JP4877120B2 - vehicle - Google Patents

Description

  The present invention relates to a vehicle.

  Conventionally, in a vehicle, for example, a vehicle using the posture control of an inverted pendulum, the balance of the vehicle body, i.e., the balance state and the operation state of the vehicle body is detected by a sensor, and the control unit detects the balance state and the operation state The posture of the vehicle body is controlled (for example, refer to Patent Document 1).

  By the way, in the vehicle, when it is necessary to tilt the vehicle body when performing posture control, if the headlamp as an attached device attached to the vehicle body is similarly tilted, the front of the vehicle is reliably irradiated. Can not do it.

Accordingly, there is provided a vehicle in which the headlamp is rotatably attached to a vehicle body, and when the vehicle body is tilted, an angle adjusting motor is driven to prevent the headlamp from being tilted. Is provided. Further, there is a vehicle in which the headlamp is rotatably attached to the vehicle body and a weight is attached to the headlamp to prevent the headlamp from being tilted when the vehicle is tilted. Is provided.
JP 2005-335570 A

  However, in the conventional vehicle, in the case of a vehicle in which the headlight is prevented from being tilted by driving the motor, it is necessary to dispose the motor. Since it is necessary to provide a motor control device for driving the motor, the control becomes complicated.

  In addition, in the case of a vehicle in which a weight is attached to the headlamp to prevent the headlamp from tilting, it is difficult to operate the weight according to the tilt of the vehicle body, and the headlamp tilts. Cannot be reliably prevented.

  An object of the present invention is to provide a vehicle that solves the problems of the conventional vehicle, can reduce the cost, and can reliably prevent the attached device from tilting.

  Therefore, in the vehicle of the present invention, the tilt posture of the vehicle body is controlled by moving the balancer.

  And it has the attachment apparatus arrange | positioned so that rocking | fluctuation with respect to a vehicle main body, and the link mechanism which connects between this attachment apparatus and the said balancer.

  The link mechanism adjusts the attachment device to a predetermined angle with respect to the traveling road surface with the movement of the balancer.

  According to the present invention, in the vehicle, the inclination posture of the vehicle main body is controlled by moving the balancer.

  And it has the attachment apparatus arrange | positioned so that rocking | fluctuation with respect to a vehicle main body, and the link mechanism which connects between this attachment apparatus and the said balancer.

  The link mechanism adjusts the attachment device to a predetermined angle with respect to the traveling road surface with the movement of the balancer.

  In this case, the balancer is moved in the first region for holding the vehicle main body horizontally and in the second region for rotating the attachment device via the link mechanism. When the balance is maintained, the elevation angle of the attachment device can be adjusted, and the attachment device can be reliably prevented from tilting.

  In addition, since it is not necessary to dispose a drive unit for adjusting the elevation angle independently of the drive unit for moving the balancer, the cost can be reduced.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

  FIG. 1 is a front view of a vehicle in an embodiment of the present invention, and FIG. 2 is an explanatory diagram of an inclination angle in the embodiment of the present invention.

  In FIG. 1, 11 is a vehicle, 12 is a frame as a support structure, 13 is a seat as a riding section fixed on the frame 12, and 14 is a frame 12 on the left and right of the frame 12. A pair of drive wheels 15 arranged coaxially with respect to the drive wheel 15 are formed to protrude toward the front and rear of the vehicle 11 slightly above the lower end of the drive wheel 14. The stopper 16 is a battery as a power supply device. The frame 12, the seat 13 and the stopper 15 constitute a vehicle body.

  In addition to a passenger as an operator, a load can be loaded on the seat 13. Each drive wheel 14 includes a drive motor (wheel motor) (not shown) as a drive source disposed in the center, a wheel 14a attached to the outer periphery of the drive motor, and the like, and drives the drive motor. By doing so, the drive wheel 14 can be rotated and the vehicle 11 can be traveled.

  By the way, the vehicle main body is supported so as to be rotatable about the axis (rotation axis) sh1 of the drive wheel 14 and tilts. At this time, in order to prevent the vehicle body from inclining more than a predetermined angle, the stopper 15 is formed to be curved so as to form a convex surface downward.

