阅读说明：本技术 车辆 (Vehicle with a steering wheel ) 是由 荒木敬造 水野晃 久保昇太 于 2018-05-21 设计创作，主要内容包括：本发明提供一种在宽度较窄的车辆中,能够兼得行驶稳定性和驾驶性能的车辆。本发明的车辆(10)的特征在于,具有：车体(3),设置有包括进行转向操纵的转向操纵轮(右前轮(11)、左前轮(12))在内的2个以上的车轮；倾斜角检测部,检测上述车体(3)绕横摇轴的倾斜角；以及转矩赋予部(转弯机构(10)),根据由上述倾斜角求出的上述车体的倾斜角速度或者倾斜角加速度,对上述转向操纵轮赋予转向操纵转矩。(The invention provides a vehicle which can achieve both running stability and drivability in a vehicle having a narrow width. A vehicle (10) according to the present invention is characterized by comprising: a vehicle body (3) provided with 2 or more wheels including steering wheels (a right front wheel (11) and a left front wheel (12)) for steering; a tilt angle detection unit that detects the tilt angle of the vehicle body (3) about the roll axis; and a torque applying unit (turning mechanism (10)) that applies a steering torque to the steering wheel on the basis of the tilt angular velocity or tilt angular acceleration of the vehicle body obtained from the tilt angle.)

1. A vehicle, characterized by having:

a vehicle body provided with 2 or more wheels including a steering wheel for performing steering operation;

a tilt angle detection unit that detects a tilt angle of the vehicle body about a roll axis; and

and a torque applying unit that applies a steering torque to the steerable wheels, based on a tilt angular velocity or a tilt angular acceleration of the vehicle body obtained from the tilt angle.

2. The vehicle of claim 2,

the torque applying unit adjusts a steering angle direction and/or a steering operation speed of the steerable wheels in accordance with a tilt angular velocity of the vehicle body.

3. The vehicle according to claim 1 or 2,

the torque applying unit applies a steering torque in the same direction as the direction of the tilt angular velocity of the vehicle body.

4. The vehicle of claim 3,

the torque applying unit applies a steering torque in the same direction as the direction of the tilt angle speed when the tilt angle speed of the vehicle body is slower than a predetermined value, and applies the steering torque in the direction opposite to the direction of the tilt angle speed when the tilt angle speed of the vehicle body is equal to or greater than the predetermined value.

5. The vehicle according to claim 1 to 4,

the torque applying section uses a telescopic member that extends and contracts in accordance with the inclination of the vehicle body.

6. The vehicle of claim 5,

the tilt angle detection unit is a first telescopic member that is telescopic according to the tilt angle of the vehicle body,

the torque applying section includes a second extensible member that applies a steering torque to the steering wheel in conjunction with the first extensible member.

7. The vehicle of claim 6,

the first telescopic member and the second telescopic member are the same member.

8. The vehicle according to claim 1, characterized by having:

a pair of suspension levers for accommodating a pair of suspension arms for suspending the pair of steering wheels;

a pair of horizontal links forming parallel links with the pair of suspension rods; and

a tie rod for making the steering angle of the steering wheel consistent,

the torque applying portion includes a damper having one end connected to the tie rod via a damper link and the other end connected to the vehicle body.

9. The vehicle according to claim 1, characterized by having:

a pair of suspension levers for accommodating a pair of suspension arms for suspending the pair of steering wheels;

a pair of horizontal links forming parallel links with the pair of suspension rods; and

a tie rod for aligning the steering angles of the pair of steering wheels,

the torque applying section includes:

a first damper having one end connected to the tie rod via a damper link rod and the other end connected to the vehicle body;

a second damper having one end connected to the horizontal link and the other end connected to the vehicle body; and

and a pair of flow pipes for allowing the fluid in the first damper and the fluid in the second damper to flow therethrough.

10. The vehicle of claim 9,

the characteristic of the resistance of the first damper according to the moving speed of the piston is different from the characteristic of the resistance of the second damper according to the moving speed of the piston.

11. The vehicle according to any one of claims 1 to 10,

the input member for inputting the turning direction and the steering member for steering the steering wheel are mechanically coupled to each other in a half-coupled state.

12. The vehicle according to any one of claims 1 to 10,

the input member for inputting the turning direction and the steering member for steering the steering wheel are completely separated mechanically.

13. The vehicle of claim 1,

has a control unit for issuing a control command to the torque applying unit,

the control unit issues a control command to the torque applying unit so that the steering angle direction and/or the steering operation speed of the steerable wheels are adjusted in accordance with the tilt angular velocity of the vehicle body.

14. The vehicle of claim 13,

the torque applying unit performs the adjustment when the actual tilt angle is far from the target tilt angle, and does not perform the adjustment or reduces the adjustment when the actual tilt angle is close to the target tilt angle.

Technical Field

The present invention relates to a vehicle including a vehicle body provided with 2 or more wheels including a steering wheel.

Background

In recent years, in view of the problem of energy depletion, it is strongly desired to save fuel consumption of vehicles. On the other hand, due to the cost reduction of the vehicle, the number of vehicle owners increases, and 1 person tends to own 1 vehicle. Therefore, for example, there is a problem that energy is excessively consumed because only the driver 1 drives the 4-person seated vehicle. As the most effective method for saving fuel consumption by downsizing a vehicle, a method of configuring the vehicle as a three-wheel vehicle or a four-wheel vehicle with 1-person seat is considered.

However, depending on the running state, the stability of the vehicle may be degraded. Therefore, a technique has been proposed in which the stability of the vehicle at the time of turning is improved by tilting (inclining) the vehicle body in the lateral direction.

Patent document 1 (japanese patent laying-open No. 2014-524864) discloses a three-wheeled vehicle 100 having front wheels 106 inclined at almost the same angle as a chassis 102 when the vehicle 100 turns.

Patent document 1: japanese Kohyo publication No. 2014-524864

In the case of a configuration in which the vehicle body is tilted so that the wheel turns with a steering angle following the tilt of the vehicle body as described in patent document 1, there is a problem in that the steering angle of the wheel follows the tilt of the vehicle body and delays, and the response of turning deteriorates. Hereinafter, such a problem will be referred to as (problem 1).

On the other hand, when the tilt speed of the vehicle body is extremely high, there is a problem that an inertial force corresponding to the angular speed of the tilt angle of the vehicle body acts on the driver and hinders the driving operation. Hereinafter, such a problem will be referred to as (problem 2).

Disclosure of Invention

In order to solve the above problem, a vehicle according to the present invention includes: a vehicle body provided with 2 or more wheels including a steering wheel for performing steering operation; a tilt angle detection unit that detects a tilt angle of the vehicle body about a roll axis; and a torque applying unit that applies a steering torque to the steerable wheels, based on a tilt angular velocity or a tilt angular acceleration of the vehicle body obtained from the tilt angle.

In the vehicle according to the present invention, the torque applying unit adjusts a steering angle direction and/or a steering operation speed of the steerable wheels in accordance with a tilt angular velocity of the vehicle body.

In the vehicle according to the present invention, the torque applying unit applies the steering torque in the same direction as the direction of the tilt angular velocity of the vehicle body.

