JP7232105B2 - Front two-wheel rocking tricycle - Google Patents

Description

The present invention relates to a front two-wheel rocking tricycle.

2. Description of the Related Art Conventionally, in a rocking control device for a two-wheel rocking tricycle, there is known a technique for controlling rocking of the front two wheels in accordance with the driving conditions of the vehicle (see, for example, Patent Document 1).

Japanese Patent Application Laid-Open No. 2018-052308

By the way, four-wheeled vehicles are often equipped with an automatic braking system such as CMBS (Collision Mitigation Brake System). However, since the front two-wheel rocking tricycle has a vehicle body that can tilt in the roll direction, there is a problem that the driver's operation becomes complicated in order to maintain balance when automatic braking is performed.
SUMMARY OF THE INVENTION It is an object of the present invention to provide a front two-wheel swinging vehicle that reduces the operational burden on the driver during automatic braking.

The front two-wheel oscillating tricycle is a front two-wheel oscillating tricycle in which the front two wheels (2L, 2R) oscillate, and includes an oscillating drive device (41) for assisting the oscillating of the front two wheels (2L, 2R), and an automatic brake. a system (100), an automatic braking determination means (233) for determining whether or not the automatic braking system (100) is applying brakes, and an attitude control torque for calculating the attitude control torque based on the attitude state of the vehicle. and a turning state determination means (232) for detecting the running state of the vehicle and determining whether or not the vehicle is in a turning state, wherein the automatic brake determination means (233) automatically brakes. and when it is determined that the turning state determination means (232) is not in the turning state, the self-sustaining state which is the attitude control torque for keeping the front two wheels in an upright state The self-sustaining roll torque , which is roll torque and is calculated by the attitude control torque calculation means (231), is added to the swing drive device (41) , and the automatic brake determination means (233) determines that automatic braking is being performed. When the turning state determination means (232) determines that the vehicle is in the turning state, the roll maintaining torque, which is the attitude control torque for maintaining the tilt of the vehicle body, and the attitude It is characterized in that the roll maintaining torque calculated by the control torque calculation means (231) is added to the rocking drive device (41) .

Further, in the above configuration, the independent roll torque may be a posture control torque for restoring the deviation of the vehicle body from the upright state, and the roll maintaining torque may be a posture control torque for keeping the deviation from the upright state. .

Further, in the above configuration, the attitude control torque calculation means (231) detects the running state of the vehicle from the center of gravity estimated value, the control gain, and the ground contact point estimated value, and detects the self-supporting roll torque and the A roll maintaining torque may be calculated.

Further, in the above configuration, the turning state determination means (232) may perform determination based on the steering angle and vehicle speed or roll angle.

Further, in the above configuration, the control gain may become lower as the speed increases.

The front two-wheel oscillating tricycle is a front two-wheel oscillating tricycle in which the front two wheels oscillate, and includes an oscillating drive device for assisting the oscillation of the front two wheels, an automatic braking system, and the automatic braking system performing braking. and an attitude control torque calculation means for calculating an attitude control torque based on the attitude state of the vehicle. In this case, self-sustaining roll torque for keeping the two front wheels in a rocking balance state is added to the rocking drive device. According to this configuration, it is possible to keep the front two wheels in a rocking balance state during automatic braking, and maintain the front two-wheel rocking tricycle in an upright state at the time of stopping without the driver's operation. can.

In the above configuration, there is provided turning state determination means for detecting the running state of the vehicle and determining whether or not the vehicle is in a turning state. A roll maintaining torque may be added to the rocking drive device to maintain the inclination of the tilt. According to this configuration, the inclination of the vehicle body can be maintained while the automatic braking is performed during turning, and the vehicle body can be prevented from traveling straight. In addition, the front two-wheel rocking tricycle can be maintained in an upright state at the time of stopping without the driver's operation.

Further, in the above configuration, the independent roll torque may be a posture control torque for restoring the deviation of the vehicle body from the upright state, and the roll maintaining torque may be a posture control torque for keeping the deviation from the upright state. . According to this configuration, the attitude control torque can be calculated based on the upright state of the vehicle body.

Further, in the above configuration, the attitude control torque calculation means may detect the running state of the vehicle from the center of gravity estimated value, the control gain, and the ground contact point estimated value, and calculate the attitude control torque to be applied to the vehicle. good. According to this configuration, it is possible to calculate the posture control torque according to the operation of the driver by using the movement of the center of gravity of the driver.

Further, in the above configuration, the turning state determination means may make a determination based on the steering angle and vehicle speed or the roll angle. According to this configuration, the turning state can be reliably determined easily.

Further, in the above configuration, the control gain may become lower as the speed increases. According to this configuration, the attitude torque control asymptotically approaches 0 during normal running, so that it is possible not to intervene in the control for swinging the front two wheels.

1 is a left side view of a front two-wheel rocking vehicle according to an embodiment of the present invention; FIG. Fig. 2 is a left side view of the front two-wheel suspension of the front two-wheel rocking vehicle; FIG. 3 is a view in the direction of arrow III in FIG. 2; It is a perspective view of a roll actuator. FIG. 2 is a block diagram of an automatic brake system and a swing control system provided in the front two-wheel swing vehicle; 4 is a time chart of automatic brake control; 4 is a block diagram of a swing control ECU; FIG. FIG. 3 is a block diagram of the essential parts of a rocking control ECU; FIG. 2 is a schematic explanatory diagram of a two-mass point model; FIG. 3 is an explanatory diagram of an isolation circuit 300 that connects between the collision mitigation braking system and the swing control system; 6 is a flowchart of roll control intervention processing;

BEST MODE FOR CARRYING OUT THE INVENTION Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the description, directions such as front, rear, left, right, and up and down are the same as the directions with respect to the vehicle body unless otherwise specified. In each figure, FR indicates the front of the vehicle body, UP indicates the upper side of the vehicle body, and LH indicates the left side of the vehicle body.

