • FIG. 8 is a diagram for explaining a specific example of the steering device, the tilting device, and the control device.
  • FIG. 9 is a diagram for explaining the operation of the tilting device.
  • FIG. 10 is a diagram for explaining an example of turning control performed using vehicle speed and steering wheel angle.
  • FIG. 11 is a diagram for explaining an example of turning control performed using feedback control.
  • FIG. 12 is a diagram for explaining control for suppressing vibration of a leaning vehicle.
  • a tilt wheel has a plurality of 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.
  • a front view of the vehicle 1 is shown in the lower center of FIG. 1 with the front of the vehicle 1 as the front.
  • Front views of a tilt mechanism 121 for changing the tilt angle of the vehicle 1 are shown on the left and right sides of the front view of the vehicle 1 .
  • the figure on the left shows a front view of the tilt mechanism 121 of the vehicle 1 that is traveling straight
  • the figure on the right shows a front view of the tilt mechanism 121 of the vehicle 1 that is turning.
  • the top left side of FIG. 1 shows a top view of the vehicle 1 traveling straight ahead
  • the top right side of FIG. 1 shows a top view of the vehicle 1 turning.
  • 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 and a steering mechanism driving section 110 , and a tilting device 20 including a tilting mechanism 121 and a tilting mechanism driving section 120 .
  • a tilt actuator consisting of an electric motor is used as tilt mechanism drive 120 .
  • a steering actuator for example an electric motor, is used as the steering mechanism drive 110 .
  • 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 indicates the orientation of the front wheels 11 when the orientation of the front wheels 11 is changed to the left or right in the traveling direction, with the orientation of the front wheels 11 traveling straight ahead being 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. 1, the inclination angle B 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 tilt mechanism 121 is rotationally driven by a left arm 600L connecting the left front wheel 11L to the frame 40, a right arm 600R connecting the right front wheel 11R to the frame 40, and the tilt mechanism driving section 120.
  • Center arm 620 is a tower-shaped member that extends upward from one end connected to frame 40 to the other end provided with coupling mechanism 630 .
  • Each damping device 605L, 605R includes a spring and a damper, and one end of each is connected to the upper end of the center arm 620 via a connecting mechanism 630.
  • the other ends of the two shock absorbers 605L and 605R are connected to the left arm 600L and right arm 600R, respectively.
  • a tilting vehicle that controls the tilt angle of the vehicle 1 using a tower-shaped member such as the center arm 620 is conventionally known, so detailed description is omitted.
  • the center arm 620 and the frame 40 rotate relative to each other, and the frame 40 and the left front wheel 11L and the right front wheel 11R are tilted at the same tilt angle as shown on the lower right side of FIG.
  • 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 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 tilt angle. 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 turning control is a control for turning the vehicle 1 in a state in which the lateral acceleration acting on the center of gravity of the vehicle 1 during turning is increased more than the lateral acceleration at the time of equilibrium.
  • the steering angle in the turning direction is added to increase the lateral acceleration, and the vehicle 1 turns in a steering angle additional turning state in which the steering angle is increased from the steering angle at the time of balance.
  • the control device 100 controls the steering device 10 and the tilt device 20 so that the lateral acceleration acting on the center of gravity of the vehicle 1 during turning becomes the determined lateral acceleration.
  • the center arm 620 may vibrate as the springs included in the shock absorbers 605L and 605R expand and contract.
  • the center arm 620 vibrates about the rotation axis.
  • the control device 100 executes vibration suppression control to suppress this vibration.
  • the control device 100 acquires the rotational angular velocity of the center arm 620 about the rotational axis, causes the tilt mechanism driving section 120 to generate torque corresponding to the rotational angular velocity, and applies this torque to the center arm 620.
  • FIG. 2 is a diagram for explaining control of the steering angle by the control device 100.
  • FIGS. 2A to 2C show top views of the vehicle 1 during straight running, balancing, and turning control, respectively.
  • FIG. 3 is a diagram for explaining control of the tilt angle by the control device 100.
  • FIGS. 3A to 3C show front views of the vehicle 1 during straight running, balancing, and turning control, respectively.
  • FIGS. 3(a)-(c) respectively show front views of the vehicle 1 shown in FIGS. 2(a)-(c).
  • the steering angle, steering angle, and tilt angle are 0 degrees, and the vehicle 1 does not experience lateral acceleration.
  • the vehicle 1 tilts toward the center of turning and the tilt angle becomes B1 as shown in FIG. state.
  • a lateral acceleration G1 corresponding to the centrifugal force acts on the center of gravity of the vehicle 1 when balanced.