  Note that when the vehicle main body is placed in a horizontal state (a state where the inclination angle γ of the vehicle main body becomes zero (0)) on the horizontal ground Gd (traveling road surface), the drive wheels 14 come into contact with the ground Gd. When the point is P1, the distance L1 on the ground Gd from the point P1 to the front end Tf of the stopper 15 and the distance L2 on the ground Gd from the point P1 to the rear end Tb of the stopper 15 are as follows. Be made equal. The distance L1 is the center of gravity of the vehicle when the passenger is not in the state where the end portion Tf is in contact with the ground Gd, and the center of gravity of the vehicle when the passenger of the assumed weight and body type is on board. Are set between the point P1 and the end Tf and above the point P1 and the end Tf.

  Reference numeral 21 denotes a predetermined portion that is close to the seat 13, and in the present embodiment, an operating portion that is disposed on the left side portion. The operation unit 21 is composed of, for example, a joystick. When a driver who is an operator operates the operation unit 21, a control unit (not shown) drives the drive motors and controls the rotation of the drive wheels 14, The vehicle 11 can be run by accelerating, decelerating, turning, rotating, stopping, braking, etc. on the spot. In addition, the said control part is arrange | positioned under the seat 13, for example.

  In the present embodiment, a case where a passenger sits on the seat 13 and operates the operation unit 21 to drive the vehicle 11 will be described. However, a non-passenger as an operator does not get on the vehicle 11 and operates the operation unit. By operating a remote controller (not shown), the vehicle 11 can be driven. In that case, a person other than the non-passenger can sit on the seat 13 as a passenger or can load only the luggage. A predetermined display unit is disposed near the seat 13 as necessary.

  In the present embodiment, the operation unit 21 is arranged, but the vehicle 11 can be automatically driven according to a preset driving pattern. For this purpose, the control unit reads travel command data from a recording device (not shown) and drives the drive motor in accordance with the travel command data. In addition, the control unit can acquire travel command data from the outside by wireless communication.

  By the way, when the vehicle 11 is accelerated or decelerated, acceleration or deceleration is added to the total mass of the vehicle main body and the passenger, and the vehicle main body is tilted accordingly. Therefore, in the present embodiment, the balancer 22 is disposed so as to be movable relative to the vehicle body and in the horizontal direction (in the present embodiment, the same direction as the traveling direction of the vehicle), By moving the balancer 22 in the horizontal direction, the center of gravity of the vehicle body is placed at an appropriate position, and the vehicle body is held horizontally. Therefore, at least one side edge of the left and right side edges of the frame 12, in this embodiment, the guide rail 25 as a guide member is disposed on both side edges so as to extend in the horizontal direction. The balancer 22 is moved along the guide rail 25. The initial position of the balancer 22 is set to a position where the vehicle 11 is in a horizontal state with the vehicle 11 stopped, and to a position where the guide rail 25 is sufficiently extended to the front side and the rear side from the initial position. Is done.

  In the present embodiment, the balancer 22 is composed of a weight body such as a metal having a predetermined mass. However, a component having a predetermined mass such as the battery 16 is used alone or as a balancer. 22 can be used. Furthermore, the seat 13 can be used alone or with the balancer 22. In this case, since the posture control is based on the weight of the seat 13 and the weight of the occupant as compared with the posture control of the relatively light balancer 22 alone, the stability of the posture control can be improved.

  Further, at least one side edge in front of the seat 13, in the present embodiment, a headlamp 27 as an accessory device is disposed on both side edges, and the headlamp 27 is used at night or the like. The front of the vehicle 11 is irradiated. In the present embodiment, the headlamp 27 as the accessory device has been described. However, as the accessory device, for example, when the vehicle 11 travels on a public road, such as a blinker, lights such as a vehicle width light, and a license plate. In addition, the present invention can be applied to display objects that need to be displayed outside the vehicle.

  By the way, when the vehicle main body is placed in a horizontal state on the horizontal ground Gd, the reference line (center) of the vehicle main body is placed on a line m1 that passes through the axis sh1 of the drive wheel 14 and extends perpendicularly to the ground Gd. Assuming line m2, as shown in FIG. 2, the reference line m2 rotates by a predetermined angle about the axis sh1 of the drive wheel 14 as the vehicle body tilts. At this time, the angle at which the reference line m2 rotates is the tilt angle γ, and the tilt angle γ is detected by the attitude sensor 36 described later. When the vehicle body tilts forward, the tilt angle γ takes a positive value, and when the vehicle body tilts backward, the tilt angle γ takes a negative value.