FIG. 1 is a left side view of a front two-wheel rocking vehicle 1 according to an embodiment of the present invention. FIG. 2 is a left side view of the front two-wheel suspension device 4 of the front two-wheel rocking vehicle 1. FIG. 3 is a view in the direction of arrow III in FIG. 2 (a front view seen from the axial direction of the vertical swing shaft).
As shown in FIGS. 1 to 3, a front two-wheel rocking vehicle (front two-wheel rocking tricycle) 1 according to the present embodiment has a pair of left and right front wheels (steering wheels) 2L and 2R symmetrically provided on the front part of the vehicle body. In addition, a single rear wheel (driving wheel) 3 is provided at the left-right center of the rear portion of the vehicle body, and the vehicle body is configured as a front two-wheel saddle-riding vehicle capable of left-right rocking motion (rolling motion). The front two-wheel oscillating vehicle 1 has a bilaterally symmetrical configuration unless otherwise specified. In the description of the present embodiment, left and right paired structures may be distinguished by adding "L" to the left reference and "R" to the right reference, and the above "L" and "R" are not included. In some cases, it is indicated only by the symbol that has been used.

The vehicle body frame 5 of the front two-wheel swinging vehicle 1 includes a front suspension frame body 20 that supports the front two-wheel suspension device 4 at the front end, and left and right main frames that branch left and right from an upper portion of the front suspension frame body 20 and extend rearward and downward. 13, left and right down frames 14 that branch left and right from the lower portion of the front suspension frame body 20 and extend rearward and downward, left and right pivot frames 15 that extend downward from the rear end portions of the left and right main frames 13, and upper portions of the left and right pivot frames 15. and a seat frame 16 extending rearward and upward from.

An engine (internal combustion engine) 6 that is a prime mover of the front two-wheel oscillating vehicle 1 is mounted below the left and right main frames 13 . A rear wheel 3 driven by the power of the engine 6 is supported by the rear end of the swing arm 7 . A front end portion of the swing arm 7 is supported by the left and right pivot frames 15 so as to be vertically swingable. Above the engine 6, a knee grip portion 8 is arranged between the knees of the driver. A seat 9 for seating an occupant is arranged behind the knee grip portion 8 . The knee grip portion 8 is composed of a fuel tank of the engine 6, an article storage box, or the like.

A head pipe 12 for supporting a steering shaft 12a (see FIG. 2) is provided at the rear portion of the front suspension frame body 20. As shown in FIG. A bar-type steering handle 11 is attached to the upper end portion of the steering shaft 12a that protrudes upward from the head pipe 12. As shown in FIG. A bottom bracket 12b that is connected to a steering link mechanism 18 is attached to the lower end portion of the steering shaft 12a that protrudes downward from the head pipe 12 . Left and right front fork units 28 are connected to the steering link mechanism 18 via left and right tie rods 19L, 19R (see FIG. 3). A line C1 in the drawing indicates the central axis (steering axis) of the head pipe 12 and the steering shaft 12a.

An upper swing shaft 25 is supported on the upper part of the front suspension frame body 20 so as to pass through the left-right center of the integral upper arm 24 of the front two-wheel suspension system 4 . A lower swing shaft 27 is supported on the lower portion of the front suspension frame 20 so as to coaxially pass through the left and right inner ends of the left and right lower arms 26L and 26R of the front two-wheel suspension system 4 . The vertical rocking shafts 25 and 27 are parallel to each other and inclined forward and upward.

An upper arm 24 and left and right lower arms 26 of the front two-wheel suspension system 4 extend left and right in front of the head pipe 12 . Left and right front fork units 28L and 28R for independently suspending left and right front wheels (two front wheels) 2L and 2R are steerably supported at the left and right outer ends of the upper arm 24 and the left and right lower arms 26, respectively. The left and right front fork units 28L and 28R can be steered via left and right steering shafts (kingpin shafts) 29L and 29R that are parallel to the head pipe 12 and offset forward and outward from the head pipe 12 when viewed from the side of the vehicle. Reference numerals C4L and C4R in the figure indicate central axes (kingpin axes) of the left and right steering shafts 29L and 29R.

The front two-wheel suspension system 4 enables the vehicle body 1A including the vehicle body frame 5, the engine 6, the rear wheels 3, etc. to swing left and right while keeping the left and right front wheels 2L and 2R in contact with the ground. Together, the left and right front fork units 28L, 28R and the left and right front wheels 2L, 2R are swung left and right. At this time, the front two-wheel suspension system 4 alternately moves the left and right front fork units 28L, 28R and the left and right front wheels 2L, 2R vertically with respect to the vehicle body 1A. A line CL in the drawing indicates the left-right center plane of the vehicle body.

The left and right front fork units 28L, 28R constitute a leading link type front suspension so as to be adjacent to the left and right inner sides of the left and right front wheels 2L, 2R. The left and right front fork units 28L and 28R include a fork body 31 whose upper portions are supported by the left and right outer ends of the upper arm 24 and the left and right lower arms 26, and rear ends of which are swingably supported by the lower ends of the fork body 31. A leading arm 32, a cushion unit 33 extending between the leading arm 32 and the fork body 31, a front wheel axle 34 provided at the front end of the leading arm 32 so as to be able to swing integrally, and a brake caliper 36 in front of the front wheel axle 34. and a torque rod 37 extending between the caliper bracket 35 and the fork body 31 above the front wheel axle 34 and swingably supported by the front wheel axle 34.

The kingpin axis C4 of the left and right steering shaft 29 is inclined so as to be located rearward as it goes upward with respect to the vertical direction when viewed from the side of the vehicle. In other words, the left and right kingpin axes C4L and C4R are inclined so as to be parallel to the steering axis C1. The left and right kingpin axes C4L and C4R extend vertically when viewed from the front of the vehicle.