  • the steering angle A1 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.
  • Setting information that the control device 100 uses for turning control is prepared in advance.
  • 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 increases the lateral acceleration acting on the center of gravity of the vehicle 1 by controlling the steering device 10 and the tilt device 20 .
  • the control device 100 can increase the steering angle of the front wheels 11 even when the occupant maintains the steering wheel angle at C1 during turning. Using this, the control device 100 can perform additional steering control to increase the steering angle of the front wheels 11 during turning from the same angle as the steering wheel angle.
  • the control device 100 controls the steering mechanism drive section 110 to drive the steering mechanism 111, and as shown in FIG. Increase (A2>A1). A steering angle in the turning direction is added to increase the lateral acceleration of the vehicle 1, and the vehicle 1 turns in a steering angle additional turning state in which the steering angle is greater than the steering angle at the time of equilibrium.
  • a force that changes the tilt angle acts on the vehicle 1 as the steering angle changes.
  • the control device 100 suppresses this change by controlling the tilt mechanism driving section 120 to drive the tilt mechanism 121 .
  • a force that tends to raise the vehicle 1 that is, a force that reduces the tilt angle B1 acts on the vehicle 1.
  • the tilt mechanism driver 120 can be controlled to maintain the angle B1. That is, the control device 100 performs control so that the tilt angle B2 during rotation control shown in FIG. 3(c) is the same as the tilt angle B1 during balancing.
  • control device 100 further increases the steering angle from the turning state in which the gravity and the centrifugal force toward the turning outer side are balanced at the steering angle and the tilt angle according to the turning operation of the vehicle 1.
  • the lateral acceleration acting on the center of gravity is increased to lateral acceleration G2.
  • the control device 100 can suppress changes in the tilt angle of the vehicle 1 that occur as the steering angle increases.
  • FIG. 4 is a diagram showing an example of measured values of lateral acceleration obtained by performing turning control of a leaning vehicle.
  • the vehicle 1 controls the steering device 10 and the tilting device 20 from a turning state in which the gravity acting on the vehicle body at the steering angle and the tilting angle according to the turning operation of the occupant is balanced with the centrifugal force toward the turning outer side. 1 is increased to a lateral acceleration set based on the speed of the vehicle 1, and when the speed range up to the maximum speed of the vehicle 1 is divided into five equal regions, The steering device 10 and the tilt device 20 are controlled so that the lateral acceleration change rate with respect to the vehicle speed change becomes smaller than the lateral acceleration change rate with respect to the vehicle speed change in the lowest 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. 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.
  • 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.
  • Data 210a indicated by a dashed line in FIG. 4 indicates the lateral acceleration that the control device 100 applies to the center of gravity of the vehicle 1 by performing turning control.
  • Data 210b indicated by a solid line in FIG. 4 represents an example of measured values of the lateral acceleration acting on the center of gravity of the vehicle 1 during 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. 4, the preset lateral acceleration data 210a may not match the measured lateral acceleration data 210b.
  • the 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 turning control by the control device 100 also includes control indicating that the measured value of the lateral acceleration of the vehicle 1 differs from the data 210a set in the setting information 200, as indicated by the data 210b.
  • the measured value of the lateral acceleration acting on the center of gravity of the vehicle 1 during turning becomes a value that is greater than the lateral acceleration acting on the center of gravity of the vehicle 1 during balancing. control is included.
  • FIG. 5 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. 5A to 5C 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. 5(a) is the 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. 5(b) 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. 5(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. 5(a) indicates the lateral acceleration during equilibrium.
  • the target lateral acceleration indicated by the solid line data 220 is set so that the difference from the lateral acceleration at equilibrium in the low vehicle speed region is smaller than the difference from the lateral acceleration at equilibrium in the high vehicle speed region.
  • the dashed line in FIG. 5(b) indicates the steering angle at the time of balancing.
  • the target steering angle indicated by the solid line data 220 has the same value as the steering angle at equilibrium in a part of the vehicle speed range from 0 (zero) to a predetermined speed, and the steering angle at equilibrium in the other speed regions. The difference from the target steering angle becomes smaller as the vehicle speed becomes higher than the angle.
  • FIG. 5(c) does not show the tilt angle when balanced, when the control device 100 performs turning control to maintain the tilt angle when balanced, the target tilt angle shown in FIG. It will match the tilt angle at the time.
  • 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. 5(a) is a diagram showing an example of setting information for the control device 100 to determine the lateral acceleration during 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. 5(b) and data 230 shown in FIG. 5(c) instead of or in addition to the data 210 shown in FIG. 5(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. 6 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. 6 are obtained from the data 210, 220, and 230 shown in FIG.
