WO2011102106A1

WO2011102106A1 - Vehicle

Info

Publication number: WO2011102106A1
Application number: PCT/JP2011/000805
Authority: WO
Inventors: 林　弘毅; 裕司高倉; 山本　伸司
Original assignee: 株式会社エクォス・リサーチ
Priority date: 2010-02-16
Filing date: 2011-02-14
Publication date: 2011-08-25

Abstract

The disclosed vehicle increases safety, achieves a stable travelling state, provides good riding comfort, does not make an occupant feel any sense of unease, and maintains vehicle body stability and improves turning performance. The vehicle comprises: a vehicle body which is provided with a mutually connected steering unit and drive unit; a steering wheel which steers the vehicle body; a drive wheel which drives the vehicle body; a tilting actuator device which tilts the steering wheel or the drive wheel in the turning direction; a sensor which either directly or indirectly detects the lateral acceleration acting on the vehicle body; and a control device which controls the tilting actuator device and controls the tilt of the vehicle body. The control device controls the tilt of the vehicle body so as to balance the centrifugal force and the gravity acting on the vehicle, on the basis of the lateral acceleration detected by the sensor.

Description

vehicle

The present invention relates to a vehicle having at least a pair of left and right wheels.

In recent years, in view of the problem of exhaustion of energy resources, there has been a strong demand for fuel saving of vehicles. On the other hand, the number of vehicle owners is increasing due to the low price of vehicles, and one person tends to own one vehicle. Therefore, for example, there is a problem that energy is wasted when only one driver drives a four-seater vehicle. The most efficient way to save fuel consumption by reducing the size of the vehicle is to configure the vehicle as a one-seater tricycle or four-wheel vehicle.

However, depending on the driving condition, the stability of the vehicle may decrease. Therefore, a technique for improving the stability of the vehicle during turning by tilting the vehicle body in the lateral direction has been proposed (for example, see Patent Document 1).

JP 2008-155671 A

However, in the conventional vehicle, in order to improve the turning performance, the vehicle body can be tilted inward in the turning direction, but the operation of tilting the vehicle body is difficult and the turning performance is low. , Passengers may feel uncomfortable or anxious.

The present invention solves the problems of the conventional vehicle and maintains the stability of the vehicle body by controlling the inclination angle of the vehicle body so that the centrifugal force applied to the vehicle body and the gravity are balanced. The purpose of the present invention is to provide a highly safe vehicle that can improve the turning performance and that the occupant does not feel uncomfortable, is comfortable to ride, and can realize a stable running state. .

Therefore, in the vehicle according to the present invention, a vehicle body including a steering unit and a drive unit coupled to each other, and a wheel rotatably attached to the steering unit, the steering wheel steering the vehicle body, A wheel rotatably attached to the driving unit, the driving wheel driving the vehicle body, a tilting actuator device for tilting the steering unit or the driving unit in a turning direction, and a lateral acceleration acting on the vehicle body And a control device for controlling the tilt of the vehicle body by controlling the tilt actuator device, the control device based on the lateral acceleration detected by the sensor. The inclination of the vehicle body is controlled so that the centrifugal force applied to the vehicle body and gravity are balanced.

According to the first and second aspects, the inclination angle of the vehicle body can be controlled so that the centrifugal force and the gravity are balanced, and the vehicle body and the occupant are parallel to the longitudinal axis of the vehicle body. Since the directional force acts, the occupant does not feel uncomfortable, the ride comfort is good, and a stable running state can be realized.

According to the configurations of claims 3 to 5, since unnecessary acceleration components can be removed, it is not affected by road surface conditions, and it is possible to prevent the occurrence of vibration, divergence, etc. of the control system, and to control the vehicle body tilt. Control responsiveness can be improved by increasing the control gain of the system.

According to the configurations of claims 6 and 7, even with a simple vehicle body configuration, the stability of the vehicle body can be maintained and the turning performance can be improved.