The downward extension of the kingpin axis C4 in the vehicle side view reaches an intersection point T1' ahead of the ground contact point T1 of the front wheel 2 with respect to the road surface R, and generates a prescribed amount of trail. The inclination angle θ of the kingpin axis C4 with respect to the vertical direction when viewed from the side of the vehicle is the caster angle. The front wheel axle 34 is offset forward from the extended portion of the kingpin axis C4 as viewed from the side of the vehicle.

FIG. 4 is a perspective view of the roll actuator 41. FIG.
The front two-wheel oscillating vehicle 1 includes a roll actuator (swing drive device) 41 that controls the lateral swing (roll) of the vehicle body. The roll actuator 41 is a rocking drive device that assists rocking. That is, when the driving force of the roll actuator 41 is applied to the front two-wheel rocking vehicle 1, the left-right swing (roll) of the front two-wheel rocking vehicle 1 is controlled. Further, even when the driving force by the roll actuator 41 is 0 (when the driving force by the roll actuator 41 is not applied to the front two-wheel rocking vehicle 1), the front two-wheel rocking vehicle 1 is rocked according to the driver's operation. configured as possible.

The roll actuator 41 has a rotary drive shaft 42 parallel to the vertical swing shafts 25 and 27 of the front two-wheel suspension system 4 . The roll actuator 41 has a housing that also serves as a frame that accommodates and supports the rotary drive shaft 42 , and this housing is fixed to a portion of the front suspension frame 20 above the upper swing shaft 25 . The roll actuator 41 is an electric motor that generates torque on the rotary drive shaft 42 .

Specifically, the roll actuator 41 includes an electric motor 45 , a speed reducer 46 connected to the drive shaft of the electric motor 45 , a rotary drive shaft 42 connected to the speed reducer 46 and extending in the front-rear direction, and a rotary drive shaft 42 . and a swing arm 43 connected to the rubber damper 47 and rotatably supported with respect to the rotary drive shaft 42 . A portion of the upper arm 24 that is offset from the upper swing shaft 25 to one of the left and right sides is connected to the swing arm 43 via a connection link 44 . A portion connecting the vertical swing shaft of the connecting link 44, the rotary drive shaft 42, and the upper swing shaft 25 as viewed from the front of the vehicle forms a parallel link. It rocks and controls the roll of the vehicle body.

A torque encoder 48 is supported behind the roll actuator 41 . The torque encoder 48 detects the amount of displacement of the rubber damper 47 and detects the output torque of the roll actuator 41 based on the tensile load and compressive load of the rubber damper 47 .

FIG. 5 is a block diagram of the automatic braking system 100 and the rocking control system 200 provided in the front two-wheel rocking vehicle 1. As shown in FIG.
In each system 100, 200, the components of each system 100, 200 are connected to each CAN (Control Area Network) so that signals can be transmitted and received.

ECUs (Electronic Control Units) 130, 216, and 230 and PCs (Personal Computers) 160 of the systems 100 and 200 are processors such as CPUs (Central Processing Units) and ROMs (Read Only Memory) in which programs are written. , a memory such as a RAM (Random Access Memory) for temporarily storing data, and an interface circuit for communication. ECUs 130, 216, 230 and PC 160, which are computers, execute programs to implement the functions of ECUs 130, 216, 230 and PC 160. FIG. A computer program can be stored in any computer-readable storage medium.

The automatic braking system 100 of this embodiment constitutes a so-called collision mitigation braking system (CMBS). The automatic brake system 100 includes a first signal output section 110 , a millimeter wave radar 120 , an automatic brake ECU 130 , a VSA modulator 140 and a hydraulic brake circuit 150 .

The first signal output unit 110 includes signal output elements such as a wheel speed sensor 111 and a Yaw rate sensor 112 . A signal output from each signal output element is input to the automatic brake ECU.
The wheel speed sensors 111 are provided for the left front wheel 2L, the right front wheel 2R, and the rear wheel 3, respectively, and detect the wheel speeds of the respective wheels 2L, 2R, and 3, respectively.

The yaw rate sensor 112 detects the rotational angular velocity in the yaw direction about the vertical direction, that is, the yaw rate. Yaw rate sensor 112 may be incorporated in VSA modulator 140 .

The millimeter wave radar 120 is a device that emits radio waves toward an object and measures the reflected wave to clarify the distance and direction to the object. The millimeter wave radar 120 is attached to the front part of the vehicle. The millimeter wave radar 120 measures the presence or absence of a forward vehicle or obstacle, and the distance to the forward vehicle or obstacle.

The automatic brake ECU 130 performs brake instruction control based on the detection signal of the millimeter wave radar 120 . Further, when the automatic brake ECU 130 performs braking instruction control, the automatic brake ECU 130 sends a brake instruction control signal to the VSA modulator 140. Sends a signal indicating the distance to an object. When the built-in PC 160 receives a signal indicating the presence or absence of an obstacle and the distance to the obstacle, the embedded PC 160 controls the HMI (Human Machine Interface) 170 to notify the driver of the presence or absence of the obstacle. The HMI 170 can be configured with a display, speakers, and the like.

FIG. 6 is a time chart of automatic brake control.
When the automatic brake ECU 130 determines that there is an obstacle ahead based on the detection signal of the millimeter wave radar 120, the automatic brake ECU 130 performs pressurized brake control, warning brake control, and emergency brake control according to the distance from the obstacle. implement. Note that the automatic brake ECU 130 does not perform brake control when it determines that there is no obstacle ahead based on the detection signal of the millimeter wave radar 120 .

