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WO2018180754A1 - Véhicule - Google Patents

Véhicule Download PDF

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Publication number
WO2018180754A1
WO2018180754A1 PCT/JP2018/010992 JP2018010992W WO2018180754A1 WO 2018180754 A1 WO2018180754 A1 WO 2018180754A1 JP 2018010992 W JP2018010992 W JP 2018010992W WO 2018180754 A1 WO2018180754 A1 WO 2018180754A1
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WO
WIPO (PCT)
Prior art keywords
vehicle
front wheels
wheel
angle
vehicle body
Prior art date
Application number
PCT/JP2018/010992
Other languages
English (en)
Japanese (ja)
Inventor
敬造 荒木
水野　晃
Original Assignee
株式会社エクォス・リサーチ
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 株式会社エクォス・リサーチ filed Critical 株式会社エクォス・リサーチ
Publication of WO2018180754A1 publication Critical patent/WO2018180754A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G21/00—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces
    • B60G21/02—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected
    • B60G21/04—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically
    • B60G21/05—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically between wheels on the same axle but on different sides of the vehicle, i.e. the left and right wheel suspensions being interconnected
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
    • B62K5/00—Cycles with handlebars, equipped with three or more main road wheels
    • B62K5/10—Cycles with handlebars, equipped with three or more main road wheels with means for inwardly inclining the vehicle body on bends

Definitions

  • This specification relates to a vehicle that turns with the vehicle body tilted.
  • a vehicle that tilts the vehicle body when turning is proposed.
  • the yaw angular velocity around the yaw axis of the vehicle body or A technique for driving a roll angle adjustment device based on at least a yaw angular acceleration command value has been proposed.
  • the running stability of the vehicle may be reduced due to a change in the direction of the steered wheels (that is, the steering angle).
  • the direction of the steered wheel is rotated from the straight direction to start turning, a lateral force acts on the vehicle body, and the tilt angle of the vehicle body may change unintentionally.
  • This specification discloses a technique capable of suppressing a decrease in running stability.
  • a vehicle The car body, Three or more wheels including a pair of front wheels disposed apart from each other in the width direction of the vehicle, and a rear wheel that is a steering wheel that is rotatable to the left and right with respect to the vehicle body;
  • An operation input unit for inputting a turning direction by operating;
  • a tilt mechanism for tilting the vehicle body in the width direction;
  • a front wheel support portion for supporting each of the pair of front wheels;
  • each of the pair of front wheels is supported so as to be turnable to the left and right with respect to the vehicle body, With respect to each of the pair of front wheels, the intersection of the rotation axis of the front wheels and the ground is configured to be positioned before the center position of the contact area between the front wheels and the ground. vehicle.
  • a traveling portion of the pair of front wheels includes an accelerating portion that promotes returning from the direction deviated from the straight traveling direction to the straight traveling direction; vehicle.
  • This configuration can improve the responsiveness in the direction of the pair of front wheels when the running state of the vehicle shifts from turning to straight running.
  • the vehicle according to application example 2 includes an elastic body that applies a force to the front wheel support portion to return the traveling direction of the pair of front wheels from the direction shifted from the straight traveling direction to the straight traveling direction. vehicle.
  • the promotion unit can appropriately improve the responsiveness in the direction of the pair of front wheels.
  • a mode such as a vehicle, a vehicle control device, and a vehicle control method.
  • FIG. 2 is a right side view of the vehicle 10.
  • FIG. 2 is a top view of the vehicle 10.
  • FIG. 2 is a bottom view of the vehicle 10.
  • FIG. 2 is a rear view of the vehicle 10.
  • FIG. 1 is a schematic diagram showing a state of a vehicle 10. It is explanatory drawing of the balance of the force at the time of turning. It is explanatory drawing which shows the simplified relationship between steering angle AF and turning radius R.
  • FIG. 2 is a block diagram showing a configuration related to control of a vehicle 10.
  • FIG. It is a flowchart which shows the example of a control process. It is explanatory drawing of another Example of a front-wheel support part. It is a graph which shows the result of simulation. It is explanatory drawing of another Example of a front-wheel support part.
  • 1 to 4 are explanatory views showing a vehicle 10 as one embodiment.
  • 1 shows a right side view of the vehicle 10
  • FIG. 2 shows a top view of the vehicle 10
  • FIG. 3 shows a bottom view of the vehicle 10
  • FIG. 4 shows a rear view of the vehicle 10.
  • 1 to 4 show six directions DF, DB, DU, DD, DR, and DL.
  • the forward direction DF is a forward direction of the vehicle 10
  • the rear direction DB is a direction opposite to the forward direction DF.
  • the upward direction DU is a vertically upward direction
  • the downward direction DD is a direction opposite to the upward direction DU.
  • the right direction DR is the right direction as viewed from the vehicle 10 traveling in the forward direction DF
  • the left direction DL is the opposite direction of the right direction DR.
  • the directions DF, DB, DR, and DL are all horizontal directions.
  • the right and left directions DR and DL are perpendicular to the forward direction DF.
  • the vehicle 10 is a small vehicle for single passenger.
  • the vehicle 10 (FIGS. 1 and 2) includes a vehicle body 90, one rear wheel 12B coupled to the vehicle body 90, and a width direction of the vehicle 10 coupled to the vehicle body 90 (ie, a direction parallel to the right direction DR).
  • This is a tricycle having two front wheels 12L and 12R arranged apart from each other.
  • the rear wheel 12 ⁇ / b> B is a steerable drive wheel and is disposed at the center in the width direction of the vehicle 10.
  • the front wheels 12L and 12R are disposed symmetrically with respect to the center of the vehicle 10 in the width direction.
  • the vehicle body 90 (FIG. 1) has a main body 20.
  • the main body 20 includes a front portion 20a, a bottom portion 20b, a rear portion 20c, a support portion 20d, and a connection base 20e fixed to the front portion 20a.
  • the bottom 20b is a plate-like portion that extends in a horizontal direction (that is, a direction perpendicular to the upward direction DU).
  • the front portion 20a is a plate-like portion that extends obliquely from the end portion on the front direction DF side of the bottom portion 20b toward the front direction DF side and the upward direction DU side.
  • the connection base 20e is a portion fixed to the end portion on the front direction DF side of the front portion 20a.
  • the rear portion 20c is a plate-like portion that extends obliquely from the end on the rear DB side of the bottom portion 20b toward the rear DB side and the upper DU side.
  • the support portion 20d is a plate-like portion extending from the upper end of the rear portion 20c toward the rear direction DB. As will be described later, the support portion 20d supports the steering device 81.
  • the main body 20 includes, for example, a metal frame and a panel fixed to the frame.
  • the vehicle body 90 (FIG. 1) further includes a seat 11 fixed on the bottom portion 20b, an accelerator pedal 45 and a brake pedal 46 disposed on the front DF side of the seat 11 on the bottom portion 20b, and a seat of the seat 11.
  • a control device 110 disposed below the surface and fixed to the bottom portion 20b, a battery 120 fixed to a portion of the bottom portion 20b below the control device 110, a steering device 81 fixed to the support portion 20d, It has a shift switch 47 attached to the connection base 20e, a handle 41a attached to the connection base 20e, and a front wheel support portion 70 attached to the connection base 20e.
  • other members for example, a roof, a headlamp, etc.