  Next, the control device for the vehicle 11 having the above-described configuration will be described.

  FIG. 3 is a diagram showing a vehicle control apparatus according to the embodiment of the present invention.

  In the figure, reference numeral 21 denotes an operation unit, and 31 denotes a control unit. The control unit 31 functions as a computer, and an unillustrated CPU and RAM as an arithmetic device that performs arithmetic processing based on various programs, data, and the like, A recording device such as a ROM is provided. M1 is a pair of drive motors as a first drive unit for running the vehicle, M2 is a balancer motor as a second drive unit for moving the balancer 22, and 32 drives each drive motor M1. A motor control device as a first drive unit control device for driving, a motor control device 33 as a second drive unit control device for driving the balancer motor M2, and a rotation angle representing a rotor position of each motor M1 35 is a position sensor as a position detection unit that detects the position of the balancer 22, and 36 is an attitude detection unit that detects an inclination angle γ representing the inclination and posture of the vehicle body. It is a sensor.

  The position sensor 35 detects a predetermined position on the balancer 22, in this embodiment, the position of the front end as the position of the balancer 22. For this purpose, a stator (not shown) of the position sensor 35 is arranged on the frame 12 (FIG. 1), and a mover (not shown) of the position sensor 35 is arranged at the front end of the balancer 22. In the present embodiment, the position sensor 35 detects the position of the front end of the balancer 22. However, the position sensor 35 can detect the center position of the balancer 22 or the position of the rear end. .

  Further, a speed detection processing unit (not shown) of the motor control device 32 performs a speed detection process, calculates an angular speed by differentiating the rotation angle detected by the resolver 34, and further calculates the angular speed and the diameter of the driving wheel 14. Based on this, the vehicle speed is calculated. Accordingly, the speed detection processing means constitutes a vehicle speed detection processing means, and the vehicle speed detection processing means performs a vehicle speed detection process to detect the vehicle speed. In addition, acceleration / deceleration detection processing means (not shown) of the motor control device 32 performs acceleration / deceleration detection processing, and calculates and detects acceleration and deceleration by differentiating the vehicle speed. A vehicle speed sensor can be provided as the speed detection processing means of the motor control device 32, and an acceleration / deceleration sensor (G sensor) can be provided as the acceleration / deceleration detection processing means.

  An attitude control processing unit (not shown) of the control unit 31 performs an attitude control process to detect a balance state and an operation state of the vehicle body, and based on the detected state of the vehicle body, the attitude of the vehicle body (inclined attitude). ) To control.

  Therefore, when the vehicle 11 is running, the attitude control target position calculation processing means of the attitude control processing means performs attitude control target position calculation processing, reads the acceleration or deceleration, and forms it in the recording device. The target position Sb for posture control of the balancer 22 corresponding to the acceleration or deceleration is read and calculated with reference to the first target position map formed of the table. In this case, when the vehicle 11 is driven at the acceleration or deceleration assumed in normal driving, the position of the balancer 22 that can hold the vehicle body in a horizontal state is calculated in advance as the target position Sb. The acceleration or deceleration and the target position Sb are recorded in correspondence with each other in the first target position map. That is, on the front side from the initial position, the target position Sb is set forward as the acceleration increases, and the target position Sb is set backward (the initial position side) as the acceleration decreases, and the target increases as the deceleration increases behind the initial position. The position Sb is set backward, and the target position Sb is set forward (initial position side) as the deceleration is low. Further, the frontmost end position of the target position Sb corresponds to the largest acceleration assumed in normal traveling (hereinafter referred to as “maximum acceleration”). The last position of the target position Sb is set in correspondence with “deceleration”.

  In this case, the range from the foremost end position to the rearmost end position is set as a control range of the attitude control. Further, the range from the maximum acceleration corresponding to the front end position to the maximum deceleration corresponding to the rear end position is set as a control range of acceleration and deceleration.

  Then, the horizontal control processing means of the attitude control processing means performs horizontal control processing, sends an instruction to the motor control device 33, and controls the balancer motor M2 so that the position detected by the position sensor 35 becomes the target position Sb. The balancer 22 is moved by driving. Therefore, when accelerating the vehicle 11, the balancer 22 is moved from the initial position to the front target position Sb corresponding to the acceleration to move the center of gravity of the vehicle to an appropriate front position and decelerate the vehicle. Can move the center of gravity of the vehicle to an appropriate rear position by moving the balancer 22 from the initial position to the rear target position Sb corresponding to the deceleration. As a result, the vehicle body can be held in a horizontal state.