The automatic brake ECU 130 performs pressurized brake control when an obstacle is detected ahead and the distance from the obstacle is large. In the pressurized brake control, an operation instruction for setting the first brake fluid pressure request and an operation instruction for the pump motor (not shown) at the required motor drive level 4 are sent to the VSA modulator 140 .

Further, the automatic brake ECU 130 performs warning brake control when an obstacle is detected in front and the distance to the obstacle is reduced. In the alarm brake control, an operation instruction to set the second brake fluid pressure request and an operation instruction of the pump motor (not shown) at the required motor drive level 5 are sent to the VSA modulator 140 . Note that the second required brake fluid pressure is higher than the first required brake fluid pressure. Further, at requested motor drive level 5, the driving force setting is larger than at requested motor drive level 4. FIG.

Further, the automatic brake ECU 130 performs emergency brake control when an obstacle is detected ahead and the vehicle approaches the obstacle. In the emergency brake control, an operation instruction for setting the third brake fluid pressure demand and an operation instruction for the pump motor (not shown) at the required motor drive level 6 are sent to the VSA modulator 140 . Note that the third required brake fluid pressure is higher than the second required brake fluid pressure. At requested motor drive level 6, the drive force setting is greater than at requested motor drive level 5. FIG.

A VSA (Vehicle Stability Assist) modulator 140 controls the braking force for each of the wheels 2L, 2R, and 3 via a hydraulic brake circuit 150 based on detection signals from the wheel speed sensor 111 and the Yaw rate sensor 112, thereby side slip etc. In addition, the VSA modulator 140 detects slippage of the drive wheels during starting acceleration and cornering, and uses braking and engine torque reduction to control ABS (Anti-lock Brake System), EBD (Electronic Brake Distribution) control, It also performs TCS (Traction Control System) control.

The VSA modulator 140 is configured to be able to control a pump for pressurizing the brake fluid in the hydraulic brake circuit 150, a pump motor for driving the pump, valves (not shown) provided in the hydraulic brake circuit 150, and the like. there is The VSA modulator 140 opens and closes pressure pumps and valves based on a brake fluid pressure sensor (not shown) that detects the brake fluid pressure of the hydraulic brake circuit 150, thereby achieving target values for each of the wheels 2L, 2R, and 3. Braking according to hydraulic pressure.

In the present embodiment, VSA modulator 140 brakes each of wheels 2L, 2R, and 3 based on control instructions from automatic brake ECU .
When the VSA modulator 140 receives an instruction for pressurized brake control, the VSA modulator 140 drives the pump motor (not shown) at the requested motor drive level 4 with the first brake requested hydraulic pressure as the target hydraulic pressure. to brake.

When the VSA modulator 140 receives an instruction for alarm brake control, the VSA modulator 140 drives the pump motor (not shown) at the required motor drive level 5 with the second brake required hydraulic pressure as the target hydraulic pressure, and drives the rear wheels 3. brake.
When the VSA modulator 140 receives an instruction for emergency brake control, the VSA modulator 140 drives the pump motors (not shown) at the requested motor drive level 6 with the third brake requested hydraulic pressure as the target hydraulic pressure. and brake the rear wheel 3.

Next, the rocking control system 200 will be described.
The rocking control system 200 includes a second signal output section 210 , a battery 220 , a rocking control ECU 230 and a roll actuator 41 .
The second signal output unit 210 includes signal output elements such as a high-precision wheel speed sensor 211, a steering wheel angle sensor 212, a throttle switch 213, a swing torque sensor 214, a G/Gyro sensor 215, and a vehicle body ECU 216. . A signal output from each signal output element is input to the swing control ECU 230 .

The high-accuracy wheel speed sensor 211 is provided on the rear wheel 3 and detects the wheel speed of the rear wheel 3 with high accuracy. The high-precision wheel speed sensor 211 is configured to detect the wheel speed of the rear wheel 3 with higher precision than the wheel speed sensor 111 described above.
The steering wheel angle sensor 212 detects the steering angle (steering wheel angle) of the steering shaft 12a.

The throttle switch 213 has the throttle grip 11a as an operating element, and is turned off in the operation range from the fully closed position (throttle fully closed position) of the throttle grip 11a to the throttle opening direction, and further from the fully closed position. It turns ON when the throttle is overstroked in the closing direction.

The swing torque sensor 214 is provided in the vicinity of the vertical swing shafts 25 and 27 of the front two-wheel suspension 4 and detects the torque applied to the front two-wheel suspension 4 .
The G/Gyro sensor 215 detects longitudinal acceleration and lateral acceleration of the vehicle. Also, the G/Gyro sensor 215 detects roll rate and roll angle.
The vehicle body ECU 216 controls a fuel injection device (not shown) and the like.

A battery 220 powers the swing control system 200 . Battery 220 can be placed, for example, in a pannier (not shown).

FIG. 7 is a block diagram of the rocking control ECU 230. As shown in FIG. FIG. 8 is a block diagram of the essential parts of the swing control ECU 230. As shown in FIG.
The swing control ECU 230 of the swing control system 200 includes an attitude control torque calculator 231 , a turning state determiner 232 , an automatic brake determiner 233 , and an actuator controller 234 . The rocking control ECU 230 also includes an inverted pendulum mass point lateral movement amount estimated value calculator 235 , an inverted pendulum mass point lateral velocity estimated value calculator 236 , an occupant center of gravity lateral deviation index value calculator 237 , and a desired posture state determiner 238 . , provided.

FIG. 9 is a schematic explanatory diagram of a two-mass point model.
The posture control torque calculation unit (posture control torque calculation means) 231 calculates the dynamic behavior of the front two-wheel rocking vehicle 1 (body A two-mass point model is used to describe the roll-direction tilting behavior of the model using two mass points. As this two-mass point model, for example, the one described in detail by the applicant in Japanese Patent Application Laid-Open No. 2017-7550 can be used.