  • Target lateral acceleration Ac1 and target steering angle D1 shown in FIG. 6(a) correspond to lateral acceleration Ac1 shown in FIG. 5(a) and steering angle D1 shown in FIG. 5(b), respectively.
  • the target lateral acceleration Ac1 and the target tilt angle D2 shown in FIG. 6(b) correspond to the lateral acceleration Ac1 shown in FIG. 5(a) and the tilt angle D2 shown in FIG. 5(c), respectively.
  • Data 221 in FIG. 6(a) indicates the correspondence between the target steering angle and the target lateral acceleration.
  • Data 231 in FIG. 6B 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. 5(a), data 221 shown in FIG. 6(a), and data 231 shown in FIG. 6(b).
  • the control device 100 which has determined 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. 6(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. 7 is a diagram showing a specific example of the vehicle 1.
  • FIG. 8 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 driving section
  • a tilting mechanism 121 is driven by a tilting actuator 120 functioning as a tilting mechanism driving section.
  • the vehicle 1 shown in FIGS. 7 and 8 has a double wishbone type tilting mechanism 121 on the frame 40 in front of the handle 30 .
  • the structure and operation of such a vehicle 1 are disclosed, for example, in International Publication No. WO 2017/082426 by the applicant of the present application, and detailed description thereof will be omitted.
  • 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 shock absorber 605L is rotatably connected to the crossbar forming the left lower arm 602L.
  • One end of the left rod 610L is rotatably connected to the crossbar, and the other end of the left rod 610L is rotatably connected to the right end of the coupling mechanism 630.
  • the lower end of right shock absorber 605R is rotatably connected to a crossbar forming right lower arm 602R.
  • One end of the right rod 610R is rotatably connected to this crossbar, and the other end of the right rod 610R is rotatably connected to the left end of the coupling mechanism 630.
  • the upper end of the left damping device 605L is rotatably connected to the left end of the coupling mechanism 630, and the upper end of the right damping device 605R is rotatably connected to the right end of the coupling mechanism 630.
  • the two shock absorbers 605L and 605R are known as so-called front suspensions in conventional vehicles, so a detailed description thereof will be omitted.
  • the upper end of the center arm 620 is rotatably connected to the center of the connecting mechanism 630 .
  • the lower end of center arm 620 is rotatably connected to frame 40 .
  • the coupling mechanism 630 swings left and right around the connection with the center arm 620, 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 rotates the center arm 620 so that the center arm 620 rotates around its lower end.
  • the relative positions of the left front wheel 11L and the right front wheel 11R with respect to the frame 40 via the coupling mechanism 630 change in the vertical direction of the vehicle body.
  • the center arm 620 and the frame 40 rotate relative to each other, so that the vehicle body and the left front wheel 11L and the right front wheel 11R are tilted at the same tilt angle as described in FIG.
  • 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 tilt actuator 120 tilts the front left wheel 11L and the front right wheel 11R to the left.
  • the tilt actuator 120 tilts the left front wheel 11L and the right front wheel 11R rightward.
  • an electric motor fixed to frame 40 is utilized as tilt actuator 120 .
  • the tilt actuator control unit 105 can control 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 tilt mechanism 121 .
  • the control of the tilt actuator 120 is performed by controlling the output torque (tilt torque) of the tilt actuator 120, for example.
  • the steering mechanism 111 of the vehicle 1 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.
  • Steering shaft 401 is not mechanically connected to steering wheel 30 .
  • 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, thereby rotating the left front wheel 11L around the axis C2a shown in FIG.
  • 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 .
  • the steering actuator 110 moves the left tie rod 402L and the right tie rod 402R so that the left front wheel 11L and the right front wheel 11R turn leftward.
  • the steering actuator 110 moves the left tie rod 402L and the right tie rod 402R so that the left front wheel 11L and the right front wheel 11R turn to the right.
  • an electric motor fixed to the frame 40 is used as the steering actuator 110.
  • the steering angle can be controlled by the steering actuator control section 103 controlling the rotation direction and rotation angle of the output shaft of the electric motor connected to the steering shaft 401 .
  • the steering actuator 110 is controlled, for example, by controlling the output torque (steering torque) of the steering actuator 110 .
  • 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 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 .
  • a force acts on the vehicle 1 to raise the vehicle 1 to the outside of the turn, that is, to reduce the tilt angle.
  • 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 increases to the target steering angle larger than the steering angle at the time of balancing, 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. 9 is a diagram 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 rotational 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. 9 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. 8 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. 10 is a diagram for explaining an example of turning control performed using vehicle speed and steering wheel angle.