  • the vehicle body 90 includes a member fixed to the main body portion 20.
  • the accelerator pedal 45 is a pedal for accelerating the vehicle 10.
  • the depression amount of the accelerator pedal 45 (also referred to as “accelerator operation amount”) represents the acceleration force desired by the user.
  • the brake pedal 46 is a pedal for decelerating the vehicle 10.
  • the amount of depression of the brake pedal 46 (also referred to as “brake operation amount”) represents the deceleration force desired by the user.
  • the shift switch 47 is a switch for selecting a travel mode of the vehicle 10. In the present embodiment, one of the three driving modes of “drive”, “neutral”, and “parking” can be selected.
  • Drive is a mode in which the drive wheels 12B are driven forward
  • Negtral is a mode in which the drive wheels 12B are rotatable
  • Parking is at least one wheel (for example, the rear wheels 12B). Is a mode in which rotation is impossible.
  • the steering device 81 (FIG. 1) is a device that supports the rear wheel 12B so that the rear wheel 12B can turn left and right about the rotation axis Ax1.
  • the steering device 81 includes a rear fork 87 that rotatably supports the rear wheel 12B, and a steering motor 65 that rotates the rear fork 87 (that is, the rear wheel 12B) about the rotation axis Ax1.
  • the steering motor 65 is fixed to the support portion 20 d of the main body portion 20.
  • FIG. 1 for the sake of explanation, the portion hidden behind the rear fork 87 in the rear wheel 12 ⁇ / b> B is also shown by a solid line.
  • FIG. 2 for the sake of explanation, the steering device 81 and the rear wheel 12 ⁇ / b> B that are hidden in the main body 20 are indicated by solid lines.
  • the rear fork 87 (FIG. 1) is a telescopic type fork incorporating a suspension (coil spring and shock absorber), for example.
  • the steering motor 65 is an electric motor having a stator and a rotor, for example. One of the stator and the rotor is fixed to the main body 20, and the other is fixed to the end portion on the upper DU side of the rear fork 87.
  • the rear wheel 12B (FIG. 1) has a wheel 12Ba having a rim and a tire 12Bb mounted on the rim of the wheel 12Ba.
  • the rear wheel 12 ⁇ / b> B is rotatably supported at an end portion on the lower DD side of the rear fork 87.
  • an electric motor 51 for driving is provided between the wheel 12Ba and the rear fork 87 (also referred to as the driving motor 51).
  • the drive motor 51 has a stator and a rotor (not shown). One of the rotor and the stator is fixed to the wheel 12Ba, and the other is fixed to the rear fork 87.
  • the rotation axis of the drive motor 51 is the same as the rotation axis of the wheel 12Ba and is parallel to the right direction DR.
  • the drive motor 51 is an in-wheel motor that directly drives the rear wheel 12B.
  • the handle 41a attached to the connection base 20e is an example of an operation input unit in which a turning direction and an operation amount desired by the user are input by an operation by the user.
  • the handle 41a (FIG. 1) is rotatable about a support bar 41ax extending along the rotation axis of the handle 41a.
  • the turning direction (right or left) of the handle 41a indicates the turning direction desired by the user.
  • the amount of operation of the handle 41a from a predetermined direction indicating straight travel hereinafter also referred to as “handle angle” indicates the magnitude of the steering angle AF (FIG. 2).
  • the steering angle AF is an angle in a direction D12B in which the rotating rear wheel 12B travels with respect to the front direction DF when the vehicle 10 is viewed in the downward direction DD.
  • This direction D12B is a direction perpendicular to the rotation axis of the rear wheel 12B.
  • the steered wheels are not the front wheels 12L and 12R but the rear wheels 12B, so the direction D12B of the rear wheels 12B rotates toward the side opposite to the turning direction.
  • “AF> zero” indicates that the turning direction is the right direction DR (that is, the direction D12B indicates the left direction DL side).
  • AF ⁇ zero indicates that the turning direction is the left direction DL (that is, the direction D12B faces the right direction DR side).
  • the control device 110 (FIG. 1) adjusts the direction of the rear fork 87 (that is, the steering angle AF of the rear wheel 12B (FIG. 2)) to the direction of the handle 41a.
  • the steering motor 65 is controlled to change.
  • the rotation axis Ax1 of the steering device 81 is approximately perpendicular to the ground GL.
  • the contact center PB of the rear wheel 12B with the ground GL is approximately at the same position as the intersection of the rotation axis Ax1 and the ground GL.
  • the contact center PB is the center of the contact area CAB between the rear wheel 12B and the ground GL.
  • the center of the contact area indicates the position of the center of gravity of the contact area.
  • the center of gravity of the region is the position of the center of gravity when it is assumed that the mass is evenly distributed in the region.
  • the two front wheels 12L and 12R are rotatably supported by the front wheel support portion 70.
  • the front wheel support portion 70 includes a link mechanism 30, a lean motor 25 fixed to the upper portion of the link mechanism 30, a shaft support portion 75 that rotatably supports the link mechanism 30, and a suspension 17L fixed to the link mechanism 30. , 17R, and support portions 171L, 171R fixed to the suspensions 17L, 17R, respectively.
  • the portion hidden in the right front wheel 12R in the right suspension 17R is also shown by a solid line for the sake of explanation. 1 to 3, the link mechanism 30 is shown in a simplified manner.
  • the link mechanism 30 (FIG. 4) is a so-called parallel link.
  • the link mechanism 30 includes three vertical link members 33L, 21, 33R arranged in order toward the right direction DR, and two horizontal link members 31U, 31D arranged in order in the downward direction DD. .
  • the vertical link members 33L, 21, and 33R extend in parallel with each other from the upper direction DU side toward the lower direction DD side.
  • the lateral link members 31U and 31D extend in parallel to each other. In the drawing, the lateral link members 31U and 31D extend in the horizontal direction.
  • the two vertical link members 33L and 33R and the two horizontal link members 31U and 31D form a parallelogram link mechanism.
  • the upper horizontal link member 31U connects the upper ends of the vertical link members 33L and 33R.
  • the lower horizontal link member 31D connects the lower ends of the vertical link members 33L and 33R.
  • the middle vertical link member 21 connects the central portions of the horizontal link members 31U and 31D.
  • the middle vertical link member 21 extends to the vertically upward direction DU side from the upper horizontal link member 31U. An end portion on the upper direction DU side of the middle vertical link member 21 is supported by the shaft support portion 75.
  • the shaft support portion 75 is fixed to the connection base 20 e of the main body portion 20.
  • the shaft support portion 75 includes a bearing that supports the middle / longitudinal link member 21.
  • the shaft support part 75 supports the middle / longitudinal link member 21 (and thus the link mechanism 30) so as to be pivotable to the left and right around the pivot axis Ax2.
  • the rotation axis Ax2 of the front wheel support portion 70 is inclined obliquely with respect to the ground GL. Specifically, the direction toward the downward direction DD parallel to the rotation axis Ax2 is directed obliquely forward.
  • the vertical link members 33L, 21 and 33R of the link mechanism 30 (FIG. 4) each extend in parallel to the rotation axis Ax2.
  • the link members 33L, 33R, 31U, 31D, and 21 constituting the link mechanism 30 are connected to each other so as to be rotatable, and the rotation axis is perpendicular to the rotation axis Ax2.