  By the way, in the vehicle 11, the posture is normally controlled in the posture control processing. However, when the acceleration increases beyond the control range, the vehicle is simply moved to the front end position. The posture of the main body cannot be maintained, and the vehicle main body tilts backward.

  Therefore, the target inclination angle calculation processing means of the posture control processing means performs the target inclination angle calculation processing, reads the acceleration, refers to the target inclination angle map formed of a table formed in the recording device, and corresponds to the acceleration. The target angle of the inclination angle γ, that is, the target inclination angle is read and calculated. In this case, the target inclination angle takes a positive value. Therefore, when the acceleration increases beyond the control range, the inclination angle γ that can maintain the balanced state by tilting the vehicle body forward while the balancer 22 is moved to the foremost position is the target. An inclination angle is calculated in advance, and acceleration and a target inclination angle are recorded in correspondence with each other in the target inclination angle map. In this case, the larger the acceleration, the larger the target tilt angle is set in the positive direction (the direction tilted forward), and the smaller the acceleration is, the smaller the target tilt angle is set in the positive direction.

  Subsequently, the tilt control processing means of the posture control processing means performs tilt control processing, reads the detected tilt angle representing the tilt angle γ detected by the posture sensor 36, and acceleration, and the detected tilt angle is the target tilt angle. Thus, the torque instantaneously generated by the drive motor M1, that is, the drive motor torque is reduced by a predetermined amount, and is generated in the reverse direction as necessary to tilt the vehicle body forward.

  If the deceleration increases beyond the control range, the posture of the vehicle main body cannot be maintained only by moving the balancer 22 to the rearmost position, and the vehicle main body tilts forward.

  Therefore, the target inclination angle calculation processing means reads the deceleration, reads the target inclination angle corresponding to the deceleration with reference to the target inclination angle map, and sets it. In this case, the target inclination angle takes a negative value. Therefore, when the deceleration increases beyond the control range, the inclination angle γ that can maintain the balance state by tilting the vehicle main body backward while the balancer 22 is moved to the rearmost position. The target inclination angle is calculated in advance, and the deceleration and the target inclination angle are recorded in correspondence with each other in the target inclination angle map. In this case, the larger the deceleration is, the larger the target inclination angle is set in the negative direction (the direction in which it is inclined backward), and the smaller the deceleration is, the smaller the target inclination angle is set in the negative direction.

  Subsequently, the tilt control processing means reads the detected tilt angle and deceleration, instantaneously increases the drive motor torque by a predetermined amount so that the detected tilt angle becomes the target tilt angle, and reverses the direction if necessary. To cause the vehicle body to tilt backwards.

  As described above, when the acceleration increases beyond the control range or the deceleration increases beyond the control range, the vehicle body is tilted and travels, but at that time, the head mounted on the vehicle body If the lamp 27 cannot maintain the horizontal state and is tilted in the same manner as the vehicle body, the optical axis is tilted and the headlamp 27 cannot be operated properly, so that the front of the vehicle 11 is reliably irradiated. You will not be able to.

  Therefore, in the present embodiment, even when the vehicle body is tilted, the elevation control mechanism composed of a link mechanism is provided so that the headlamp 27 can be operated properly and the front of the vehicle 11 can be reliably irradiated. 51 is arranged, and the elevation angle control mechanism 51 adjusts the elevation angle of the headlamp 27 to prevent the headlamp 27 from tilting.

  As shown in FIG. 1, the elevation angle control mechanism 51 extends in a predetermined position of the balancer 22, in the present embodiment, horizontally from the front end to the front and in parallel with the guide rail 25. A slide rail 52 as an operating member provided, a table 54 provided in the vicinity of the front end of the frame 12 and attached to the headlamp 27, and the slide rail 52 and the table 54 are connected to each other. A link 55 as a connecting member is provided, and the balancer 22 and the headlamp 27 are connected.