Schematically speaking, the two-mass point model is a mass point 71 that moves horizontally in the Y-axis direction in response to the roll angle φb of the vehicle body above the ground plane R and the steering of the left and right front wheels 2L and 2R, and the roll angle φb of the vehicle body. and a mass point 72 that moves horizontally in the Y-axis direction on the ground surface R according to the steering of the front wheels 2L and 2R. Mass point 71 is a mass point that behaves similarly to the mass point of an inverted pendulum. For these mass points 71 and 72, the total mass of the front two-wheel rocking vehicle 1 and the driver, the total center of gravity G of the front two-wheel rocking vehicle 1 and the driver, and the roll direction inertia of the front two-wheel rocking vehicle 1 The dynamic behavior of the front two-wheel oscillating vehicle 1 can be calculated by formulating a relationship such as a moment (inertia moment around an axis in the longitudinal direction passing through the center of gravity G).

In the above two-mass point model, the mass points 71 and 72 are located on vertical lines passing through the entire center of gravity G in the standard posture state of the front two-wheel oscillating vehicle 1 . Mass points 71 and 72 are located on the plane of symmetry CL (see FIG. 3) of the front two-wheel rocking vehicle 1 . The mass point 71 moves in the Y-axis direction according to the change in the roll angle φb of the front two-wheel oscillating vehicle 1 from the reference attitude state and the steering of the front wheels 2L and 2R. Also, the mass point 72 moves on the ground contact surface R in the Y-axis direction according to the steering of the front wheels 2L and 2R from the reference attitude state.

Here, the reference posture state is a swing position where the vertical axis (the axis along the vertical direction) and the center plane CL of the vehicle body are aligned when the vehicle is stopped, and when the vehicle is traveling with a steering angle (during turning). This is a swing position at which the tilt axis that is tilted in the steering direction by a specified angle with respect to the vertical axis coincides with the left-right center plane CL of the vehicle body. In addition, when the vehicle is stopped, the vertical axis (the axis along the vertical direction) and the center plane CL of the left and right sides of the vehicle body are aligned with each other, and the rocking position is set to the upright state.

The swing control ECU 230 calculates the attitude control torque based on the inverted pendulum mass point lateral movement amount Pb_diff_y, which is the movement amount in the Y-axis direction of the mass point 71 of the two-mass point model. The rocking control ECU 230 sequentially executes the processing of each functional unit at a predetermined control processing cycle.

In the description in FIG. 8, the suffix "_act" attached to the reference numerals is used as a code indicating an actual value or an observed value (detected value or estimated value). Also, the suffix "_cmd" attached to the reference numerals is used as a code indicating the target value. Note that the roll angle φb is detected by the G/Gyro sensor 215 . The vehicle speed Vf is a speed calculated by multiplying the wheel speed detected by the high-precision wheel speed sensor 211 by the predetermined effective turning radius of the rear wheels 3 . The steering angle δf is detected by a steering wheel angle sensor 212 .

An inverted pendulum mass point lateral movement amount estimated value calculation unit (grounding point calculation unit) 235 is based on the roll angle φb_act and the steering angle detection value δf_act, which is a detection value (observed value) indicated by the output of the steering angle detector. Then, the movement amount (grounding point estimated value) Pb_diff_y_2 and the inverted pendulum mass point lateral movement amount estimated value Pb_diff_y_act are calculated. In the inverted pendulum mass point lateral movement amount estimation value calculation unit 235 of the present embodiment, the movement amount (grounding point estimated value) Pb_diff_y_2 of the mass point 72 of the two-mass point model corresponding to the grounding points of the left and right front wheels 2 and the rear wheels 3 is It is calculated based on the map information of the angle δf_act. Then, the inverted pendulum mass point lateral movement amount estimated value calculation unit 235 is based on the map information of the movement amount Pb_diff_y_2 of the mass point 72 and the steering angle δf_act, or the following equations (a), (b), and (c) are calculated. Through the process, an estimated inverted pendulum mass point lateral movement amount Pb_diff_y_act is calculated.
Pb_diff_y_1=-h'*φb_act (a)
Pb_diff_y_2=Plfy(δf_act)*(Lr/L) (b)
Pb_diff_y_act=Pb_diff_y_1+Pb_diff_y_2 (c)
Here, in equation (a), h' is the height of the mass point 71 from the ground plane R. Also, in equation (b), Plfy(δf) is a conversion function Plfy(δf) that is set in advance, and is configured by, for example, a map or an arithmetic expression. Lr is the distance in the longitudinal direction (X-axis direction) between the center of gravity G of the front two-wheel rocking vehicle 1 in the standard posture and the grounding point of the rear wheels 3, and L is the front two-wheel rocking vehicle in the standard posture. 1 is the distance in the front-rear direction (X-axis direction) between the ground contact point of the front wheel 2 and the ground contact point of the rear wheel 3 .

The estimated inverted pendulum mass point lateral velocity calculation unit 236 calculates an estimated inverted pendulum mass point lateral velocity Pb_diff_dot_act, which is the velocity of the mass point 71 in the Y-axis direction, based on the estimated inverted pendulum mass point lateral movement amount Pb_diff_y_act. In the present embodiment, the estimated inverted pendulum mass point lateral velocity calculation unit 236 differentiates the estimated inverted pendulum mass point lateral movement amount Pb_diff_y_act (obtains the rate of change over time) to obtain the estimated inverted pendulum mass point lateral velocity Pb_diff_dot_act. calculate.