  • the link members 33L, 21, 33R, 31U, 31D are made of, for example, metal.
  • the left suspension 17L is fixed to the end of the left vertical link member 33L on the lower direction DD side.
  • the left suspension 17L is a rod-like member extending in the downward direction DD side in parallel with the left vertical link member 33L.
  • a left support portion 171L that rotatably supports the left front wheel 12L is fixed to an end on the lower DD side of the left suspension 17L.
  • the right suspension 17R is fixed to the end of the right vertical link member 33R on the lower direction DD side.
  • the right suspension 17R is a member that extends toward the downward direction DD in parallel with the right vertical link member 33R.
  • a right support portion 171R that rotatably supports the right front wheel 12R is fixed to an end on the lower DD side of the right suspension 17R.
  • these suspensions 17L and 17R are telescopic suspensions incorporating a coil spring and a shock absorber.
  • the suspensions 17L and 17R can absorb vibrations in the extending direction of the suspensions 17L and 17
  • the right front wheel 12R (FIG. 1) has a wheel 12Ra having a rim and a tire 12Rb attached to the rim of the wheel 12Ra. As illustrated in FIG. 4, the wheel 12Ra is disposed on the right direction DR side of the right support portion 171R and is rotatably supported by the right support portion 171R.
  • the configuration of the left front wheel 12L is the same as the configuration of the right front wheel 12R.
  • the left front wheel 12L includes a wheel 12La and a tire 12Lb.
  • the wheel 12La is disposed on the left direction DL side of the left support portion 171L, and is rotatably supported by the left support portion 171L.
  • FIG. 4 shows a state in which the rotation axes ArR, ArL of the front wheels 12R, 12L are perpendicular to the front direction DF. That is, in the state of FIG. 4, the traveling direction of the front wheels 12R and 12L is the front direction DF.
  • the lean motor 25 is, for example, an electric motor having a stator and a rotor.
  • One of the stator and the rotor of the lean motor 25 is fixed to the middle vertical link member 21 and the other is fixed to the upper horizontal link member 31U.
  • the rotational axis of the lean motor 25 is the same as the rotational axis of the connecting portion of the link members 31U and 21 and is located at the center in the width direction of the vehicle 10.
  • the rotor of the lean motor 25 rotates with respect to the stator, the upper horizontal link member 31U is inclined with respect to the middle vertical link member 21. Thereby, the vehicle 10 inclines.
  • FIG. 5 is a schematic diagram showing the state of the vehicle 10.
  • FIG. 5A shows a state where the vehicle 10 is standing upright
  • FIG. 5B shows a state where the vehicle 10 is tilted.
  • the vehicle upward direction DVU in the figure is the upward direction of the vehicle 10.
  • the vehicle upward direction DVU is adopted as the vehicle upward direction DVU.
  • the right front wheel 12R moves to the vehicle upward direction DVU, and the left front wheel 12L moves to the opposite side.
  • the entire vehicle 10 including the wheels 12L, 12R, 12B and eventually the vehicle body 90 is inclined toward the right direction DR.
  • the vehicle 10 tilts to the right direction DR.
  • the vehicle 10 tilts to the left direction DL side.
  • the vehicle upward direction DVU is inclined to the right direction DR side with respect to the upward direction DU.
  • the angle between the upward direction DU and the upward direction DVU when viewing the vehicle 10 facing the front direction DF is referred to as an inclination angle T.
  • T> zero indicates an inclination toward the right direction DR
  • T ⁇ zero indicates an inclination toward the left direction DL.
  • the tilt angle T of the vehicle 10 can be referred to as the tilt angle T of the vehicle body 90.
  • the lean motor 25 has a lock mechanism (not shown) that fixes the lean motor 25 so as not to rotate.
  • the lock mechanism By operating the lock mechanism, the upper horizontal link member 31U is fixed to the middle vertical link member 21 so as not to rotate.
  • the tilt angle T is fixed.
  • the locking mechanism is preferably a mechanical mechanism that does not consume power while the lean motor 25 (and thus the link mechanism 30) is being fixed.
  • FIG. 5 (A) and FIG. 5 (B) show the tilt axis AxL.
  • the tilt axis AxL is located on the ground GL.
  • the link mechanism 30 and the lean motor 25 can tilt the vehicle 10 right and left around the tilt axis AxL.
  • the tilt axis AxL is located on the ground GL and is a straight line that passes through the contact center PB between the rear wheel 12B and the ground GL and is parallel to the front direction DF.
  • a member (here, supporting portions 171L, 171R, suspensions 17L, 17R and link mechanism 30) that rotatably supports the front wheels 12L, 12R, and a lean motor 25 as an actuator that operates the link mechanism 30
  • a tilt mechanism 79 that tilts in the width direction of the vehicle 10 is configured.
  • the tilt angle T is a tilt angle by the tilt mechanism 79.
  • a direction D12F shown in FIG. 2 indicates the traveling direction of the rotating front wheels 12R and 12L.
  • the shaft support 75 can turn the link mechanism 30 and thus the front wheels 12R and 12L from the state in which the direction D12F faces the front direction DF to the right direction DR side and the left direction DL side, respectively. it can.
  • the rotation angle AG in the figure is an angle in the traveling direction D12F of the front wheels 12R and 12L with respect to the front direction DF when the vehicle 10 is viewed in the downward direction DD.
  • AG> zero indicates that traveling direction D12F is rotated to the right direction DR side
  • AG ⁇ zero indicates that the traveling direction D12F is rotating to the left direction DL side.
  • FIG. 1 shows a state in which the inclination angle T is zero and the traveling direction D12F of the front wheels 12R and 12L is the front direction DF.
  • the rotation axis ArL of the left front wheel 12L (FIG. 4) and the rotation axis ArR of the right front wheel 12R are located on the same straight line.
  • FIG. 1 also shows a contact center P1R of the right front wheel 12R with the ground GL and a contact center P1L of the left front wheel 12L with the ground GL.
  • the right contact center P1R is the center of the contact area CA1R between the right front wheel 12R and the ground GL.
  • the left contact center P1L is the center of the contact area CA1L between the left front wheel 12L and the ground GL.
  • the positions of these contact centers P1R and P1L in the forward direction DF are approximately the same.
  • the intersection P2 between the rotation axis Ax2 of the front wheel support portion 70 and the ground GL is located closer to the front direction DF than the contact centers P1R and P1L of the front wheels 12R and 12L with the ground GL. Yes.
  • the distance Lt in the backward direction DB between these points P1R and P1L and the point P2 is called a trail.
  • the positive trail Lt indicates that the contact centers P1R and P1L are located on the rear side DB side with respect to the intersection point P2.
  • An angle CA formed by the vertically upward direction DU and the direction toward the vertically upward direction DU along the rotation axis Ax2 is also referred to as a caster angle.
  • the fact that the caster angle CA is larger than zero indicates that the direction toward the vertically upward direction DU along the rotation axis Ax2 is inclined obliquely backward.
  • FIG. 1, FIG. 5 (A), and FIG. 5 (B) show the center of gravity 90c.
  • the center of gravity 90c is the center of gravity of the vehicle body 90 in a fully loaded state.
  • the full load state is a state in which the vehicle 10 is loaded with passengers (and luggage if possible) so that the total weight of the vehicle 10 becomes an allowable total vehicle weight.