  • the vehicle information acquisition unit 101 shown in FIG. 10A 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. 10(b) is a diagram showing an example of setting information used when performing 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. 10(b) shows an example of three data 240a to 240c, and target 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 defined by dividing the speed range from 0 (zero) to the maximum speed Vmax of the vehicle 1 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 increases to the target steering angle larger than the steering angle at the time of balancing, 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. 11 is a diagram for explaining an example of turning control performed using feedback control.
  • a vehicle information acquisition unit 101 shown in FIG. 11 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 increases to the target steering angle larger than the steering angle at the time of balancing, 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. 12(a) is a schematic diagram showing the tilt mechanism 121 of the vehicle 1 traveling straight.
  • FIG. 12(b) is a schematic diagram showing the tilt mechanism 121 of the vehicle 1 during turning.
  • the vehicle 1 traveling straight is in an upright state with an inclination angle of approximately 0 degrees as shown in FIG. 12(a).
  • the control device 100 performs turning control so that the left front wheel 11L and the right front wheel 11R and the frame 40, that is, the vehicle body, tilt at the same tilt angle as shown in FIG. 12(b). tilted state.
  • the tilted state shown in FIG. 12(b) returns to the upright state shown in FIG. 12(a).
  • control device 100 can control tilt actuator 120 to apply torque to center arm 620 .
  • control device 100 acquires the angular velocity of the center arm 620 rotating around the axis Ca, and controls the tilt actuator 120 so that torque corresponding to the angular velocity acts on the center arm 620 .
  • control device 100 controls tilt actuator 120 to apply counterclockwise torque to center arm 620 .
  • control device 100 controls tilt actuator 120 to apply clockwise torque to center arm 620 .
  • the angular velocity is detected using a potentiometer, a gyro, an IMU, or the like, although the method for obtaining the angular velocity is conventionally known and will not be described.
  • the angular velocity of the center arm 620 can be obtained by detecting a change in the angle of the rotating center arm 620 with a potentiometer and performing a differentiation operation.
  • FIG. 12(c) is a diagram showing the relationship between the angular velocity of the center arm 620 and the torque applied to the center arm 620 by the tilt actuator 120.
  • FIG. 12(c) is a diagram showing the relationship between the angular velocity of the center arm 620 and the torque applied to the center arm 620 by the tilt actuator 120.
  • FIG. 12(c) is a diagram showing the relationship between the angular velocity of the center arm 620 and the torque applied to the center arm 620 by the tilt actuator 120.
  • FIG. 12(c) is a diagram showing the relationship between the angular velocity of the center arm 620 and the torque applied to the center arm 620 by the tilt actuator 120.
  • FIG. 12(c) is a diagram showing the relationship between the angular velocity of the center arm 620 and the torque applied to the center arm 620 by the tilt actuator 120.
  • FIG. 12(c) is a diagram showing the relationship between the angular velocity of the center arm 620 and the torque applied to the center arm 620 by the tilt actuator
  • Control device 100 increases the value of the torque applied to center arm 620 by tilt actuator 120 by increasing the value of current flowing through tilt actuator 120 as the value of the angular velocity of center arm 620 increases.
  • the control device 100 causes the tilt actuator 120 to generate torque of a value calculated by multiplying the value of the angular velocity of the center arm 620 by a predetermined coefficient.
  • the control device 100 can also change the value of the torque generated by the tilt actuator 120 to suppress vibration according to the tilt angle of the vehicle 1 .
  • the control device 100 can cause the tilt actuator 120 to generate torque based on the setting information.
  • the tilt actuator 120 is moved to the center arm 620 when the tilt angle is small compared to when the tilt angle is large.
  • the setting information is prepared so that the torque applied to the center arm 620 for vibration suppression increases as the tilt angle gradually decreases from the tilted state and approaches the upright state.
  • Torque value can be changed.
  • the control device 100 can prepare setting information so that the torque value determined based on the angular velocity is increased or decreased by a predetermined rate according to the tilt angle of the vehicle 1 .
  • the control device 100 can also change the value of the torque generated by the tilt actuator 120 to suppress vibration according to the vehicle speed of the vehicle 1 .
  • the control device 100 can cause the tilt actuator 120 to generate torque based on the setting information.
  • setting information so that torque for the purpose of vibration suppression is applied from the tilt actuator 120 to the center arm 620 in a predetermined vehicle speed range, or torque for the purpose of vibration suppression is not applied in the predetermined vehicle speed range.
  • control device 100 causes tilt actuator 120 to generate torque based on the setting information.