An occupant center-of-gravity lateral displacement index value calculation unit (center-of-gravity estimation calculation unit) 237 calculates an estimated value Pb_diff_y_act of an inverted pendulum mass point lateral movement amount, a steering angle δf_act, a vehicle speed Vf_act, and a previous value Msum_cmd_p of a desired posture manipulation moment Msum_cmd. , an inverted pendulum mass point lateral deviation estimated value (gravity center estimated value) Pb_err1 as an occupant center of gravity lateral deviation index value is calculated. The estimated inverted pendulum mass point lateral deviation Pb_err1 corresponds to the amount of lateral deviation of the mass point 71 of the two-mass point model caused by the lateral deviation of the driver's center of gravity from the plane of symmetry of the vehicle body during lean-in and lean-out. The estimated inverted pendulum mass point lateral deviation Pb_err1 can be calculated, for example, based on map information or an arithmetic expression based on the roll angle Φb, the vehicle speed Vf_act, and the steering angle δf_act.

The target posture state determining unit 238 determines a target for rocking the vehicle body based on the estimated value ωz_act of the angular velocity in the yaw direction and the estimated value Vox_act of the traveling speed of the vehicle body in the X-axis direction (see FIG. 9). A desired inverted pendulum mass point lateral movement amount Pb_diff_y_cmd is determined. In the present embodiment, the target posture state determination unit 238 calculates the estimated value ωz_act of the angular velocity in the yaw direction based on the steering angle δf_act and the vehicle speed Vf_act. In addition, the target posture state determination unit 238 calculates the translation speed of the rear wheels 3 by multiplying the estimated running speed Vox_act by the effective radius of rotation of the rear wheels 3 . Then, the desired posture state determination unit 238 determines the desired inverted pendulum mass point lateral movement amount Pb_diff_y_cmd based on map information or an arithmetic expression based on the estimated value ωz_act of the angular velocity in the yaw direction and the estimated value Vox_act of the running speed.
In addition, in the present embodiment, the desired posture state determining unit 238 sets the desired inverted pendulum mass point lateral velocity Pb_diff_dot_y_cmd, which is the target for swinging the vehicle body, to zero.

The attitude control torque calculator 231 calculates a target inverted pendulum mass point lateral movement amount Pb_diff_y_cmd, a target inverted pendulum mass point lateral velocity Pb_diff_dot_y_cmd, an estimated inverted pendulum mass point lateral movement amount Pb_diff_y_act, an estimated inverted pendulum mass point lateral velocity Pb_diff_dot_y_act, and an inverted pendulum mass point The attitude control torque corresponding to the desired attitude manipulation moment Msum_cmd is calculated based on the lateral deviation estimated value Pb_err1. That is, the posture control torque calculation unit 231 estimates the total value of moments applied to the vehicle body from sources other than the roll actuator 41 (estimated value of the center of gravity of the driver and moment of external force), and calculates the posture control torque based on this value.

In the present embodiment, the attitude control torque calculator 231 calculates the self-supporting roll torque required to return the front two-wheel rocking vehicle 1 to the upright state (to restore the deviation of the vehicle body from the upright state) as the attitude control torque. Calculate. In addition, the attitude control torque calculation section 231 calculates, as the attitude control torque, a roll maintaining torque necessary for maintaining the attitude of the front two-wheel rocking vehicle 1 (to keep the deviation from the upright state).

In the present embodiment, the self-supporting roll torque and the roll maintaining torque are the desired inverted pendulum mass point lateral movement amount Pb_diff_y_cmd, the desired inverted pendulum mass point lateral velocity Pb_diff_dot_y_cmd, the estimated inverted pendulum mass point lateral movement amount Pb_diff_y_act, and the estimated inverted pendulum mass point lateral velocity. It is calculated based on the map information of the value Pb_diff_dot_y_act and the estimated inverted pendulum mass point lateral deviation value Pb_err1, and the calculated value is multiplied by the control gain.

Here, the posture control torque calculator 239 calculates the control gain based on the vehicle speed so that it decreases as the vehicle speed increases. In the present embodiment, the posture control torque calculator 239 calculates the control gain so as to be inversely proportional to the vehicle speed. With the control gain, during normal running, that is, when the automatic brake ECU 130 does not perform brake control, it is possible to make the posture torque asymptotically 0, so that the left and right front wheels 2 are not controlled to swing. As the vehicle speed Vf increases, the values of the independent roll torque and the roll maintenance torque decrease, and they no longer affect the posture torque control.

In FIG. 7, a turning state determination section (turning state determination means) 232 detects the running state based on the steering angle δf and the vehicle speed Vf, and determines whether or not the vehicle is in a turning state. That is, the turning state determination unit 232 determines that the vehicle is in a turning state when the steering wheel is turned and the vehicle speed is Vf. In this embodiment, the turning state determination unit 232 determines whether or not the vehicle is in a turning state based on the steering angle δf and the vehicle speed Vf. It may be determined whether or not there is Alternatively, it may be determined whether or not the vehicle is turning based on the three values of the steering angle δf, the vehicle speed Vf, and the roll angle Φb.

FIG. 10 is an explanatory diagram of an isolation circuit 300 connecting between the automatic braking system 100 and the oscillation control system 200. As shown in FIG.
An automatic brake determination unit (automatic brake determination means) 233 determines whether the automatic brake ECU 130 is performing automatic braking. Automatic brake determination unit 233 of the present embodiment receives a control signal sent from automatic brake ECU 130 to VSA modulator 140 via isolation circuit 300 to determine whether automatic braking is being performed.

The automatic braking system 100 and the swing control system 200 are connected via an isolation circuit 300 . The isolation circuit 300 has a CAN digital conversion section 310 and an isolation circuit section 320 .

CAN digital converter 310 is connected to CAN 100A of automatic braking system 100 . CAN digital conversion unit 310 outputs according to flags 130A to 130D of automatic brake ECU 130 .