  • the maximum weight of luggage may not be specified, and the maximum capacity may be specified.
  • the center of gravity 90 c is the center of gravity in a state where the maximum number of passengers associated with the vehicle 10 has boarded the vehicle 10.
  • a reference weight for example, 55 kg
  • the maximum weight of luggage may be specified.
  • the center of gravity 90c is the center of gravity of the vehicle body 90 in a state where a maximum number of passengers and a maximum weight of luggage are loaded.
  • the battery 120 which is a relatively heavy element among the elements of the vehicle body 90 (FIG. 1), is disposed at a low position. Specifically, the battery 120 is fixed to the bottom portion 20 b that is the lowest portion of the main body portion 20 of the vehicle body 90. Therefore, the center of gravity 90c can be easily lowered.
  • FIG. 6 is an explanatory diagram of the balance of force during turning.
  • the control device 110 (FIG. 1) controls the lean motor so that the front wheels 12L and 12R (and thus the vehicle 10) are inclined in the right direction DR with respect to the ground GL. 25 may be controlled.
  • a first force F ⁇ b> 1 in the drawing is a centrifugal force acting on the vehicle body 90.
  • the second force F ⁇ b> 2 is gravity that acts on the vehicle body 90.
  • the mass of the vehicle body 90 is m (kg)
  • the gravitational acceleration is g (approximately 9.8 m / s 2 )
  • the inclination angle of the vehicle 10 with respect to the vertical direction is T (degrees)
  • the turning radius is R (m).
  • the first force F1 and the second force F2 are expressed by the following formulas 1 and 2.
  • F1 (mV 2 ) / R (Formula 1)
  • F2 mg (Formula 2)
  • a force F1b in the figure is a component of the first force F1 in a direction perpendicular to the vehicle upward direction DVU.
  • the force F2b is a component of the second force F2 in a direction perpendicular to the vehicle upward direction DVU.
  • the force F1b and the force F2b are expressed by the following formulas 3 and 4.
  • F1b F1 cos (T) (Formula 3)
  • F2b F2 sin (T) (Formula 4)
  • the force F1b is a component that rotates the vehicle upward direction DVU to the left direction DL side
  • the force F2b is a component that rotates the vehicle upward direction DVU to the right direction DR side.
  • FIG. 7 is an explanatory diagram showing a simplified relationship between the steering angle AF and the turning radius R.
  • the wheels 12R, 12L, and 12B viewed in the downward direction DD are shown.
  • the rear wheel 12B rotates in the left direction DL, and the vehicle 10 turns in the right direction DR.
  • the front center Cf in the figure is the center of the two front wheels 12L and 12R.
  • the front center Cf is located at the center between the front wheels 12L and 12R on the rotation axis of the front wheels 12L and 12R.
  • the position of the front center Cf is the same as the center position between the contact centers P1L and P1R of the two front wheels 12L and 12R.
  • the rear center Cb is the center of the rear wheel 12B.
  • the rear center Cb is located on the rotation axis of the rear wheel 12B.
  • the rear center Cb is located at approximately the same position as the contact center PB (FIG. 1).
  • the center Cr is the center of turning (referred to as turning center Cr).
  • the wheel base Lh is a distance in the front direction DF between the front center Cf and the rear center Cb. As shown in FIG. 1, the wheel base Lh is a distance in the front direction DF between the rotation shafts of the front wheels 12R and 12L and the rotation shaft of the rear wheel 12B.
  • the front center Cf, the rear center Cb, and the turning center Cr form a right triangle.
  • the interior angle of the point Cf is 90 degrees.
  • the interior angle of the point Cr is the same as the steering angle AF. Therefore, the relationship between the steering angle AF and the turning radius R is expressed by the following Expression 7.
  • AF arctan (Lh / R) (Formula 7)
  • the center of gravity 90c of the vehicle body 90 moves to the right direction DR side, so the traveling direction of the vehicle 10 is to the right direction DR side. Change.
  • the front wheel support portion 70 (and thus the rotation axis Ax2) also moves to the right direction DR side.
  • the contact centers P1R and P1L between the front wheels 12R and 12L and the ground GL cannot immediately move to the right direction DR side due to friction.
  • the front wheels 12L and 12R have the positive trail Lt.
  • the contact centers P1R and P1L are located on the rear side DB side with respect to the intersection P2 between the rotation axis Ax2 and the ground GL.
  • the direction of the front wheels 12R, 12L that is, the traveling direction D12F (FIG. 2)
  • the rotation direction RF in FIG. 5B indicates the rotation direction of the front wheels 12R and 12L around the rotation axis Ax2 when the vehicle body 90 is tilted to the right direction DR side.
  • the shaft support portion 75 supports the front wheel support portion 70 (and thus the front wheels 12R and 12L) so as to be freely rotatable. Therefore, the direction of the front wheels 12R and 12L naturally rotates in the tilt direction following the start of the change of the tilt angle T. Then, the vehicle 10 turns in the inclination direction.
  • FIG. 8 is a block diagram showing a configuration related to the control of the vehicle 10.
  • the vehicle 10 includes a vehicle speed sensor 122, a handle angle sensor 123, a steering angle sensor 124, a lean angle sensor 125, an accelerator pedal sensor 145, a brake pedal sensor 146, a shift switch 47, and a control related to the control.
  • the apparatus 110, the drive motor 51, the lean motor 25, and the steering motor 65 are included.
  • the vehicle speed sensor 122 is a sensor that detects the vehicle speed of the vehicle 10.
  • the vehicle speed sensor 122 is attached to the lower end of the rear fork 87 (FIG. 1), and detects the rotational speed of the rear wheel 12B, that is, the vehicle speed.
  • the steering wheel angle indicates a steering angle AF desired by the user, that is, a target value of the steering angle AF.
  • the handle angle sensor 123 is attached to a support bar 41ax fixed to the handle 41a (FIG. 1).
  • the steering angle sensor 124 is a sensor that detects the steering angle AF of the rear wheel 12B.
  • the steering angle sensor 124 is attached to the steering motor 65 (FIG. 1).
  • the lean angle sensor 125 is a sensor that detects the tilt angle T.
  • the lean angle sensor 125 is attached to the lean motor 25 (FIG. 4). As described above, the direction of the upper horizontal link member 31U with respect to the middle vertical link member 21 corresponds to the inclination angle T.
  • the lean angle sensor 125 detects the direction of the upper horizontal link member 31U relative to the middle vertical link member 21, that is, the inclination angle T.
  • the accelerator pedal sensor 145 is a sensor that detects an accelerator operation amount. In this embodiment, the accelerator pedal sensor 145 is attached to the accelerator pedal 45 (FIG. 1).
  • the brake pedal sensor 146 is a sensor that detects a brake operation amount. In this embodiment, the brake pedal sensor 146 is attached to the brake pedal 46 (FIG. 1).
  • each sensor 122, 123, 124, 125, 145, 146 is comprised using the resolver or the encoder, for example.
  • the control device 110 (FIG. 8) includes a vehicle control unit 100, a drive device control unit 101, a lean motor control unit 102, and a steering motor control unit 103. Control device 110 operates using power from battery 120 (FIG. 1). Each of the control units 100, 101, 102, and 103 has a computer. Each computer has a processor (for example, CPU), a volatile storage device (for example, DRAM), and a nonvolatile storage device (for example, flash memory). A program for the operation of the control unit is stored in advance in the nonvolatile storage device. The processor executes various processes by executing a program.