  • the control device 100 determines the torque value from the angular velocity of the center arm 620 based on the relationship shown in FIG. By referring to the set information, the torque value can be changed based on the vehicle speed.
  • the vehicle 1 and the tilt mechanism 121 shown in this embodiment are examples, and the structures of the vehicle 1 and the tilt mechanism 121 are not limited to these.
  • a vehicle capable of controlling the steering angle and the tilt angle such as a vehicle having a parallelogram link type tilt mechanism, can perform turning control as described above.
  • any vehicle capable of connecting a vertically elongated tower-shaped member to the left and right steering wheels via an arm-shaped member extending in the left-right direction and controlling an actuator that drives the tower-shaped member to rotate may be used.
  • vibration suppression control can be performed to suppress vibration of the tower member.
  • the turning control has mainly been described for the control until the vehicle 1 is turned into a turning state. Control is performed to return the 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 a turning operation by an occupant and starts turning control. It may be a mode in which it is started by detecting a change in 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 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 steered wheels and one rear wheel 12 that is a drive wheel. It may have two rear wheels, or two front wheels, which are steered wheels, and two rear wheels, which 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.
  • the vehicle speed, steering wheel angle, etc. are used as input values, and output values such as target lateral acceleration, target steering angle, and target tilt angle are obtained.
  • 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 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.
  • the tilt angle control may be performed after performing the control to increase the steering angle first.
  • 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.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)

Abstract

L'invention fournit un véhicule inclinable qui tourne par inclinaison de la carrosserie de véhicule. Le véhicule inclinable est formé d'un cadre qui forme la carrosserie de véhicule, d'une pluralité de roues qui comprend une roue directrice avant gauche et une roue directrice avant droite, un élément de bras gauche qui relie la roue directrice avant gauche au cadre, un élément de bras droit qui relie la roue directrice avant droite au cadre, un élément de type tour qui a une forme de tour s'étendant vers le haut à partir d'un côté d'extrémité relié au cadre à l'autre côté d'extrémité sur lequel un élément d'accouplement est disposé et peut tourner autour d'un axe dans la direction avant-arrière de carrosserie de véhicule, d'un dispositif d'absorption de choc gauche qui est relié à l'élément d'accouplement à une extrémité et est relié au bras gauche à l'autre extrémité, d'un dispositif d'absorption de choc droit qui est relié à l'élément d'accouplement à une extrémité et est relié au bras droit à l'autre extrémité, d'un actionneur d'inclinaison qui fait tourner l'élément de type tour autour de l'axe pour modifier l'angle d'inclinaison de la roue directrice avant gauche, de la roue directrice avant droite et de la carrosserie de véhicule, et d'une unité d'acquisition d'informations de véhicule qui acquiert une vitesse angulaire de rotation de l'élément de type tour autour de l'axe. Le véhicule inclinable commande l'actionneur d'inclinaison de sorte que le couple vers une direction pour supprimer la vitesse angulaire de rotation est appliqué de l'actionneur d'inclinaison à l'élément de type tour et de sorte que le couple, au moment où la vitesse angulaire de rotation est élevée, est supérieur au couple au moment où la vitesse angulaire de rotation est faible.
PCT/JP2022/002878 2022-01-26 2022-01-26 Véhicule inclinable WO2023144924A1 (fr)

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PCT/JP2022/002878 WO2023144924A1 (fr) 2022-01-26 2022-01-26 Véhicule inclinable
PCT/JP2022/047142 WO2023145321A1 (fr) 2022-01-26 2022-12-21 Véhicule inclinable

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PCT/JP2022/047142 WO2023145321A1 (fr) 2022-01-26 2022-12-21 Véhicule inclinable

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Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2018149962A (ja) * 2017-03-14 2018-09-27 ヤマハ発動機株式会社 リーン車両及びロール角制御方法
JP2018193010A (ja) * 2017-05-19 2018-12-06 株式会社エクォス・リサーチ 車両
JP2019098885A (ja) * 2017-11-30 2019-06-24 株式会社エクォス・リサーチ 車両

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2020075518A (ja) * 2017-03-14 2020-05-21 ヤマハ発動機株式会社 前二輪逆操舵リーン車両

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2018149962A (ja) * 2017-03-14 2018-09-27 ヤマハ発動機株式会社 リーン車両及びロール角制御方法
JP2018193010A (ja) * 2017-05-19 2018-12-06 株式会社エクォス・リサーチ 車両
JP2019098885A (ja) * 2017-11-30 2019-06-24 株式会社エクォス・リサーチ 車両

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