  The slide rail 52 is formed of an elongated flat plate-like member, is attached to a predetermined portion of the balancer 22, for example, a side edge, and is moved as the balancer 22 moves in the horizontal direction. Further, a long hole 57 as a guide element is formed through the slide rail 52 over a predetermined distance, and the long hole 57 and a slide (as a guided member) disposed at the lower end of the link 55 ( 9) The moving element 63 is slidably locked. As the slide rail 52 moves, the slider 63 is moved relative to the slide rail 52 along the long hole 57. As the balancer 22 moves between the forward limit and the reverse limit within the control range of the attitude control, the slider 63 has a rear end 71 as one end of the long hole 57 and the other end. When the balancer 22 is placed at the forward limit, the slider 63 is placed at the rear end 71, and when the balancer 22 is placed at the backward limit, the slider 63 is moved. Is placed at the front end 72. In the present embodiment, the long hole 57 is formed so as to penetrate the slide rail 52, but a long groove is formed on one surface of the slide rail 52, and the long groove and the slider 63 are connected to each other. It can be locked. In addition, a space between the forward limit and the reverse limit is set as a horizontal control zone as a first region.

  The table 54 is formed of a plate-like body having a predetermined shape, and is supported swingably with respect to the frame 12 by a shaft 61 serving as a swing support member disposed at the lower portion of the rear end. . The table 54 is swingably connected to the upper end of the link 55 via a shaft 64 as a swing support member at the lower portion of the front end. That is, the headlamp 27 (attached device) disposed on the table 54 is disposed so as to be swingable with respect to the vehicle body.

  The table 54 is normally held horizontally with respect to the vehicle body by a spring (not shown) as an urging member. As the spring, for example, a torsion spring (not shown) disposed coaxially with the shaft 61 can be used. The torsion spring is set so that the torsion angle becomes zero when the table 54 is held horizontally with respect to the vehicle body, and the torsion angle does not change with the weight of the table 54 alone or the vibration of the vehicle body. In addition, the spring constant of the torsion spring is set. In the present embodiment, the slider 63 is placed directly below the shaft 61 with the table 54 held horizontally, but may be placed at other positions.

  Next, the operation of the elevation angle control mechanism 51 having the above configuration will be described.

  FIG. 4 is a flowchart showing the operation of the control unit in the embodiment of the present invention, FIG. 5 is a diagram showing the operation of the elevation angle control mechanism in the embodiment of the present invention, and FIG. 6 is an elevation angle control mechanism in the embodiment of the present invention. FIG. 7 is a second conceptual diagram showing the operation of the elevation angle control mechanism in the embodiment of the present invention.

  First, an acceleration / deceleration determination processing unit (not shown) of the control unit 31 performs an acceleration / deceleration determination process to determine whether the acceleration or deceleration is within the control range. When the acceleration or deceleration is within the control range, as described above, the horizontal control processing is performed by the horizontal control processing means, the balancer 22 is placed at the target position Sb, and the vehicle body is held in a horizontal state. Is done. However, when the acceleration or deceleration exceeds the control range, it is impossible to maintain the posture of the vehicle body simply by moving the balancer 22 to the front end position or the rear end position.

  Therefore, as described above, the tilt control processing unit tilts the vehicle body so that the detected tilt angle becomes the target tilt angle.

  Subsequently, an elevation angle control processing unit (not shown) of the control unit 31 performs an elevation angle control process and operates the elevation angle control mechanism 51 to adjust the elevation angle of the headlamp 27. For this purpose, the inclination angle acquisition processing means of the elevation angle control processing means performs the inclination angle acquisition processing and reads the detected inclination angle detected by the attitude sensor 36. Thereby, it is possible to know the inclination of the vehicle body when the balancer 22 reaches the forward limit or the reverse limit.

  By the way, in the present embodiment, the balancer 22 can be moved a predetermined distance K further forward than the forward limit, and can be moved a predetermined distance K further rearward than the backward limit. Thus, each section that can be moved is set as an elevation angle control zone as a second region for adjusting the elevation angle.

  Then, as shown in FIG. 5, when the balancer 22 (FIG. 1) is moved forward by a predetermined distance k1 (0 <k1 <K) in the elevation control zone, the slide rail 52 moves accordingly, The position of the front end of the slide rail 52 moves forward by a distance k1 from q1 to q2. When the front end of the slide rail 52 is at the position q1, the slider 63 is placed at the rear end 71 of the long hole 57. Therefore, as the slide rail 52 moves to the position q2, it slides. The child 63 is pushed forward and moves by a distance k1. At this time, the table 54 is supported by the shaft 61 so as to be swingable with respect to the frame 12 at a predetermined position, and the front end is connected to the slider 63 via the link 55. As the slider 63 moves forward, the front end of the table 54 is pushed upward by the link 55. As a result, as shown in FIGS. 6 and 7, the table 54 is inclined upward at a predetermined angle θ.