In the vehicle according to the present invention, the torque applying unit applies the steering torque in the same direction as the direction of the tilt angle speed when the tilt angle speed of the vehicle body is slower than a predetermined value, and applies the steering torque in the direction opposite to the direction of the tilt angle speed when the tilt angle speed of the vehicle body is equal to or higher than the predetermined value.

In the vehicle according to the present invention, the torque applying unit uses a telescopic member that extends and contracts in accordance with the inclination of the vehicle body.

In the vehicle according to the present invention, the tilt angle detection unit is a first telescopic member that is telescopic according to the tilt angle of the vehicle body, and the torque application unit includes a second telescopic member that applies the steering torque to the steering wheel in conjunction with the first telescopic member.

In the vehicle according to the present invention, the first extensible member and the second extensible member are the same member.

Further, a vehicle according to the present invention includes: a pair of suspension levers for accommodating a pair of suspension arms for suspending the pair of steering wheels; a pair of horizontal links forming parallel links with the pair of suspension rods; and a tie rod for aligning the steering angle of the steering wheel, wherein the torque applying unit includes a damper, one end of the damper is connected to the tie rod via a damper link, and the other end of the damper is connected to the vehicle body.

Further, a vehicle according to the present invention includes: a pair of suspension levers for accommodating a pair of suspension arms for suspending the pair of steering wheels; a pair of horizontal links forming parallel links with the pair of suspension rods; and a tie rod for aligning steering angles of the pair of steered wheels, wherein the torque applying unit includes: a first damper having one end connected to the tie rod via a damper link rod and the other end connected to the vehicle body; a second damper having one end connected to the horizontal link and the other end connected to the vehicle body; and a pair of flow pipes for allowing the fluid in the first damper and the fluid in the second damper to flow therethrough.

In the vehicle according to the present invention, the characteristic of the resistance of the first damper according to the moving speed of the piston is different from the characteristic of the resistance of the second damper according to the moving speed of the piston.

In the vehicle according to the present invention, the input member for inputting the turning direction and the steering member for steering the steering wheel are mechanically coupled in a half-coupled state.

In the vehicle according to the present invention, the input member for inputting the turning direction and the steering member for steering the steering wheel are mechanically completely separated.

The vehicle according to the present invention is characterized by comprising a control unit that issues a control command to the torque applying unit, wherein the control unit issues a control command to the torque applying unit so that a steering angle direction and/or a steering operation speed of the steerable wheels are adjusted in accordance with a tilt angular velocity of the vehicle body.

In the vehicle according to the present invention, the torque applying unit performs the adjustment when the actual inclination angle is away from the target inclination angle, and does not perform the adjustment or reduces the adjustment when the actual inclination angle is close to the target inclination angle.

Effects of the invention

The vehicle according to the present invention includes a torque applying unit that applies a steering torque to the steerable wheels in accordance with the tilt angular velocity or the tilt angular acceleration of the vehicle body, and can solve either or both of a problem that the responsiveness of the wheels to turn is deteriorated due to delay in following the tilt of the vehicle body and a problem that an inertial force corresponding to the angular velocity of the tilt angle of the vehicle body acts on the driver to hinder the driving operation.

Drawings

Fig. 1 is a diagram schematically showing a vehicle 1 according to an embodiment of the present invention.

Fig. 2 is a diagram showing the turning mechanism 10 of the vehicle 1 according to the embodiment of the present invention.

Fig. 3 is a diagram schematically showing a turning mechanism 10 of the vehicle 1 according to the first embodiment of the present invention.

Fig. 4 is a diagram schematically showing a turning mechanism 10 of a vehicle 1 according to a first embodiment of the present invention.

Fig. 5 is a diagram schematically showing a turning mechanism 10 of the vehicle 1 according to the first embodiment of the present invention.

Fig. 6 is a diagram schematically showing a turning mechanism 10 of a vehicle 1 according to a second embodiment of the present invention.

Fig. 7 is a diagram schematically showing a turning mechanism 10 of a vehicle 1 according to a second embodiment of the present invention.

Fig. 8 is a diagram schematically showing a turning mechanism 10 of a vehicle 1 according to a third embodiment of the present invention.

Fig. 9 is a diagram schematically showing a turning mechanism 10 of a vehicle 1 according to a third embodiment of the present invention.

Fig. 10 is a diagram schematically showing a turning mechanism 10 of a vehicle 1 according to a fourth embodiment of the present invention.

Fig. 11 is a diagram schematically showing a turning mechanism 10 of a vehicle 1 according to a fourth embodiment of the present invention.

Fig. 12 is a diagram schematically showing a turning mechanism 10 of a vehicle 1 according to a fifth embodiment of the present invention.

Fig. 13 is a diagram illustrating connection between the first damper 110 and the second damper 120 in the turning mechanism 10 of the vehicle 1 according to the fifth embodiment of the present invention.

Fig. 14 is a diagram schematically showing a turning mechanism 10 of a vehicle 1 according to a fifth embodiment of the present invention.

Fig. 15 is a diagram illustrating another example of connection between the first damper 110 and the second damper 120.

Fig. 16 is a diagram schematically showing a turning mechanism 10 of a vehicle 1 according to a sixth embodiment of the present invention.

Fig. 17 is a diagram schematically showing a turning mechanism 10 of a vehicle 1 according to a sixth embodiment of the present invention.

Fig. 18 is a diagram illustrating a characteristic constituted by the sum of the characteristic of the first damper 110 and the characteristic of the second damper 120.

Fig. 19 is a diagram schematically showing a turning mechanism 10 of a vehicle 1 according to a seventh embodiment of the present invention.

Fig. 20 is a diagram schematically showing a turning mechanism 10 of a vehicle 1 according to a seventh embodiment of the present invention.

Fig. 21 is a diagram for explaining an outline of a control mode of the vehicle 1 according to the present invention.

Fig. 22 is a diagram for explaining a relationship between the steering wheel 7 as an input member and the turning mechanism 10.

Fig. 23 is a diagram for explaining a problem related to the vehicle 1.

Fig. 24 is a block diagram showing a control of the vehicle 1 electrically implementing the present invention.

Fig. 25 is a diagram showing a relationship between the direction of the pitch angular velocity and the steering angle direction of the wheels.

Fig. 26 is a diagram showing the turning mechanism 10 of the vehicle 1 based on the electric control.

Fig. 27 is a diagram for explaining control based on the relationship between the target tilt angle value and the actual tilt angle in the turning mechanism 10.

Fig. 28 is a diagram schematically showing a turning mechanism 10 of a vehicle 1 according to another embodiment of the present invention.

Detailed Description

Hereinafter, embodiments of the present invention will be described with reference to the drawings. Fig. 1 is a diagram schematically showing a vehicle 1 according to an embodiment of the present invention.

In the present embodiment, a vehicle 1 having 2 front wheels (right front wheel 11 and left front wheel 12) having a tilting mechanism for tilting (tilting) a vehicle body 3 and a mechanism for steering and one rear wheel 13 rotationally driven by a motor or the like is described as an example, but the vehicle 1 of the present invention is not limited thereto, and the idea of the present invention can be applied to a vehicle provided with 2 or more wheels.