  • the processor of the vehicle control unit 100 receives signals from the sensors 122, 123, 124, 125, 145, and 146 and the shift switch 47, and controls the vehicle 10 according to the received signals. Specifically, the processor of the vehicle control unit 100 controls the vehicle 10 by outputting instructions to the drive device control unit 101, the lean motor control unit 102, and the steering motor control unit 103 (details will be described later).
  • the processor of the drive device control unit 101 controls the drive motor 51 in accordance with an instruction from the vehicle control unit 100.
  • the processor of the lean motor control unit 102 controls the lean motor 25 in accordance with an instruction from the vehicle control unit 100.
  • the processor of the steering motor control unit 103 controls the steering motor 65 in accordance with an instruction from the vehicle control unit 100.
  • These control units 101, 102, and 103 have electric circuits (for example, inverter circuits) that supply electric power from the battery 120 to the motors 51, 25, and 65 to be controlled, respectively.
  • FIG. 9 is a flowchart illustrating an example of control processing executed by the control device 110 (FIG. 8).
  • the flowchart of FIG. 9 shows the control procedure of the tilt mechanism 79 and the steering device 81. This control indicates the control when the traveling mode of the vehicle 10 is “drive”.
  • each process is provided with a symbol that combines the letter “S” and the number that follows the letter “S”.
  • the vehicle control unit 100 acquires signals from the sensors 122, 123, 124, 125, 145, and 146 and the shift switch 47. Thereby, the vehicle control unit 100 specifies the speed V, the steering wheel angle, the steering angle AF, and the tilt angle T.
  • the vehicle control unit 100 specifies the first target inclination angle T1 associated with the steering wheel angle.
  • the first target inclination angle T1 is a value obtained by multiplying the steering wheel angle (unit: degrees) by a predetermined coefficient (for example, 1/15).
  • a predetermined coefficient for example, 1/15.
  • various relations such that the absolute value of the first target inclination angle T1 increases as the absolute value of the steering wheel angle increases. It can be adopted.
  • Information representing the correspondence relationship between the steering wheel angle and the first target tilt angle T1 is stored in advance in the nonvolatile storage device of the vehicle control unit 100.
  • the vehicle control unit 100 refers to this information, and specifies the first target inclination angle T1 corresponding to the steering wheel angle according to the correspondence relationship determined in advance by the referenced information.
  • the vehicle control unit 100 supplies the lean motor control unit 102 with an instruction for controlling the lean motor 25 so that the tilt angle T becomes the first target tilt angle T1.
  • the lean motor control unit 102 drives the lean motor 25 so that the inclination angle T becomes the first target inclination angle T1.
  • the inclination angle T of the vehicle 10 is changed to the first target inclination angle T1 associated with the steering wheel angle.
  • the vehicle body 90 is inclined toward the turning direction of the vehicle 10.
  • the vehicle control unit 100 specifies the first target steering angle AF1 associated with the steering wheel angle.
  • the vehicle control unit 100 specifies the first target steering angle AF1 using the above-described Expressions 6 and 7 and the speed V.
  • Equation 6 shows the correspondence between the tilt angle T, the velocity V, and the turning radius R
  • Equation 7 shows the correspondence between the turning radius R and the steering angle AF.
  • the vehicle control unit 100 obtains the steering obtained by substituting the first target inclination angle T1 and the speed V into the correspondence relationship between the inclination angle T, the speed V, and the steering angle AF obtained by combining the expressions 6 and 7.
  • the angle AF is employed as the first target steering angle AF1.
  • the correspondence between the steering wheel angle and the first target inclination angle T1 is that the steering wheel angle and the steering angle AF are associated with each other through the correspondence relation between the inclination angle T, the speed V, and the steering angle AF. (Where the steering angle AF can vary depending on the speed V).
  • the correspondence between the steering wheel angle and the first target steering angle AF1 may be determined in advance independently of the correspondence between the steering wheel angle and the first target inclination angle T1.
  • Information indicating the correspondence relationship between the steering wheel angle and the first target steering angle AF1 may be stored in advance in the nonvolatile storage device of the vehicle control unit 100.
  • the vehicle control unit 100 may specify the first target steering angle AF1 associated with the steering wheel angle with reference to this information.
  • the vehicle control unit 100 supplies the steering motor control unit 103 with an instruction for controlling the steering motor 65 so that the steering angle AF becomes the first target steering angle AF1.
  • the steering motor control unit 103 drives the steering motor 65 according to the instruction so that the steering angle AF becomes the first target steering angle AF1. Thereby, the steering angle AF of the vehicle 10 is changed to the first target steering angle AF1 associated with the steering wheel angle.
  • the front wheels 12R and 12L naturally rotate in the traveling direction of the turning vehicle 10.
  • the rotation of the front wheels 12R and 12L starts naturally according to the change of the inclination angle T. That is, the steering angle AF changes following the inclination of the vehicle body 90.
  • the control device 110 repeatedly executes the process of FIG. As a result, the vehicle 10 travels in the traveling direction suitable for the steering wheel angle.
  • the vehicle control unit 100 (FIG. 8) and the drive device control unit 101 function as a drive control unit that controls the drive motor 51 in accordance with the accelerator operation amount and the brake operation amount.
  • the vehicle control unit 100 supplies the drive device control unit 101 with an instruction to increase the output power of the drive motor 51.
  • the drive device control unit 101 controls the drive motor 51 according to the instruction so that the output power increases.
  • the vehicle control unit 100 supplies an instruction for reducing the output power of the drive motor 51 to the drive device control unit 101.
  • the drive device control unit 101 controls the drive motor 51 according to the instruction so that the output power decreases.
  • the vehicle control unit 100 supplies an instruction for reducing the output power of the drive motor 51 to the drive device control unit 101.
  • the drive device control unit 101 controls the drive motor 51 according to the instruction so that the output power decreases.
  • the vehicle 10 preferably includes a brake device that reduces the rotational speed of at least one of the wheels 12R, 12L, and 12B by friction. And when a user steps on the brake pedal 46, it is preferable that a brake device reduces the rotational speed of at least one wheel.
  • the vehicle 10 is a pair of front wheels 12L and 12R that are arranged apart from each other in the width direction of the vehicle 10, and steering wheels that are rotatable to the left and right with respect to the vehicle body 90. And a wheel 12B. Furthermore, the vehicle 10 supports each of a handle 41a, which is an example of an operation input unit in which a turning direction is input by operation, a tilt mechanism 79 that tilts the vehicle body 90 in the width direction, and a pair of front wheels 12L and 12R. And a front wheel support portion 70 for carrying out the operation.
  • the control device 110 FIGS.
  • the tilt mechanism 79 tilts the vehicle body 90 in the turning direction. 2 and 4, the front wheel support portion 70 rotates the pair of front wheels 12L and 12R with respect to the vehicle body 90 regardless of the turning direction input to the handle 41a.
  • Ax2 is supported so as to be pivotable to the left and right.
  • the intersection point P2 between the rotation axis Ax2 of the front wheels 12L and 12R and the ground GL is the center position P1L of the contact area between the front wheels 12L and 12R and the ground GL for each of the pair of front wheels 12L and 12R.