  In this case, if the vertical distance (perpendicular length) between the shaft 61 and the slide rail 52 (the locus of the slider 63 on the slide rail 52) is H, and the distance between the shaft 61 and the shaft 64 is R. The following equation is established.

2R (H · sin θ−k1 · cos θ) + k1 ² = 0
Therefore, when the balancer 22 reaches the forward limit, if the balancer 22 is moved forward by a distance k1 so that the detected inclination angle and the angle θ are equal, the headlamp 27 is held in a horizontal state. be able to. Then, by substituting the detected inclination angle into the angle θ in the above equation, the distance k1 to which the balancer 22 should be moved in order to keep the headlamp 27 in a horizontal state can be calculated.

  Similarly, when the balancer 22 is moved rearward by a predetermined distance k1 (0 <k1 <K) in the elevation control zone, the slide rail 52 is also moved, and the slide rail 52 is moved rearward. The slider 63 is pushed rearward and moves by a distance k1. At this time, the front end of the table 54 is pulled downward by the link 55. As a result, the table 54 is inclined downward at a predetermined angle θ.

  Therefore, when the balancer 22 moves backward by the distance k1 so that the detected inclination angle and the angle θ are equal when the balancer 22 reaches the backward limit, the headlamp 27 is held in a horizontal state. can do.

  Each of the distances H and R takes into account an empty space when the elevation angle control mechanism 51 is mounted on the vehicle body, and the position of the balancer 22 and the adjustment accuracy of the elevation angle when the elevation angle control mechanism 51 is operated. Designed. If the distances H and R are increased, the angle θ cannot be set to a desired value unless the distance k1 for moving the slider 63 is increased accordingly.

  Incidentally, as described above, when the balancer 22 is moved according to the detected inclination angle when the vehicle body is inclined, the headlamp 27 can be held in a horizontal state.

  Therefore, the elevation angle control target position calculation processing means of the elevation angle control processing means performs an elevation angle control target position calculation process and keeps the headlamp 27 in a horizontal state by a distance k1 forward from the forward limit of the balancer 22. The position separated and the position separated by the distance k1 from the backward limit of the balancer 22 are calculated as the target position Se for elevation angle control.

  In this case, if the distance k1 is calculated by substituting the detected inclination angle into the angle θ in the above equation, the processing time of the control unit 31 becomes long. Therefore, a target position Se corresponding to the detected tilt angle is calculated in advance based on the distance k1, and a second target position map including a table is formed in the recording device, and the detected tilt angle and the target position Se are associated with each other. Can be recorded. In that case, the elevation angle control target position calculation processing means calculates by reading the target position Se corresponding to the detected tilt angle with reference to the second target position map.

  In the present embodiment, the target position Se is calculated based on the detected tilt angle, but instead of the detected tilt angle, it is calculated based on acceleration or deceleration in the target tilt angle calculation process. The target position Se can be calculated based on the target inclination angle. Note that, when the detected tilt angle is used, the calculation accuracy of the target position Se can be made higher than when the target tilt angle is used.

  In addition, a target tilt angle is calculated in advance based on acceleration or deceleration, and further, a target position Se is calculated based on the target tilt angle, and the first target is obtained by associating the acceleration and deceleration with the target position Se. Can be recorded in a location map. In that case, the elevation angle control target position calculation processing means calculates by reading the target position Se corresponding to the acceleration or deceleration with reference to the first target position map. For this purpose, the target positions Sb and Se are recorded together in the first target position map.

  Subsequently, the rotation control processing means of the elevation angle control processing means performs rotation control processing, sends an instruction to the motor control device 33 (FIG. 3), and the position detected by the position sensor 35 becomes the target position Se. Thus, the balancer motor M2 is driven, and the balancer 22 is moved. Therefore, the elevation angle of the headlamp 27 can be adjusted, and the headlamp 27 can be prevented from tilting. As a result, the front of the vehicle 11 can be reliably irradiated.

  Note that both the posture control process and the elevation angle control process are equivalent to performing a position control process for placing the balancer 22 at the target positions Sb and Se. Therefore, the posture control processing means and the elevation angle control processing means also function as position control processing means.