The tilting mechanism of the vehicle body 3 includes, for example, all of a structure in which a control unit, not shown, of the vehicle 1 controls the tilting operation, a structure in which the driver himself performs the tilting operation of the vehicle 1 and the vehicle 1 assists the tilting operation, and a structure in which the tilting operation of the vehicle 1 is performed only by the driver himself.

In the following embodiments, a case where the wheels having the tilting mechanism and the wheels to which the steering torque is applied are the right front wheel 11 and the left front wheel 12 as the front wheels will be described, but a case where the wheels to which the steering torque is applied are the front wheels and the wheels having the tilting mechanism are the rear wheels, or a case where the wheels to which the steering torque is applied are the rear wheels and the wheels having the tilting mechanism are the front wheels is also included in the scope of the present invention.

The present invention includes both a structure in which an input member (e.g., a steering wheel, a joystick, etc.), not shown, for inputting a turning direction of the vehicle 1 to the vehicle 1 is completely mechanically separated from a steering member of 2 front wheels (right front wheel 11, left front wheel 12) as steered wheels, and a structure in which the input member is mechanically loosely connected (e.g., connected by a spring, etc.) to the steering member of 2 front wheels (right front wheel 11, left front wheel 12) as steered wheels.

As an example of the input member, there may be mentioned an input shaft such as a steering wheel shaft that is rotated by an operation of a driver in order to turn the vehicle. Further, as an example of the steering member, a steering shaft that rotates in accordance with steering of the steering wheel can be cited.

The input member and the steering member are mechanically loosely coupled to each other by a fastening force of a degree that allows the steering angle of the steering wheel to follow the turning direction caused by the inclination of the vehicle body and allows the input member and the steering member to transmit torque from the steering member.

In other words, the connection may be in a half-connection state mechanically.

Further, a predetermined kingpin longitudinal offset is provided in 2 front wheels (right front wheel 11, left front wheel 12) of the vehicle 1, and the vehicle is configured to be able to turn following the tilting operation of the vehicle body 3 even when the steering mechanism of the front wheels (right front wheel 11, left front wheel 12) does not function in association with the tilting operation of the vehicle body 3.

A seat 5 that can be seated when a driver gets on is provided in the vehicle body 3 of the vehicle 1, and a device (not shown) for inputting a turning direction or a device (not shown) for inputting a speed is operated on the assumption that the driver is seated on the seat 5.

A turning mechanism 10 is provided in a front portion of the vehicle body 3, and the turning mechanism 10 includes 2 mechanisms of a tilting mechanism for tilting (inclining) the vehicle body 3 by giving a step difference to the right front wheel 11 and the left front wheel 12 and a steering mechanism for steering the right front wheel 11 and the left front wheel 12 themselves.

Here, although the turning mechanism 10 is configured to perform the tilting operation and the steering operation of 2 wheels in the present embodiment, the turning mechanism 10 may be configured to perform the tilting operation and the steering operation of only one wheel.

The turning mechanism 10 includes a right suspension arm 31 and a left suspension arm 32 that suspend the right front wheel 11 and the left front wheel 12, respectively. The right front wheel 11 is attached to the right suspension arm 31 via the right front wheel axle 41, and the left front wheel 12 is attached to the left suspension arm 32 via the left front wheel axle 42, whereby the right front wheel 11 and the left front wheel 12 are rotated with respect to the right suspension arm 31 and the left suspension arm 32, and the vehicle 1 can travel.

Further, the right front wheel 11 and the left front wheel 12 are rotatable with respect to the right suspension arm 31 and the left suspension arm 32, and thus a predetermined steering angle can be given to the right front wheel 11 and the left front wheel 12.

The right suspension arm 31 and the left suspension arm 32 are suspended from the right suspension rod 21 and the left suspension rod 22, respectively, and are accommodated in the right suspension rod 21 and the left suspension rod 22. The right and left suspension levers 21 and 22 form parallel links by first and second horizontal links 51 and 52 that are bridged in the horizontal direction. As shown in the drawing, the center of rotation of the parallel links is denoted by P₁₁、P₁₂、P₂₁、P₂₂。

A center pipe 25 fixed to the vehicle body 3 is provided between the right suspension lever 21 and the left suspension lever 22. The first horizontal link 51 is at P relative to the central tube 25₁₀Is free to rotate, and the second horizontal link 52 is at P relative to the central tube 25₂₀Is free to rotate.

Further, the first horizontal link 51 can be connected to the motor P by a motor not shown₁₀Is rotated about the center tube 25. Thus, the right suspension lever 21 accommodating the right suspension arm 31 can be lifted up by the horizontal link, and the left suspension lever 22 accommodating the left suspension arm 32 can be pressed down, whereby the vehicle body 3 can be tilted.

The center rod 15 is rotatably accommodated in an inner tube portion of the center tube 25. A center rod extension protrusion 17 is provided from the bottom of the center rod 15 toward the front of the vehicle 1, and a tie rod 60 for matching the steering angles of the right front wheel 11 and the left front wheel 12 is attached so as to be able to be mounted at T₀Is free to rotate relative to the central rod extension projection 17. In addition, the tie rod 60 is at T₁Is mounted on a knuckle arm (not shown) of the right front wheel 11 at T₂And a knuckle arm (not shown) attached to the left front wheel 12.

The vehicle 1 according to the embodiment of the present invention is provided with the damper 70, and the damper 70 functions as a torque applying section that applies a torque in accordance with the inclination of the vehicle body 3 (more specifically, the inclination angle velocity or the inclination angle acceleration of the vehicle body 3) by the tilting mechanism to adjust the steering operation of the right front wheel 11 and the left front wheel 12. As the mechanical member constituting the torque applying portion, the damper 70 or the like as the telescopic member is used in the present embodiment, but other mechanical members (for example, mechanical members such as springs) or electrically driven mechanical members or the like may be used. That is, the telescopic member may be a member that exerts its effect (expands and contracts) when there is a relative speed between one member and the other member.

Further, a mechanical member including a tilt mechanism such as the damper 70 also functions as the tilt angle detection unit in the present invention.

A cylinder-side mounting portion 72 extending from the cylinder 71 of the damper 70 is rotatably mounted to the vehicle body 3. The mounting point of the block-side mounting portion 72 is denoted by D₀. The piston rod side mounting portion 76 extending from the piston rod 75 is rotatably mounted to the damper link 80. The mounting point of the piston-rod-side mounting portion 76 is denoted by D₁。

The shock absorber link 80 is a rigid member having one end attached to the tie rod 60, and is designed so that D is the horizontal position of the tie rod 60₁T arranged on tie rod 60₁Just above. In addition, the damper link 80 is opposed to the damper 70 side D₁And (4) free rotation.

The straight line D is provided by the tie rod 60 having rigidity₁T₁And a straight line T₁T₀(Or, straight line T₁T₂) The angle is always kept right. In addition, D on the side of the damper 70₁T with tie rod 60₁The distance between them is always constant.