  • P1R is configured to be positioned on the front direction DF side.
  • the traveling direction D12B of the rear wheel 12B which is a steered wheel, rotates to the side opposite to the turning direction of the vehicle 10. That is, the rear wheel 12 ⁇ / b> B travels toward the side opposite to the inclination direction of the vehicle body 90.
  • the rear wheel 12B is opposite to the inclination direction of the vehicle body 90 as shown in FIG. It proceeds toward the left direction DL side.
  • the portion of the vehicle body 90 close to the rear wheel 12 ⁇ / b> B also moves toward the side opposite to the inclination direction of the vehicle body 90.
  • Such movement of the vehicle body 90 can increase the inclination angle T.
  • the pair of front wheels 12L and 12R each naturally rotate in the inclination direction of the vehicle body 90.
  • the turning radius of the vehicle 10 can be made small. Accordingly, the centrifugal force acting on the vehicle body 90 is increased.
  • FIG. 10 is an explanatory diagram of another embodiment of the front wheel support portion.
  • FIG. 10A is a perspective view of a connecting portion between the shaft support portion 75a of the front wheel support portion 70a and the middle vertical link member 21a. This perspective view shows an outline viewed obliquely upward.
  • attachment portions 21p, 75pL, 75pR and coil springs 78R, 78L are added to the front wheel support portion 70a of the present embodiment.
  • the structure of the other part of the front wheel support part 70a is the same as the structure of the corresponding part of the front wheel support part 70 of FIG.
  • the middle vertical link member 21a includes a mounting portion 21p fixed to the outer surface of the middle vertical link member 21a.
  • the attachment portion 21p protrudes toward the outer peripheral side of the middle vertical link member 21a.
  • the attachment portion 21p protrudes toward the front direction DF.
  • the shaft support portion 75a includes two attachment portions 75pL and 75pR that are fixed to the surface of the shaft support portion 75a on the middle longitudinal link member 21a side.
  • the left attachment portion 75pL is disposed on the left direction DL side of the attachment portion 21p
  • the right attachment portion 75pR is disposed on the right direction DR side of the attachment portion 21p.
  • the attachment portion 21p of the middle vertical link member 21a is also referred to as a middle attachment portion 21p.
  • the attachment portions 75pL and 75pR each protrude toward the downward direction DD side.
  • a right coil spring 78R is connected to the middle attachment portion 21p and the right attachment portion 75pR.
  • a left coil spring 78L is connected to the middle attachment portion 21p and the left attachment portion 75pL.
  • FIG. 10 (B) and 10 (C) are schematic diagrams showing the arrangement of the attachment portions 21p, 75pL, and 75pR as viewed in the downward direction DD.
  • FIG. 10B shows a state in which the forces of the two coil springs 78R and 78L are balanced.
  • the forces of the two coil springs 78R and 78L are balanced in a state where the traveling direction D12F of the front wheels 12L and 12R (FIG. 2) faces the front direction DF.
  • FIG. 10C shows a state in which the middle vertical link member 21a is rotated to the right direction DR side from the balanced position (FIG. 10B).
  • the middle attachment portion 21p of the middle vertical link member 21a is moved away from the left attachment portion 75pL and approaches the right attachment portion 75pR.
  • the left coil spring 78L extends and the right coil spring 78R contracts.
  • the coil springs 78R and 78L act on the middle vertical link member 21a to rotate to the left direction DL side.
  • illustration is omitted, when the middle vertical link member 21a rotates to the left direction DL side from the balanced position (FIG. 10B), the coil springs 78R and 78L are moved to the middle vertical link member 21a in the right direction. A force that rotates to the DR side is applied.
  • the coil springs 78R and 78L act on the middle vertical link member 21a with a force toward the balanced position (FIG. 10B).
  • the coil springs 78R and 78L exert a force on the middle / longitudinal link member 21a so that the traveling direction D12F of the front wheels faces the front direction DF (that is, the straight traveling direction).
  • the straight running stability of the vehicle 10a including the front wheel support portion 70a can be improved.
  • the coil springs 78R and 78L generate a force for returning the traveling direction D12F of the front wheels from the direction deviated from the forward direction DF (that is, the straight traveling direction) to the straight traveling direction DF.
  • the traveling direction D12F of the front wheels 12L and 12R changes from the turning direction (that is, the direction deviating from the straight running direction DF) to the straight running direction DF.
  • the time required for returning can be shortened.
  • the responsiveness in the traveling direction D12F can be improved.
  • traveling stability can be improved.
  • the coil springs 78R and 78L connected to the middle vertical link member 21a (specifically, the middle mounting portion 21p) and the shaft support portion 75a (specifically, the mounting portions 75pR and 75pL) are connected to the front wheel 12L.
  • 12R is an example of an accelerating unit that promotes the return from the direction deviated from the straight direction DF to the straight direction DF.
  • FIG. 11 is a graph showing the result of the simulation.
  • This simulation shows changes in the tilt angle T and the yaw rate YR when the handle angle Wv is changed between right and left.
  • the horizontal axis indicates the time TM
  • the vertical axis indicates the handle angle Wv, the tilt angle T, and the yaw rate YR.
  • the scale of the handle angle Wv is shown on the right side
  • the scale of the tilt angle T and the yaw rate YR is shown on the left side (the unit of the handle angle Wv is degrees, and the unit of the tilt angle T is degrees.
  • the unit of yaw rate YR is degrees / second).
  • the yaw rate is also called a yaw angular velocity, and is an angular velocity around the vertical axis that passes through the center of gravity of the vehicle 10.
  • the yaw rate YR when the vehicle goes straight is zero. “YR> zero” indicates that the vehicle turns in the right direction, and “YR ⁇ zero” indicates that the vehicle turns in the left direction.
  • FIG. 11A shows a simulation result of the vehicle 10 including the front wheel support portion 70 (FIG. 4) without the coil springs 78R and 78L
  • FIG. 11B shows a front wheel support portion 70a (see FIG. 11) having the coil springs 78R and 78L
  • 10 (A)) shows the simulation result of the vehicle 10a.
  • the configuration other than the configuration of the front wheel support portions 70 and 70a was the same between the two simulations.
  • the handle angle Wv was changed between right (Wv> zero) and left (Wv ⁇ zero) according to a trigonometric function.
  • the inclination angle T changed in the same direction following the change in the handle angle Wv.
  • the yaw rate YR changed in the same direction.
  • the first delay DLY1 (FIG. 11A) and the second delay DLY2 (FIG. 11B) indicate the time delay of the change in the yaw rate YR with respect to the change in the tilt angle T.
  • the time difference between the peaks Tp1 and Tp2 of the inclination angle T and the peaks YRp1 and YRp2 of the yaw rate YR is adopted as the delays DLY1 and DLY2.
  • the second delay DLY2 (FIG. 11B) is smaller than the first delay DLY1 (FIG. 11A). This is because, in the simulation of FIG.
  • FIG. 12 is an explanatory diagram of another embodiment of the front wheel support portion.
  • FIG. 10A is a perspective view of a connection portion between the shaft support portion 75b of the front wheel support portion 70b and the middle vertical link member 21b. This perspective view shows an outline viewed obliquely upward.
  • the only difference from the front wheel support portion 70 shown in FIG. 4 is that a protrusion 21q and stoppers 75qL and 75qR are added to the front wheel support portion 70b of this embodiment.