  Thus, in the present embodiment, when the vehicle body is tilted and the balance state is maintained, the elevation angle of the headlamp 27 is adjusted based on the detected inclination angle of the vehicle body. The headlamp 27 can be prevented from tilting.

  Further, since it is not necessary to provide a motor for rotating the table 54 independently from the balancer motor M2, not only can the cost be reduced, but also a motor control device 33 for driving the balancer motor M2. Since the elevation angle can be adjusted by the control, the control can be simplified.

  And since it is not necessary to use a weight in order to adjust an elevation angle, the influence of an acceleration or a deceleration is not added to a weight, and it can prevent reliably that the headlamp 27 inclines.

  Moreover, in the elevation angle control process, the control logic of the posture control process can be applied, and it is not necessary to provide a dedicated control logic for the elevation angle control process, so that the control can be simplified. The cost of the elevation angle control mechanism 51 can be reduced.

Next, a flowchart will be described.
Step S1: Determine whether the acceleration or deceleration is within the control range. If it is within the control range, the process proceeds to step S6, and if not, the process proceeds to step S2.
Step S2 Inclination control processing is performed.
Step S3: The detected inclination angle is read from the attitude sensor 36.
Step S4: The target position Se for elevation angle control is calculated.
Step S5: The balancer 22 is moved to the target position Se, and the process is terminated.
Step S6: A horizontal control process is performed and the process is terminated.

  In the present embodiment, the headlamp 27 as an auxiliary device has been described. However, the auxiliary device which is desired to maintain the horizontal state when the vehicle body is tilted, for example, a blinker, a brake lamp, a laser radar, a camera. Etc. can be applied.

  In the case of turn signals, brake lights, etc., the visibility from other vehicles can be improved by maintaining the horizontal state, and in the case of laser radars, cameras, etc., by maintaining the horizontal state, The surroundings can be reliably monitored.

  In addition, this invention is not limited to the said embodiment, It can change variously based on the meaning of this invention, and does not exclude them from the scope of the present invention.

1 is a front view of a vehicle in an embodiment of the present invention. It is explanatory drawing of the inclination | tilt angle in embodiment of this invention. It is a figure which shows the control apparatus of the vehicle in embodiment of this invention. It is a flowchart which shows operation | movement of the control part in embodiment of this invention. It is a figure which shows operation | movement of the elevation angle control mechanism in embodiment of this invention. It is a 1st conceptual diagram which shows operation | movement of the elevation angle control mechanism in embodiment of this invention. It is a 2nd conceptual diagram which shows operation | movement of the elevation angle control mechanism in embodiment of this invention.

Explanation of symbols

11 Vehicle 12 Frame 13 Seat 15 Stopper 22 Balancer 27 Headlamp 51 Elevation Control Mechanism M2 Balancer Motor

Claims (6)

  In a vehicle that controls the tilt posture of the vehicle body by moving the balancer, an attachment device that is swingably disposed with respect to the vehicle body, and a link mechanism that connects the attachment device and the balancer are provided. And the link mechanism adjusts the attachment device to a predetermined angle with respect to a traveling road surface as the balancer moves.   A drive wheel, a vehicle main body supported so as to be rotatable with respect to a rotation axis of the drive wheel, an accessory device arranged to be swingable with respect to the vehicle main body, and relative to the vehicle main body; A balancer for controlling the tilt posture by the rotation of the vehicle main body and a link mechanism for connecting between the accessory device and the balancer, the balancer holding the vehicle main body horizontally A vehicle that is moved in a first region for swinging and a second region for swinging the accessory device via the link mechanism.   The link mechanism is connected to the actuating member attached to the balancer and moved together with the balancer, a support body swingably supported with respect to the vehicle body, and provided with the accessory device, and the actuating member. The vehicle according to claim 1, further comprising a connecting member.   The vehicle according to any one of claims 1 to 3, further comprising attitude control processing means for moving the balancer in the first or second region in accordance with acceleration and deceleration.   The vehicle according to any one of claims 1 to 4, wherein the connecting member swings a support body in the second region.   6. An inclination control processing means for inclining the vehicle main body according to acceleration and deceleration, and an elevation angle control processing means for moving the balancer in the second region according to the inclination angle of the vehicle main body. The vehicle according to any one of the above.

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