An example of the turning operation performed by the turning mechanism 10 of the vehicle 1 of the present invention configured as described above will be described with reference to fig. 2. Fig. 2 is a diagram showing the turning mechanism 10 of the vehicle 1 according to the embodiment of the present invention. Fig. 2 is a view of the turning mechanism 10 as viewed from the front of the vehicle 1, where fig. 2(a) shows a state of the turning mechanism 10 when the vehicle 1 travels straight, and fig. 2(B) shows a state of the turning mechanism 10 when the vehicle 1 turns to the right.

When the tilt angle θ is applied to the first horizontal link 51 by a motor, not shown, the right suspension arm 31 is lifted up by the horizontal link, and the left suspension arm 32 is pushed down, thereby applying a right-turn tilt to the vehicle body 3.

Further, the above-described inclination angle θ is also defined as an inclination angle of the vehicle body of the vehicle 1 about the roll axis.

At the same time, T on the tie rod 60 side₁And T₁The right and left front wheels 11, 12 connected via the tie rod 60 are steered to travel in the same direction as the direction of travel by the inclination of the vehicle body 3, as shown in fig. 2. On the other hand, through the damper link 80, D attached to the tie rod 60₁The damper 70 is pressed in, and a torque for steering the right front wheel 11 and the left front wheel 12 is generated by the damper 70.

Here, it is understood that during the turning operation as described above, D on the damper 70 side is present₁Can be adjusted appropriately by changing the characteristics of the shock absorber 70, for example. In the vehicle 1 of the present invention, the steering operation of the right and left front wheels 11, 12 can be adjusted by the damper 70 functioning as a torque applying portion that applies steering torque.

Fig. 3(a) schematically shows a turning mechanism 10 corresponding to fig. 2(a), and fig. 4(a) schematically shows a turning mechanism 10 corresponding to fig. 2 (B). Fig. 3(B) is a plan view of the steering operation of the right and left front wheels 11, 12 when the turning mechanism 10 is in the state of fig. 3(a) as viewed from above the vehicle 1, and fig. 4(B) is a plan view of the steering operation of the right and left front wheels 11, 12 when the turning mechanism 10 is in the state of fig. 4(a) as viewed from above the vehicle 1. The turning mechanism 10 of the present invention is shown below by the mapping method shown in fig. 3 and 4.

Fig. 4 shows a case where the turning mechanism 10 takes a tilting action for turning to the right, but at this time, D including the damper link 80 is provided to the right front wheel 11 and the left front wheel 12₁The steering operation is performed simultaneously with the steering operation torque of the amount of force that presses in the shock absorber 70.

On the other hand, fig. 5 shows a case where the turning mechanism 10 takes a tilting action for turning in the left direction. At this time, D including the damper link 80 is given to the front wheel 11 and the left front wheel 12₁The steering operation is performed simultaneously with the steering operation torque of the amount of force pulling the shock absorber 70.

Further, since the damper 70 generates a torque corresponding to the speed of displacement when pushed or pulled, the present embodiment can apply a steering torque including a torque corresponding to the pitch angle speed (d θ/dt) to the right front wheel 11 and the left front wheel 12, which are the steering front wheels.

According to the first embodiment as described above, the right and left front wheels 11, 12 are steered so that the steering direction of the steered wheels is the same direction as the direction (operation direction) in which the vehicle body 3 travels by tilting, and a configuration for solving (problem 1) is provided.

Next, another embodiment of the present invention will be explained. Fig. 6 and 7 are views schematically showing a turning mechanism 10 of a vehicle 1 according to a second embodiment of the present invention.

Fig. 6 shows a schematic view of the turning mechanism 10 when the vehicle 1 travels straight, and fig. 7 shows a schematic view of the turning mechanism 10 when the vehicle body 3 is tilted to the right side in order to turn the vehicle 1 to the right.

The turning mechanism 10 of the vehicle 1 according to the second embodiment of the present invention is different from the first embodiment in that: in contrast to the first embodiment in which the structure relating to the shock absorber 70 is provided above the tie rod 60, the turning mechanism 10 of the vehicle 1 according to the second embodiment in which the structure relating to the shock absorber 70 is provided below the tie rod 60.

As shown in fig. 7, when a right-turn lean is applied to the vehicle body 3, the lean is directed forwardThe wheel 11, the left front wheel 12 are given a D comprising a resistant shock absorber link 80₁The steering operation is performed simultaneously with the steering operation torque of the amount of resistance to the force pulling the shock absorber 70. As a result, the tie rod 60 attached to the damper link 80 is displaced rightward, and a steering angle in which the right front wheel 11 and the left front wheel 12 travel in a direction opposite to the direction in which the vehicle body 3 travels due to the inclination thereof is imparted. The state when the steering wheel is rotated in the so-called reverse direction can be reproduced.

According to the second embodiment as described above, the right and left front wheels 11, 12 are steered so that the steering direction of the steered wheels is opposite to the direction in which the vehicle body 3 travels (operation direction), and a configuration for solving (problem 2) is provided.

As is clear from a comparison between the first and second embodiments, in the vehicle 1 according to the present invention, the steering torque adjustable by the torque applying portion associated with the damper 70 is the steering angle direction and/or the steering operation speed.

Next, another embodiment of the present invention will be explained. Fig. 8 and 9 are views schematically showing a turning mechanism 10 of a vehicle 1 according to a third embodiment of the present invention.

Fig. 8 shows a schematic view of the turning mechanism 10 when the vehicle 1 travels straight, and fig. 9 shows a schematic view of the turning mechanism 10 when the vehicle body 3 is tilted to the right side in order to turn the vehicle 1 to the right.

The turning mechanism 10 of the vehicle 1 according to the third embodiment of the present invention is different from the first embodiment in the following point: in contrast to the first embodiment in which the structure relating to the shock absorber 70 is provided above the tie rod 60 via the shock absorber link 80, in the turning mechanism 10 of the vehicle 1 according to the third embodiment, the structure relating to the shock absorber 70 is directly coupled to the tie rod 60.

As shown in fig. 9, when a right-turn lean is applied to the vehicle body 3, a D including a damper link 80 is applied to the front wheel 11 and the left front wheel 12₁The steering operation is performed simultaneously with the steering operation torque of the amount of force pulling the shock absorber 70. Thereby, the steering tie attached to the damper link 80The lever 60 is displaced rightward, and gives a steering angle in which the right front wheel 11 and the left front wheel 12 travel in the same direction as the direction of travel due to the inclination of the vehicle body 3.

According to the third embodiment as described above, the right and left front wheels 11, 12 are steered so that the steering direction of the steered wheels is the same direction as the direction (operation direction) in which the vehicle body 3 travels by tilting, and a configuration for solving (problem 1) is provided.

Next, another embodiment of the present invention will be explained. Fig. 10 and 11 are views schematically showing a turning mechanism 10 of a vehicle 1 according to a fourth embodiment of the present invention.