Here, the automatic brake ECU 130 includes a brake request flag 130A, a requested motor drive level 4 flag 130B, a requested motor drive level 5 flag 130C, and a requested motor drive level 6 flag 130D.
The brake request flag 130A rises when the automatic brake ECU performs brake instruction control.
The requested motor drive level 4 flag 130B rises when the automatic brake ECU 130 is performing advance notice brake control.

The requested motor drive level 5 flag 130C rises when the automatic brake ECU 130 is performing warning brake control.
The requested motor drive level 6 flag 130D rises when the automatic brake ECU 130 is performing emergency brake control.

CAN digital conversion section 310 has four output sections 310A-310D corresponding to four flags 130A-130D. Each output section 310A-310D outputs a signal when each flag 130A-130D rises.

The isolation circuit section 320 includes optical coupling sections 321A to 321D corresponding to the output sections 310A to 310D of the CAN digital conversion section 310, respectively. The optical coupling sections 321A to 321D are composed of light emitting elements 322 connected to the output sections 310A to 310D and light receiving elements 323 for receiving the light emitted by the light emitting elements 322. FIG. Flags 230A to 230D provided in the swing control ECU 230 and LEDs 330A to 330D as indicators are connected to the light receiving element 323 side of the optical coupling portions 321A to 321D in accordance with the respective optical coupling portions 321A to 321D. there is

When the flags 130A to 130D of the automatic brake ECU 130 are activated, the corresponding optical coupling portions 321A to 321D transmit and receive light, and electricity flows to the light receiving element 323 side. As a result, the flags 230A to 230D of the swing control ECU 230 are activated, and the LEDs 330A to 330D are lit. Therefore, with a simple configuration, it is possible to inform the driver whether or not automatic braking is being performed.

In particular, in the CAN 100A connected to the C-ITS, environmental information signals, information signals from portable terminals, etc. are also communicated, resulting in an excessive amount of information. When the swing control system 200 is connected, signal information necessary for the swing control ECU 230 is transmitted through the isolation circuit 300 as an analog circuit, while suppressing the electric signal influence of the automatic braking system 100 on the CAN 100A. can be acquired to realize cooperative operation.

The automatic braking determination unit 233 determines that the automatic braking is being performed when the requested motor drive level 6 flag 230D is raised, that is, when the emergency braking control is being performed.

An actuator control section (actuator control means) 234 controls the roll actuator 41 via a motor driver (not shown) when it is determined that automatic braking is being performed.
When it is determined that the vehicle is not in a turning state, that is, when it is determined that the vehicle is traveling straight, the actuator control unit 234 applies a self-sustaining roll torque for keeping the left and right front wheels 2 in a rocking balance state to the roll actuator. 41 is added. As a result, the front two-wheel rocking vehicle 1 can be stopped in an upright state when the emergency brake is activated.

Further, when it is determined that the vehicle is in a turning state, the actuator control section 234 causes the roll actuator 41 to apply a roll maintaining torque for maintaining the tilt of the vehicle body. As a result, the front two-wheel rocking vehicle 1 is maintained in a roll state when the emergency brake is applied, and can be stopped in a turning state. When the vehicle is stopped, the actuator control section 234 may apply self-rolling torque to the roll actuator 41 to automatically make the front two-wheel rocking vehicle 1 stand upright on its own.

FIG. 11 is a flowchart of roll control intervention processing.
The roll control intervention process is started when the ECU is activated. The swing control ECU 230 determines whether automatic braking is being performed (step S1). That is, in step S1, it is determined whether or not the requested motor drive level 6 flag 230D of the swing control ECU 230 has risen. If the requested motor drive level 6 flag 230D has not risen, the rocking control ECU 230 repeats step S1 until the requested motor drive level 6 flag 230D rises.

When the rocking control ECU 230 determines that automatic braking is being performed, that is, when the request motor drive flag 230D is raised, it determines whether or not the vehicle is in a turning state (step S2).
When the rocking control ECU 230 determines that the vehicle is in a turning state, the rocking control ECU 230 applies a roll maintaining torque to the roll actuator 41 (step S3). This is repeated until the automatic brake is released (steps S1 to S3).

When the rocking control ECU 230 determines that the vehicle is not in a turning state, the rocking control ECU 230 applies a self-supporting roll torque to the roll actuator 41 (step S4). This is repeated until the automatic braking is canceled (steps S4-S5).

The rocking control ECU 230 deletes the self-sustained roll torque when the automatic braking is not being performed, that is, when the brake request flag is cleared (step S6). Then, the roll control intervention process is terminated, and the process returns to step S1.

Next, the operation of this embodiment will be described.
The front two-wheel swaying vehicle 1 is traveling while detecting an obstacle ahead with the millimeter wave radar 120 . When it is determined that there is a risk of collision based on the detection signal of the millimeter wave radar 120, the automatic braking system 100 operates and notifies the driver via the HMI 170.

When the front two-wheel oscillating vehicle 1 further approaches an obstacle, the warning brake is operated. Since the brake is strengthened, the presence of the obstacle is easily recognized by the driver.
Further, when the front two-wheel rocking vehicle 1 approaches an obstacle, an emergency brake is actuated to stop the front two-wheel rocking vehicle 1 .

At this time, in the present embodiment, roll control intervention processing is performed, and attitude control torque is added.
That is, when traveling straight ahead, self-supporting roll torque is applied by the roll actuator 41, and the front two-wheel rocking vehicle 1 can be placed in an upright state, and in this state, braking can be stopped. The front two-wheel oscillating vehicle 1 can also start as it is after the braking is stopped.

Further, when turning, a roll maintaining torque is applied, and it is possible to stop the front two-wheel rocking vehicle 1 by braking while turning. Since the motorcycle moves while the turning state is maintained, for example, the vehicle is prevented from running off into the oncoming lane.