  • the structure of the other part of the front wheel support part 70b is the same as the structure of the corresponding part of the front wheel support part 70 of FIG.
  • the middle vertical link member 21b includes a protruding portion 21q fixed to the outer surface of the middle vertical link member 21b.
  • the protrusion 21q protrudes toward the outer peripheral side of the middle vertical link member 21a.
  • the protruding portion 21q protrudes toward the front direction DF.
  • the shaft support portion 75b includes two stoppers 75qL and 75qR fixed to the surface on the middle longitudinal link member 21b side of the shaft support portion 75b.
  • the left stopper 75qL is disposed on the left direction DL side of the protrusion 21q
  • the right stopper 75qR is disposed on the right direction DR side of the protrusion 21q.
  • the stoppers 75qL and 75qR each protrude toward the downward direction DD.
  • FIG. 12B and 12 (C) are schematic views showing the arrangement of the protruding portion 21q and the stoppers 75qL and 75qR as viewed in the downward direction DD.
  • FIG. 12B shows a state in which the traveling direction D12F of the front wheel is facing the straight traveling direction DF. In this state, the protrusion 21q is located at an intermediate position between the two stoppers 75qL and 75qR (at a position away from each of the two stoppers 75qL and 75qR).
  • FIG. 12C shows a state in which the middle vertical link member 21b is rotated to the right direction DR side from the position of FIG. In this state, the protruding portion 21q of the middle / longitudinal link member 21b is in contact with the right stopper 75qR.
  • the middle / longitudinal link member 21b cannot further rotate in the right direction DR from the state of FIG. Although illustration is omitted, even when the middle vertical link member 21b rotates to the left direction DL side from the position of FIG. 12B, the protruding portion 21q can contact the left stopper 75qL. Then, the middle / longitudinal link member 21b cannot further rotate to the left direction DL side from the position where the protruding portion 21q contacts the left stopper 75qL.
  • the stoppers 75qL and 75qR limit the range in which the middle / longitudinal link member 21b can be rotated (that is, the range that the rotation angle AG can take). Thereby, it is suppressed that rotation angle AG becomes large too much.
  • the traveling direction D12F of the front wheels returns from the turning direction (ie, the direction deviating from the straight travel direction DF) to the straight travel direction DF.
  • the time required can be shortened.
  • the responsiveness in the traveling direction D12F can be improved.
  • traveling stability can be improved.
  • the straight traveling stability of the vehicle 10b can be improved.
  • the stoppers 75qL and 75qR and the protruding portion 21q limit the range that the rotation angle AG can take, thereby facilitating the traveling direction D12F of the front wheels from returning from the direction deviating from the straight traveling direction DF to the straight traveling direction DF. It can be said that.
  • the range that the rotation angle AG limited by the stoppers 75qL and 75qR can take is narrow.
  • the range that the rotation angle AG can take is preferably within a range of ⁇ 10 degrees to +10 degrees, particularly preferably within a range of ⁇ 7 degrees to +7 degrees, and ⁇ 5 degrees to +5 degrees. Most preferably, it is in the range of less than or equal to degrees.
  • the range that the rotation angle AG can take is preferably symmetrical between the left direction DL side and the right direction DR side.
  • the tilt mechanism that tilts the vehicle body 90 in the width direction
  • various other configurations can be adopted instead of the configuration including the link mechanism 30 (FIG. 4).
  • the tilting mechanism a base that rotatably supports the front wheels 12L and 12R, a hinge that rotatably connects the vehicle body 90, and an inclination angle of the vehicle body 90 with respect to the base (that is, an inclination angle T).
  • a configuration including an electric motor that controls the motor may be employed.
  • the drive device for the tilt mechanism may be another type of drive device instead of the electric motor.
  • the drive device of the tilt mechanism may include a pump, and the tilt mechanism may be driven by hydraulic pressure (for example, hydraulic pressure) from the pump.
  • the operation input unit for example, the handle 41a
  • the tilting mechanism may be mechanically connected, and the tilting mechanism may be driven by a force that operates the operation input unit.
  • various configurations that can tilt the vehicle body 90 with respect to the ground GL can be employed.
  • the tilt control unit that controls the tilt mechanism in accordance with an input to the operation input unit includes a computer like the vehicle control unit 100 and the lean motor control unit 102 described in FIG. It may be an electric circuit. Instead, an electrical circuit that does not include a computer may control the tilt mechanism so that the tilt angle T becomes a target tilt angle in accordance with an input to the operation input unit.
  • the tilt control unit may be a device that mechanically connects the operation input unit and the tilt mechanism.
  • a metal wire may mechanically connect the handle 41a and the tilt mechanism (for example, the link mechanism 30). In this case, the force for operating the handle 41a is transmitted to the tilt mechanism by the metal wire, and the tilt mechanism is driven by the transmitted force.
  • the steering wheel support portion that supports the steering wheel so as to be pivotable to the left and right
  • various other configurations can be adopted instead of the configuration including the rear fork 87 (FIG. 1) and the steering motor 65.
  • the rear fork 87 a cantilever suspension may rotatably support the rear wheel 12B.
  • the drive device for the steering wheel support portion may be another type of drive device instead of the electric motor.
  • the driving device for the steering wheel support unit may include a pump, and the steering wheel support unit may rotate the traveling direction of the steering wheel by a hydraulic pressure (for example, hydraulic pressure) from the pump.
  • the operation input unit for example, the handle 41a
  • the steering wheel support unit may be mechanically connected, and the steering wheel support unit may be driven by a force that operates the operation input unit.
  • various configurations that can rotate the traveling direction of the steered wheels can be employed.
  • the steering control unit that controls the steering wheel support unit according to the input to the operation input unit is a computer like the vehicle control unit 100 and the steering motor control unit 103 described in FIG. It may be an electric circuit containing. Instead, an electric circuit that does not include a computer may control the steering wheel support unit so that the steering angle AF becomes the target steering angle in accordance with an input to the operation input unit.
  • the steering control unit may be a device that mechanically connects the operation input unit and the steering wheel support unit.
  • a bearing may rotatably support the rear fork 87, and a metal wire may mechanically connect the handle 41a and the rear fork 87. In this case, the force for operating the handle 41a is transmitted to the rear fork 87 by the metal wire, and the rear fork 87 (and thus the traveling direction D12B of the rear wheel 12B) is rotated by the transmitted force.
  • a coil spring 78 ⁇ / b> R is a member that applies to the front wheel support portion 70 a a force that returns the traveling direction D ⁇ b> 12 ⁇ / b> F of the pair of front wheels 12 ⁇ / b> L, 12 ⁇ / b> R from the direction shifted from the straight traveling direction DF to , 78L
  • other various elastic bodies may be employed.
  • a leaf spring, a torsion bar, rubber, or the like may be employed.
  • various other configurations may be employed instead of the configuration described in FIG.
  • the elastic body may be connected to the outer ring and the inner ring.
  • one of the outer ring and the inner ring is connected to the vehicle body 90, and the other is connected to the middle / longitudinal link member 21a.
  • the front wheel support portion 70 may be configured such that the caster angle CA (FIG. 1) of the front wheels 12L and 12R is zero.