The turning mechanism 10 of the vehicle 1 according to the fourth embodiment of the present invention is different from the first embodiment in the following point: in contrast to the first embodiment in which the structure relating to the shock absorber 70 is provided above the tie rod 60 via the shock absorber link 80, in the turning mechanism 10 of the vehicle 1 according to the second embodiment, the structure relating to the shock absorber 70 is provided so as to intersect with the tie rod 60.

As shown in fig. 11, when a right-turn lean is applied to the vehicle body 3, a D including a damper link 80 is applied to the front wheel 11 and the left front wheel 12₁The steering operation is performed simultaneously with the steering operation torque of the amount of force pulling the shock absorber 70. As a result, the tie rod 60 attached to the damper link 80 is displaced rightward, and a steering angle in which the right front wheel 11 and the left front wheel 12 travel in a direction opposite to the direction in which the vehicle body 3 travels due to the inclination thereof is imparted. The state when the steering wheel is rotated in the so-called reverse direction can be reproduced.

According to the second embodiment as described above, the right and left front wheels 11, 12 are steered so that the steering direction of the steered wheels is opposite to the direction in which the vehicle body 3 travels (operation direction), and a configuration for solving (problem 2) is provided.

Next, another embodiment of the present invention will be explained. Fig. 12 is a diagram schematically showing a turning mechanism 10 of a vehicle 1 according to a fifth embodiment of the present invention. Fig. 13 is a diagram illustrating connection between the first damper 110 and the second damper 120 in the turning mechanism 10 of the vehicle 1 according to the fifth embodiment of the present invention.

In the present embodiment, 2 dampers, i.e., the first damper 110 and the second damper 120, are provided. The first shock absorber 110 is attached to the tie rod 60 as shown. Here, the damper link 80 is not used in this installation.

On the other hand, the second damper 120 is attached to the first horizontal link 51, for example, as shown in the drawing.

As shown in fig. 13, the first damper 110 is configured such that a cylinder 111 is filled with a viscous fluid such as oil, and a piston 118 having a through hole is moved in the viscous fluid. The piston 118 separates the cylinder 111 into the first chamber 113 and the second chamber 114. As the piston rod 115 moves, a damping force acting as a damper is generated by a resistance generated by the viscous fluid when the piston 118 moves.

Similarly, the second damper 120 is configured such that a cylinder 121 is filled with a viscous fluid such as oil, and a piston 128 provided with a through hole moves in the viscous fluid. The piston 128 separates the cylinder 121 into the third chamber 123 and the fourth chamber 124. As the piston rod 125 moves, a damping force acting as a damper is generated by a resistance generated by the viscous fluid when the piston 128 moves.

In the present embodiment, 2 dampers are used as described above, the first chamber 113 of the first damper 110 and the third chamber 123 of the second damper 120 are connected by the first flow pipe 130, and the second chamber 114 of the first damper 110 and the fourth chamber 124 of the second damper 120 are connected by the second flow pipe 140, whereby the viscous fluid can be exchanged between the 2 dampers.

In the configuration as described above, when a right-turn lean is applied to the vehicle body 3 as shown in fig. 14, the second damper 120 attached to the first horizontal link 51 contracts, and the viscous fluid in the fourth chamber 124 is supplied to the second chamber 114 of the first damper 110 via the second flow pipe 140. Thus, D of the first damper 110 side₁₁Is pushed away from D as a center of rotation₁₀In the direction of (a). Thus, the tie rod 60 attached to the damper link 80 is oriented leftwardThe steering torque is applied to the right front wheel 11 and the left front wheel 12 in the same direction as the direction of travel due to the inclination of the vehicle body 3.

According to the fifth embodiment as described above, the right and left front wheels 11, 12 are steered so that the steering direction of the steered wheels is the same direction as the direction (operation direction) in which the vehicle body 3 travels by tilting, and a configuration for solving (problem 1) is provided.

As shown in fig. 15, when the first damper 110 and the second damper 120 are connected, the first chamber 113 of the first damper 110 and the fourth chamber 124 of the second damper 120 are connected by the first flow pipe 130, and the second chamber 114 of the first damper 110 and the third chamber 123 of the second damper 120 are connected by the second flow pipe 140, so that the viscous fluid can be exchanged between the 2 dampers, the steering torque in the direction opposite to the direction in which the vehicle travels (the operation direction) due to the inclination of the vehicle body 3 is applied to the right front wheel 11 and the left front wheel 12.

Further, according to such a configuration, the right and left front wheels 11, 12 are steered in a direction opposite to the direction of travel (operation direction) by the inclination of the vehicle body 3, and a configuration for solving (problem 2) can be provided.

Next, another embodiment of the present invention will be explained. Fig. 16 and 17 are views schematically showing a turning mechanism 10 of a vehicle 1 according to a sixth embodiment of the present invention.

Fig. 16 shows a schematic view of the turning mechanism 10 when the vehicle 1 travels straight, and fig. 17 shows a schematic view of the turning mechanism 10 when the vehicle body 3 is tilted to the right side in order to turn the vehicle 1 to the right.

In the turning mechanism 10 of the vehicle 1 according to the sixth embodiment of the present invention, the structure relating to the first shock absorber 110 is provided above the tie rod 60, and the structure relating to the second shock absorber 120 is provided below the tie rod 60. Here, in the present embodiment, D is attached₁₁And T₁The sum of the distances D between₂₁And T₁The damper link 80 maintains a constant distance therebetween. On the side of the first shock absorber 110D of (A)₁₁T from the tie rod 60 side₁Between which the upper part of the damper link 80 is mounted, and similarly, at D on the second damper 120 side₂₁T from the tie rod 60 side₁And a lower portion of the damper link 80 is also installed therebetween.

Here, in the present embodiment, the characteristic of the resistance generated according to the piston movement speed of the first shock absorber 110 is set to be different from the characteristic of the resistance generated according to the piston movement speed of the second shock absorber 120, and the characteristic configured by the sum of the characteristic of the first shock absorber 110 and the characteristic of the second shock absorber 120 is configured to act on the T on the tie rod 60 side₁Thereby applying steering torque to the right front wheel 11 and the left front wheel 12.

Fig. 18 is a diagram illustrating a characteristic constituted by a sum of the characteristic of the first damper 110 and the characteristic of the second damper 120, and a solid line indicates the sum of the characteristics of the 2 dampers. In fig. 18, the horizontal axis represents the angular velocity of the inclination angle of the vehicle body 3.

When the solid line in fig. 18 is the sum of the characteristics of the 2 dampers, the value is positive when the tilt angular velocity of the vehicle body 3 is slower than the predetermined value, and is negative when the tilt angular velocity of the vehicle body 3 is equal to or greater than the predetermined value. That is, the direction of the steering torque applied to the right front wheel 11 and the left front wheel 12 can be changed according to the value of the angular velocity of the vehicle body 3.

More specifically, the steering operation of the right and left front wheels 11, 12 is set to be performed so as to travel in the same direction as the direction of travel due to the inclination of the vehicle body 3 when the angular velocity (d θ/dt) of the inclination of the vehicle body 3 is slower than a predetermined value by the sum of the characteristics of the 2 dampers, and the steering operation of the right and left front wheels 11, 12 is set to be performed so as to travel in the direction opposite to the direction of travel due to the inclination of the vehicle body 3 when the angular velocity (d θ/dt) of the inclination of the vehicle body 3 is equal to or greater than the predetermined value.