As described above, according to the present embodiment to which the present invention is applied, in the front two-wheel rocking vehicle 1 in which the left and right front wheels 2L and 2R rock, the roll actuator 41 assists the rocking of the left and right front wheels 2L and 2R. , the automatic braking system 100, the automatic braking determination unit 233 that determines whether the automatic braking system 100 is applying the brakes, and the attitude control torque calculation unit 231 that calculates the attitude control torque based on the attitude state of the vehicle. and, when the automatic brake determination unit 233 determines that the automatic brake is being applied, the self-sustaining roll torque for keeping the front two wheels in a rocking balance state is applied to the roll actuator 41 . Note that the rocking balance state is a state in which the rocking moment of the vehicle body is offset on the left and right sides. Therefore, the two front wheels 2L and 2R can be kept in a rocking balance state during automatic braking, and the two front rocking vehicle 1 can be maintained in an upright state at the time of stopping without the driver's operation. can.

In the present embodiment, a turning state determination unit 232 is provided for detecting the running state of the vehicle and determining whether or not the vehicle is in a turning state. , to the roll actuator 41 to apply a roll maintaining torque for maintaining the tilt of the vehicle body. Therefore, the inclination of the vehicle body can be maintained while the automatic braking is being performed during turning, and the straight running of the vehicle body can be suppressed. In addition, the front two-wheel rocking vehicle 1 can be maintained in an upright state at the time of stopping without the driver's operation.

Further, in the present embodiment, the self-supporting roll torque is posture control torque that restores the deviation of the vehicle body from the upright state, and the roll maintenance torque is the posture control torque that keeps the deviation from the upright state. Therefore, the attitude control torque can be calculated based on the upright state of the vehicle body.

In addition, in the present embodiment, attitude control torque calculation section 231 detects the running state of the vehicle from the center of gravity estimated value, control gain, and ground contact point estimated value, and calculates the attitude control torque to be applied to the vehicle. Therefore, it is possible to calculate the attitude control torque according to the operation of the driver by using the movement of the center of gravity of the driver.

Further, in the present embodiment, the turning state determination unit 232 makes a determination based on the steering angle δf and the vehicle speed Vf or the roll angle Φb. Therefore, the turning state can be reliably determined easily.

Also, in the present embodiment, the control gain is lowered as the speed increases. Therefore, during normal running, the attitude control torque asymptotically approaches 0, and it is possible not to intervene in the control for swinging the front two wheels 2L and 2R.

The embodiment described above merely shows one aspect of the present invention, and can be arbitrarily modified and applied without departing from the gist of the present invention.
For example, when the rocking control ECU 230 determines that the vehicle is turning, the automatic brake ECU 130 is notified that the vehicle is turning. It may be configured to adjust the distribution of the braking force of the automatic brake. This can reduce the increase in centrifugal force.

For example, the automatic brake ECU 130 may be provided with means for acquiring the roll angle φb, for example, and configured to adjust the distribution of the automatic brakes of the left and right front wheels 2 and the rear wheels 3, thereby reducing the increase in centrifugal force. .
For example, although the automatic brake ECU 130 and the rocking control ECU 230 are provided, an ECU separate from these may be provided, and the additional ECU may detect the state of the vehicle and control the state of the vehicle.
In these cases, if the front wheel brake is strong, the roll torque increases, so it is possible to suppress the roll torque generation mechanism from becoming bulky.
For example, the rocking control ECU 230 may be configured based on the vehicle speed Vf calculated based on the wheel speed of the front wheels 2 .

1 Front two-wheel rocking vehicle (front two-wheel rocking tricycle)
2L left front wheel (two front wheels)
2R right front wheel (front two wheels)
41 roll actuator (rocking drive)
REFERENCE SIGNS LIST 100 automatic braking system 231 attitude control torque computing means 232 turning state determining means 233 automatic braking determining means

Claims (5)

In the front two-wheel rocking tricycle in which the front two wheels (2L, 2R) rock,
a rocking drive device (41) for assisting rocking of the two front wheels (2L, 2R);
an automatic braking system (100);
automatic braking determination means (233) for determining whether the automatic braking system (100) is performing braking;
attitude control torque calculation means (231) for calculating attitude control torque based on the attitude state of the vehicle;
turning state determination means (232) for detecting the running state of the vehicle and determining whether the vehicle is in a turning state ;
When the automatic brake determination means (233) determines that the automatic brake is being applied and the turning state determination means (232) determines that the turning state is not in effect, the front two wheels are set to the upright state. causing the swing driving device (41) to add the self-supporting roll torque, which is the posture control torque for keeping the posture control torque calculated by the posture control torque calculation means (231), to the swing drive device (41) ;
When the automatic brake determination means (233) determines that automatic braking is being performed and when the turning state determination means (232) determines that the vehicle is in the turning state, the inclination of the vehicle body is maintained. the roll maintenance torque, which is the posture control torque for the posture control torque calculated by the posture control torque calculation means (231), is added to the rocking drive device (41);
A front two-wheel rocking tricycle characterized by: The self-sustaining roll torque is a posture control torque that restores the deviation from the upright state of the vehicle body,
The roll maintenance torque is a posture control torque that keeps the deviation from the upright state.
The front two-wheel rocking tricycle according to claim 1 , characterized in that: The attitude control torque calculation means (231) detects the running state of the vehicle from the center-of-gravity estimated value, the control gain, and the ground contact point estimated value, and calculates the independent roll torque and the roll maintenance torque to be applied to the vehicle. ,
The front two-wheel rocking tricycle according to claim 1 or 2 , characterized in that: The turning state determination means (232) makes a determination based on the steering angle and vehicle speed or roll angle.
The front two-wheel rocking tricycle according to any one of claims 1 to 3, characterized in that: the control gain becomes lower as speed increases;
The front two-wheel rocking tricycle according to claim 3 , characterized in that:

Images