  • the vehicle body 90 changes (for example, when the vehicle turns from a right turn to a left turn), the vehicle body 90 moves in a new turning direction, so that the front wheels 12L and 12R
  • the traveling direction D12F can easily return to the straight traveling direction DF, and can be easily rotated in a new turning direction.
  • the traveling direction D12F deviated from the straight traveling direction DF returns to the straight traveling direction DF.
  • the trail Lt is preferably larger than zero.
  • the promotion part may be omitted.
  • both the front wheels 12L and 12R and the tilting mechanism 79 are arranged with the rotation axis Ax2 as in the embodiment of FIG.
  • the shaft support portion 75 may be omitted and the middle / longitudinal link member 21 may be fixed to the connection base 20 e of the main body portion 20. That is, the tilt mechanism 79 may be fixed to the main body 20 without rotating with respect to the main body 20.
  • the left support portion 171L that rotatably supports the left front wheel 12L is rotatable to the left and right with respect to the left suspension 17L
  • the right support portion 171R that rotatably supports the right front wheel 12R is the right suspension 17R.
  • it may be pivotable left and right.
  • the front wheel support unit supports the pair of front wheels so that the pair of front wheels can be pivoted left and right when a specific condition is satisfied, and fixes the traveling direction of the pair of front wheels when the specific condition is not satisfied.
  • the shaft support part 75 of FIG. 4 may have a lock mechanism that fixes the middle / longitudinal link member 21 so as not to rotate. Then, by operating the lock mechanism, the middle / longitudinal link member 21 is fixed to the shaft support portion 75 (and thus the main body portion 20) in a non-rotatable manner. As a result, the traveling direction D12F is fixed.
  • the specific condition may be an arbitrary condition.
  • the specific condition may be, for example, that the user activates the locking mechanism. For example, the user may operate the lock mechanism when the vehicle 10 is parked.
  • the trail of the front wheel (for example, the trail Lt (FIG. 1)) is larger than zero. That is, the front wheel support portion is configured such that the intersection of the rotation shaft and the ground GL when the front wheel travels in the left-right direction is positioned on the front direction DF side with respect to the center position of the contact area between the front wheel and the ground. Further, it is preferable to be configured. According to this configuration, the traveling direction of the front wheels can be turned naturally in the turning direction of the vehicle, so that the running stability of the vehicle can be improved.
  • the vehicle control unit 100 may adjust the target value of the inclination angle T according to the vehicle speed V.
  • the first target inclination angle T1 is adopted, and when the vehicle speed V is less than the threshold, the first target inclination angle T1 is used.
  • the second target inclination angle T2 having a small absolute value may be employed.
  • the traveling direction is changed more frequently at low speed than at high speed. Accordingly, at low speeds, traveling with frequent changes in the traveling direction can be stabilized by reducing the absolute value of the inclination angle T.
  • the vehicle control unit 100 controls the front wheel support unit (for example, the front wheel support unit locking mechanism) so that the traveling direction D12F of the front wheels 12L and 12R is fixed in the straight traveling direction DF. ) May be controlled.
  • the front wheel support unit for example, the front wheel support unit locking mechanism
  • a computer such as the control device 110 (FIG. 8) may be omitted.
  • an electric circuit that does not include a computer may control the motors 51, 25, 65 in accordance with signals from the sensors 122, 123, 124, 125, 145, 146 and the switch 47.
  • a machine that operates using hydraulic pressure or driving force of the motor may control the motors 51, 25, 65.
  • Various configurations can be adopted as the total number and arrangement of the plurality of wheels. For example, the total number of front wheels may be 2, and the total number of rear wheels may be 2.
  • the total number of front wheels may be two or more, and the total number of rear wheels may be one or more.
  • the vehicle includes a pair of front wheels disposed apart from each other in the width direction of the vehicle, and a rear wheel that is a steering wheel disposed on the rear DB side of the pair of front wheels. It is preferable to provide wheels.
  • the vehicle can stand on its own when the vehicle is stopped.
  • the drive device that drives the drive wheels may be any device that rotates the wheels instead of the electric motor (for example, an internal combustion engine).
  • the driving device may be omitted. That is, the vehicle may be a human-powered vehicle.
  • the tilt mechanism may be a human-powered tilt mechanism that operates in response to an operation of the operation input unit.
  • the maximum number of vehicles may be two or more instead of one.
  • a part of the configuration realized by hardware may be replaced with software, and conversely, part or all of the configuration realized by software is replaced with hardware. You may do it.
  • the function of the vehicle control unit 100 in FIG. 8 may be realized by a dedicated hardware circuit.
  • the program is provided in a form stored in a computer-readable recording medium (for example, a non-temporary recording medium). be able to.
  • the program can be used in a state where it is stored in the same or different recording medium (computer-readable recording medium) as provided.
  • the “computer-readable recording medium” is not limited to a portable recording medium such as a memory card or a CD-ROM, but is connected to an internal storage device in a computer such as various ROMs or a computer such as a hard disk drive. An external storage device may also be included.
  • the present invention can be suitably used for vehicles.

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  • Engineering & Computer Science (AREA)
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  • Automatic Cycles, And Cycles In General (AREA)
  • Vehicle Body Suspensions (AREA)

Abstract

L'invention concerne un véhicule comprenant : une carrosserie de véhicule ; au moins trois roues comprenant une paire de roues avant agencées mutuellement séparées dans la direction de la largeur du véhicule et une roue arrière qui est une roue directrice pouvant tourner vers la gauche et vers la droite par rapport à la carrosserie de véhicule ; une unité d'entrée d'opération dans laquelle est entrée une direction de rotation entrée, en étant actionnée ; un mécanisme d'inclinaison qui incline la carrosserie de véhicule dans la direction de la largeur ; et une unité de support de roue avant qui maintient chaque roue de la paire de roues avant. Le véhicule est configuré de sorte que la roue arrière est dirigée en direction du côté opposé à la direction de rotation, conformément à une entrée dans l'unité d'entrée d'opération ; et la carrosserie de véhicule est inclinée en direction du côté de direction de rotation par le mécanisme d'inclinaison, conformément à l'entrée dans l'unité d'entrée d'opération. L'unité de support de roue avant est configurée de sorte que : chaque roue de la paire de roues avant est portée de manière à pouvoir tourner vers la gauche et vers la droite par rapport à la carrosserie de véhicule, indépendamment de l'entrée de direction de rotation dans l'unité d'entrée d'opération ; et chaque roue de la paire de roues avant comprend un point d'intersection entre l'arbre de rotation de la roue avant et la surface de route qui est positionnée plus vers l'avant que la position centrale de la zone de contact entre la roue avant et la surface de route.
PCT/JP2018/010992 2017-03-31 2018-03-20 Véhicule WO2018180754A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2017-072153 2017-03-31
JP2017072153A JP2018172071A (ja) 2017-03-31 2017-03-31 車両

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WO2018180754A1 true WO2018180754A1 (fr) 2018-10-04

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JP2022521935A (ja) * 2019-02-22 2022-04-13 スウェイ モータースポーツ エルエルシー 傾斜三輪車

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JP2022521935A (ja) * 2019-02-22 2022-04-13 スウェイ モータースポーツ エルエルシー 傾斜三輪車
JP7490664B2 (ja) 2019-02-22 2024-05-27 スウェイ モータースポーツ エルエルシー 傾斜三輪車
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