According to the configuration of the present embodiment, it is possible to solve the problem that when the tilt angular velocity of the vehicle 1 is small, the right and left front wheels 11, 12 are steered so that the steering direction of the steered wheels becomes the same direction as the direction (operation direction) in which the vehicle body 3 is tilted, the wheels delay following the tilt of the vehicle body 3, and the responsiveness of turning is deteriorated (problem 1), and on the other hand, when the tilt angular velocity of the vehicle 1 is large, the right and left front wheels 11, 12 are steered so that the steering direction of the steered wheels becomes the opposite direction to the direction (operation direction) in which the vehicle body 3 is tilted, and the inertial force corresponding to the angular velocity of the tilt angle of the vehicle body 3 acts on the driver, and the driving operation is hindered (problem 2).

Next, another embodiment of the present invention will be explained. Fig. 19 is a diagram schematically showing a turning mechanism 10 of a vehicle 1 according to a seventh embodiment of the present invention. Fig. 20 is a diagram illustrating connection between the first damper 110 and the second damper 120 in the turning mechanism 10 of the vehicle 1 according to the seventh embodiment of the present invention.

In the present embodiment, 2 dampers, i.e., the first damper 110 and the second damper 120, are provided. The first shock absorber 110 is attached to the tie rod 60 as shown. On the other hand, the second damper 120 is attached to the first horizontal link 51, for example, as shown in the drawing.

In the present embodiment, the first damper 110 and the second damper 120 are connected as shown in fig. 15. That is, when the first damper 110 and the second damper 120 are connected, the first chamber 113 of the first damper 110 and the fourth chamber 124 of the second damper 120 are connected by the first flow pipe 130, and the second chamber 114 of the first damper 110 and the third chamber 123 of the second damper 120 are connected by the second flow pipe 140, so that the viscous fluid can be exchanged between the 2 dampers.

By connecting the 2 dampers as described above, similarly to the sixth embodiment, the characteristic constituted by the sum of the characteristic of the first damper 110 and the characteristic of the second damper 120 is applied to the T on the tie rod 60 side₁Steering torque can be applied to the right front wheel 11 and the left front wheel 12.

As in the sixth embodiment, the sum of the characteristics of the first damper 110 and the characteristics of the second damper 120 is, as shown in fig. 18, a positive value when the tilt angular velocity of the vehicle body 3 is slower than a predetermined value and a negative value when the tilt angular velocity of the vehicle body 3 is equal to or greater than the predetermined value, and the direction of the steering torque applied to the right front wheel 11 and the left front wheel 12 can be changed in accordance with the value of the tilt angular velocity of the vehicle body 3.

In the seventh embodiment, too, the sum of the characteristics of the 2 dampers is used, and when the angular velocity of the inclination of the vehicle body 3 is slower than the predetermined value, the steering operation of the right and left front wheels 11, 12 is set to be performed so as to travel in the same direction as the direction of travel due to the inclination of the vehicle body 3, and when the angular velocity of the inclination of the vehicle body 3 is equal to or greater than the predetermined value, the steering operation of the right and left front wheels 11, 12 is set to be performed so as to travel in the direction opposite to the direction of travel due to the inclination of the vehicle body 3.

According to the configuration of the present embodiment as described above, it is possible to solve the problem that when the tilt angular velocity of the vehicle 1 is small, the right and left front wheels 11, 12 are steered so that the steering direction of the steered wheels becomes the same direction as the direction (operation direction) in which the steered wheels travel due to the tilt of the vehicle body 3, and the wheels follow the tilt of the vehicle body 3, and the responsiveness of turning is deteriorated (problem 1), and on the other hand, when the tilt angular velocity of the vehicle 1 is large, the right and left front wheels 11, 12 are steered so that the steering direction of the steered wheels becomes the direction opposite to the direction (operation direction) in which the steered wheels travel due to the tilt of the vehicle body 3, and the inertial force corresponding to the angular velocity of the tilt angle of the vehicle body 3 acts on the driver, and the driving operation is hindered (problem 2).

In the embodiment described above, the steering torque applied to the right front wheel 11 and the left front wheel 12 is adjusted in accordance with the bank angle velocity (d θ/dt), but in addition to such adjustment in accordance with the bank angle velocity (d θ/dt), the steering torque may be adjusted in accordance with the bank angle acceleration (d θ/dt)²θ/dt²) Such adjustment is performed.

In the embodiment described above, the following control modes are used: when the bank angle speed (d θ/dt) is small, the steering torque in the same direction as the tilting direction (operation direction) of the vehicle body 3 is applied to the steerable wheels (the right front wheel 11 and the left front wheel 12), and when the bank angle speed (d θ/dt) is large, the steering torque in the opposite direction to the tilting direction (operation direction) of the vehicle body 3 is applied to the steerable wheels (the right front wheel 11 and the left front wheel 12).

Fig. 21 is a diagram for explaining an outline of a control mode of the vehicle 1 according to the present invention. The control mode of the above-described embodiment is referred to as mode (I).

In this mode (I), when the inclination angle speed (d θ/dt) is smaller than a predetermined threshold value, a steering torque in the same direction "as the direction of inclination (operation direction)" of the vehicle body 3 is applied to the steerable wheels, and when the inclination angle speed (d θ/dt) is equal to or greater than the predetermined threshold value, a steering torque in the opposite direction "to the direction of inclination (operation direction)" of the vehicle body 3 is applied to the steerable wheels.

In the mode (I), if the steering torque is "the same direction", the control is suitable for preventing a follow-up delay with respect to the inclination of the vehicle body 3 and improving the response of the turning of the vehicle 1. In addition, the steering torque in the "opposite direction" is suitable as a control for preventing the driver's driving operation from being hindered by the influence of the inclination of the vehicle body 3.

In the mode (II), when the inclination angle speed (d θ/dt) is smaller than the predetermined threshold value, a steering torque in the direction "opposite" to the inclination direction (operation direction) of the vehicle body 3 is applied to the steerable wheels, and when the inclination angle speed (d θ/dt) is equal to or larger than the predetermined threshold value, a steering torque in the same direction "as the inclination direction (operation direction) of the vehicle body 3 is applied to the steerable wheels.

In the mode (II), the steering torque in the "opposite direction" is suitable as a control for providing a comfortable riding experience for the driver without generating the lateral G on the body of the driver when the vehicle 1 starts moving or before the vehicle 1 stops. In contrast, the steering torque in the "same direction" is suitable as a control for the driver to achieve a desired behavior of the vehicle when the vehicle 1 starts moving or before the vehicle 1 stops.

Modes (III) and (IV) are based on the tilt angle acceleration (d)²θ/dt²) The steering direction of the steering wheel is determined.

In mode (III), acceleration (d) at a tilt angle²θ/dt²) When the steering angle is less than a predetermined threshold value, a steering torque in the same direction as the tilting direction (operation direction) "of the vehicle body 3 is applied to the steering wheel, and the acceleration (d) at the tilting angle is obtained²θ/dt²) If the value is equal to or greater than the predetermined threshold value, a steering torque in a direction "opposite" to the tilting direction (operation direction) of the vehicle body 3 is applied to the steering wheel.

In the mode (III), the steering torque in the "same direction" is suitable as a control for preventing a follow-up delay with respect to the inclination of the vehicle body 3 and improving the response of the turning of the vehicle 1. In addition, the steering torque in the "opposite direction" is suitable as a control for preventing the driving operation of the driver from being hindered by the influence of the inclination of the vehicle body 3.

In mode (IV), acceleration (d) at a tilt angle²θ/dt²) When the steering angle is less than a predetermined threshold value, a steering torque in the direction opposite to the tilting direction (operation direction) of the vehicle body 3 is applied to the steering wheel, and the steering wheel is accelerated at the tilting angle (d)²θ/dt²) If the value is equal to or greater than the predetermined threshold value, a steering torque in the same direction as the tilting direction (operation direction) "of the vehicle body 3 is applied to the steering wheel.

In the mode (IV), the steering torque in the "opposite direction" is suitable as a control for providing a comfortable riding experience for the driver without generating the lateral G in the body of the driver when the vehicle 1 starts moving or before the vehicle 1 stops. In contrast, the steering torque in the "same direction" is suitable as a control for the driver to achieve a desired behavior of the vehicle when the vehicle 1 starts moving or before the vehicle 1 stops.

As described above, in the vehicle 1 of the present invention, the inclination angle acceleration (d) is obtained based on the inclination angle velocity (d θ/dt)²θ/dt²) To change the steering torque characteristic (direction) of the steering wheelAnd size) of the vehicle 1 can satisfy the running characteristics, riding comfort, and the like of the vehicle 1 required by the vehicle 1.

Next, another embodiment of the present invention will be explained. The above embodiment has explained the configuration in which the steering torque applied to the right front wheel 11 and the left front wheel 12 is mechanically adjusted. The relationship between the input member and the turning mechanism 10 in the vehicle 1 will be described. Fig. 22 is a diagram illustrating a relationship between the steering wheel 7 as an input member and the turning mechanism 10.

Fig. 22 is a view schematically showing the vehicle 1 from the front. Fig. 22 illustrates a case where the turning mechanism 10 and the steering wheel 7 for indicating the direction thereof are shown from the front. The steering wheel 7 is intentionally operated by a driver not shown.

Fig. 22(a) shows the operation of the driver intending to go straight and the state of the turning mechanism 10 at this time. On the other hand, fig. 22B shows a state of the turning mechanism 10 when the driver turns the steering wheel 7 to the right in an attempt to turn the right and at that time (the figure shows a case where the steering wheel 7 is turned to the left side since the vehicle 1 is viewed from the front). According to the vehicle 1 of the present embodiment, the vehicle body is tilted to the right side at the tilt angle θ in accordance with the rotation angle of the steering wheel 7, and the right front wheel 11 and the left front wheel 12 to which steering torque is applied are rotated to the right side.

Here, a problem in the vehicle 1 configured as described above will be described with reference to fig. 23. Fig. 23 shows a state in which the right front wheel 11, for example, has traveled over an obstacle, although the driver intends to move the steering wheel 7 straight. In such a case, the turning mechanism 10 has the same posture as that in the right turn state, and as a result, there is a problem that the "right" steering torque is generated.

Therefore, in the following embodiments, the input state of the driver from the steering wheel 7 in the vehicle 1 and the operation of the turning mechanism 10 are all electrically performed. In the turning mechanism 10, for example, the steering torque is also adjusted by an electric mechanism including a sensor, an actuator, and the like.

Fig. 24 is a block diagram showing a control of the vehicle 1 electrically implementing the present invention. In the block diagram of fig. 24, a configuration not required for control of the present invention is illustrated.

In fig. 24, vehicle ECU300 operates in conjunction with each structure connected to vehicle ECU100 shown in the figure. Further, vehicle ECU300 executes various control processes in vehicle 10 according to the present invention based on programs and data stored and held in a storage unit such as a ROM in vehicle ECU 100.

Further, the vehicle 10 according to the present invention includes: a rotation driving device ECU301 that controls the rear wheel rotation driving device 213 based on a command value output from the vehicle ECU 300; a tilt motor ECU302 that controls a tilt motor 225 (not shown) based on a command value output from the vehicle ECU 100; and a steering motor ECU303 that controls the steering motor 265 based on the command value output from the vehicle ECU 100.

The rear wheel rotation driving device 213 rotationally drives the rear wheels 13, the tilt motor 225 is a motor for setting a tilt angle θ of the vehicle body (tilt angle θ of the first horizontal link 51) to a command value, and the steering motor 265 is a motor for applying a steering torque based on the command value to the steering wheels (the right front wheel 11 and the left front wheel 12). The steering motor 265 functions as an actuator for steering.

The input member such as the steering wheel 7 is operated by the driver to turn the vehicle. The input member operation angle sensor 323 detects the rotation angle of the input member, and the operation angle data of the steering wheel 7 detected by the input member operation angle sensor 323 is input to the vehicle ECU 100. The input member operation angle sensor 323 is constituted by, for example, an encoder.

The tilt motor 225 includes a tilt angle sensor 325 that detects a change in the tilt angle θ of the first horizontal link 51. The tilt angle sensor 325 is a rotation angle sensor for detecting a rotation angle of the rotation shaft with respect to the vehicle body in the tilt motor 225, and is configured by, for example, a resolver, an encoder, and the like. The tilt angle θ detected by the tilt angle sensor 325 is input to the vehicle ECU 100.

Further, the vehicle body of the vehicle 1 is provided with a gyro sensor 326. With such a gyro sensor 326, at least the direction of gravitational acceleration can be grasped on the vehicle ECU100 side.

The control of the vehicle 1 (the control of changing the steering torque characteristics (direction, magnitude) of the steerable wheels in accordance with the tilt angular velocity and the tilt angular acceleration) according to the present invention can be electrically realized by the above-described configuration.

In the embodiment based on such an electric mechanism, the vehicle ECU100 determines the adjustment operation of the steering torque applied to the right front wheel 11 and the left front wheel 12 in the turning mechanism 10, that is, the control operation of the tilt motor 225 and the steering motor 265, based on the information obtained from the input member operating angle sensor 323, the tilt angle sensor 325, and the gyro sensor 326.

In particular, in the vehicle 1 of the present embodiment, the vehicle ECU100 is characterized in that the steering angle direction in the steering operation of the right and left front wheels 11, 12 is determined based on the temporal change in the tilt angle θ of the vehicle body, that is, the direction of the tilt angular velocity (d θ/dt). Fig. 25 is a diagram showing a relationship between the bank angle speed (d θ/dt) and the steering angle directions of the right front wheel 11 and the left front wheel 12 in the vehicle 1. In the present embodiment, as shown in fig. 25, the vehicle ECU100 is characterized in that the direction of the bank angle velocity (d θ/dt) and the steering direction of the steerable front wheels (the right front wheel 11 and the left front wheel 12) are set to be the same direction. That is, in the relationship between the direction of the tilt angular velocity (d θ/dt) and the steering torque, as shown in fig. 25, control is performed that requires entry into the first quadrant and the third quadrant.

In the vehicle 1 having the electric mechanism as described above, even when the driver intends to move the steering wheel 7 straight and the right front wheel 11 gets on the obstacle as shown in fig. 26, for example, the attitude of the turning mechanism 10 is not always determined based on the control value obtained by the input member operation angle sensor 323 based on the rotation angle of the steering wheel 7, as shown in fig. 23, but the vehicle body is prevented from moving obliquely such as the obstacle as described above, and the running is stabilized.

However, in the case where the vehicle 1 is controlled by the electric mechanism as described above, the vehicle 1 can stably travel on an obstacle or the like, but when the turning mechanism 10 converges on the target inclination angle, there is a problem that an undesirable feeling of sway is generated by the driver.

Next, control for addressing such a problem will be described. Fig. 27 is a diagram for explaining control based on the relationship between the target tilt angle value and the actual tilt angle in the turning mechanism 10. In the figure, the horizontal axis represents a time axis, and the vertical axis represents the tilt angle θ in the turning mechanism 10.

The dashed line indicates the target value of the tilt angle θ for the case where the steering wheel 7 is turned by the driver. On the other hand, the solid line indicates the behavior of the actual tilt angle acquired by the tilt angle sensor 325. Here, in the control of the vehicle 1 of the present embodiment, the control is executed as follows: it is determined whether the actual tilt angle is far from the target value (the case of (B) indicated by a shaded portion) or the actual tilt angle is close to the target value (the case of (a) indicated by a non-shaded portion), and steering torque is applied to the right front wheel 11 and the left front wheel 12 in the case of (B), while steering torque is not applied (or steering torque limited to a very small value even if applied) in the case of (a).

According to such an embodiment, the tilting movement of the vehicle body based on the intention of the driver is not hindered, and a centrifugal force against disturbance (getting up a step, side wind) can be generated. This can suppress the tilting movement of the vehicle body, which is not desired by the driver.

Further, according to such an embodiment, it is possible to prevent the operational intention of the driver from being hardly reflected while coping with the case where the roll (inclination) of the vehicle 10 is unstable due to the occurrence of disturbance such as a crosswind.

Next, other embodiments of the present invention will be explained. Fig. 28 is a diagram schematically showing a turning mechanism 10 of a vehicle 1 according to another embodiment of the present invention.

In the embodiment based on the conventional mechanical mechanism, the telescopic member that expands and contracts according to the tilt is a mechanism that directly applies the steering torque to the steering wheel, but the turning mechanism 10 in the vehicle 1 according to the present invention has two telescopic members, namely, a first telescopic member (piston device (1)) that expands and contracts according to the tilt and a second telescopic member (piston (2)) that applies the steering torque to the steering wheel in conjunction with the first telescopic member.

In fig. 28, the vehicle body 3 and other members are separated into a member that tilts and a member that does not tilt. The turning mechanism 10 includes a piston device (1) that receives force from a member inclined from the vehicle body 3 or the like, a piston device (2) that transmits force to the link mechanism in relation to the steered wheels, and oil chambers of the respective piston devices are connected as shown in the drawing. Fig. 28(a) is a diagram showing the vehicle 1 traveling straight, and fig. 28(B) is a diagram showing the vehicle 1 turning right. As shown in fig. 28B, when the vehicle body of the vehicle is tilted, the oil chamber x of the piston device (1) is compressed, and the oil pumped out flows into the cylinder (oil chamber on the right side in the figure) of the piston device (2). As a result, the piston of the piston device (2) moves to the left side of the figure, and the steering wheel is steered by a link mechanism connected to the piston.

The piston device (1) and the piston device (2) can be regarded as having the same functions as those of a telescopic member such as a shock absorber.

As described above, the vehicle according to the present invention includes the torque applying unit that applies the steering torque to the steerable wheels in accordance with the tilt angular velocity or the tilt angular acceleration of the vehicle body, and according to the vehicle according to the present invention, it is possible to solve either or both of the problem that the response of the turning is deteriorated due to the delay of the wheels following the tilt of the vehicle body and the problem that the inertial force according to the angular velocity of the tilt angle of the vehicle body acts on the driver to hinder the driving operation.

In the embodiments based on the electric mechanism, the direction of the pitch angle velocity (d θ/dt) and the steering direction of the steerable front wheels (the right front wheel 11 and the left front wheel 12) are set to be the same direction, but the present invention is not limited to this, and for example, in the case of (a) described above, the steering torque may be applied in the direction opposite to the pitch angle velocity.

The present invention relates to a compact vehicle that has attracted attention in recent years from the viewpoint of energy issues and the like. Conventionally, such a vehicle has the following problems: in the case of a configuration in which the vehicle body is tilted so that the wheels turn at a steering angle that follows the tilt of the vehicle body, a phenomenon is observed in which the steering angle of the wheels follows the tilt of the vehicle body and delays, thereby deteriorating the responsiveness of the turn, and in the case where the tilt speed of the vehicle body is extremely high, an inertial force corresponding to the angular speed of the tilt angle of the vehicle body acts on the driver and hinders the driving operation.

On the other hand, the vehicle of the present invention includes a torque applying unit that applies a steering torque to the steerable wheels in accordance with the tilt angular velocity or the tilt angular acceleration of the vehicle body, and according to the vehicle of the present invention, it is possible to solve either or both of a problem that the response of the vehicle to turning is deteriorated due to a delay in the following of the vehicle body by the wheels, and a problem that the driving operation is hindered due to an inertial force acting on the driver in accordance with the tilt angular velocity of the vehicle body, and thus the industrial applicability is very high.

Description of the reference numerals

1 … vehicle; 3 … vehicle body; 5 … seats; 7 … steering wheel; 10 … turning mechanism; 11 … right front wheel; 12 … left front wheel; 13 … rear wheels; 15 … center bar; 17 … center rod extension tab; 21 … right suspension bar; 22 … left hanger bar; 25 … center tube; 31 … right suspension arm; 32 … left hanger arm; 41 … right front wheel axle; 42 … left front wheel axle; 51 … a first horizontal link; 52 … a second horizontal link; 60 … track rods; 70 … shock absorbers; 71 … cylinder; 72 … cylinder side mounting portion; 75 … piston rod; 76 … piston rod side mounting portion; 80 … shock absorber links; 110 … first shock absorber; 111 … cylinders; 113 … a first chamber; 114 … second chamber; 115 … piston rod; 118 … piston; 120 … second shock absorber; 121 … cylinder body; 123 … third chamber; 124 … fourth compartment; 125 … piston rod; a 128 … piston; 130 … first flow-through pipe; 140 … second flow tube; 213 … rear wheel rotation drive; 225 … tilt motor; 265 … steering motors; 300 … vehicle ECU; 301 … rotary drive device ECU; 302 … tilt motor ECU; 303 … steering motor ECU; 323 … input member operating angle sensor; 325 … tilt angle sensor; 326 … gyro sensor.