It is a figure which shows the structure of the vehicle in the 1st Embodiment of this invention. It is a figure which shows the structure of the link mechanism of the vehicle in the 1st Embodiment of this invention. It is a block diagram which shows the structure of the vehicle body tilt control system in the 1st Embodiment of this invention. It is a figure explaining the inclination operation | movement of the vehicle body at the time of turning driving | running | working in the 1st Embodiment of this invention. It is a flowchart which shows the operation | movement of the vehicle body tilt control process of the vehicle in the 1st Embodiment of this invention. It is a figure explaining the influence which the detection value of the lateral acceleration sensor in the 2nd Embodiment of this invention receives. It is a figure which shows the back surface of the vehicle in the 2nd Embodiment of this invention. It is a block diagram which shows the structure of the vehicle body tilt control system in the 2nd Embodiment of this invention. It is a figure which shows the dynamic model in the 2nd Embodiment of this invention. It is a block diagram of the control system in the 2nd Embodiment of this invention. It is a flowchart which shows the operation | movement of the lateral acceleration calculation process in the 2nd Embodiment of this invention. It is a flowchart which shows the operation | movement of the vehicle body tilt control process of the vehicle in the 2nd Embodiment of this invention. It is a figure which shows the back surface of the vehicle in the 3rd Embodiment of this invention. It is a block diagram which shows the structure of the vehicle body tilt control system in the 4th Embodiment of this invention. It is a figure which shows the dynamic model in the 4th Embodiment of this invention. It is a flowchart which shows the operation | movement of the lateral acceleration calculation process in the 4th Embodiment of this invention. It is a schematic diagram explaining the dimension of each part of the vehicle in the 5th Embodiment of this invention.

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

FIG. 1 is a diagram showing a configuration of a vehicle according to a first embodiment of the present invention, FIG. 2 is a diagram showing a configuration of a vehicle link mechanism according to the first embodiment of the present invention, and FIG. It is a block diagram which shows the structure of the vehicle body tilt control system in 1 embodiment. In FIG. 1, (a) is a right side view and (b) is a rear view.

In the figure, reference numeral 10 denotes a vehicle according to the present embodiment, which includes a main body 20 as a vehicle body drive unit, a riding unit 11 as a steering unit on which an occupant gets on and steer, and a center in the width direction in front of the vehicle body. The wheel 12F is a front wheel disposed as a steering wheel, and the left wheel 12L and the right wheel 12R are drive wheels disposed rearward as rear wheels. Furthermore, the vehicle 10 operates as a lean mechanism for leaning the vehicle body from side to side, that is, as a lean mechanism, that is, a vehicle body tilt mechanism, supporting the left and

right wheels

12L and 12R, and the link mechanism 30. And a link motor 25 as a tilt actuator device. The vehicle 10 may be a three-wheeled vehicle with two front wheels on the left and right and one wheel on the rear, or may be a four-wheeled vehicle with two wheels on the left and right. As shown in the figure, a case will be described in which the front wheel is a single wheel and the rear wheel is a left and right tricycle.

When turning, the angle of the left and

right wheels

12L and 12R with respect to the road surface 18, that is, the camber angle is changed, and the vehicle body including the riding portion 11 and the main body portion 20 is inclined toward the turning inner wheel, thereby improving turning performance and the occupant. It is possible to ensure the comfort of the car. That is, the vehicle 10 can tilt the vehicle body in the lateral direction (left and right direction). In the example shown in the figure, the left and

right wheels

12L and 12R stand upright with respect to the road surface 18, that is, the camber angle is 0 degree.

The link mechanism 30 includes a left vertical link unit 33L that supports a left wheel 12L and a left rotation driving device 51L including an electric motor that applies driving force to the wheel 12L, a right wheel 12R, and the wheel 12R. A right vertical link unit 33R that supports a right rotation drive device 51R composed of an electric motor or the like that applies a driving force to an upper side, and an upper horizontal link unit 31U that connects the upper ends of the left and right

vertical link units

33L and 33R; The lower horizontal link unit 31D that connects the lower ends of the left and right

vertical link units

33L and 33R, and the central vertical member 21 that has an upper end fixed to the main body 20 and extends vertically. The left and right

vertical link units

33L and 33R and the upper and lower

horizontal link units

31U and 31D are rotatably connected. Further, the upper and lower

horizontal link units

31U and 31D are rotatably connected to the central vertical member 21 at the center thereof. When the left and

right wheels

12L and 12R, the left and right

rotational drive devices

51L and 51R, the left and right

vertical link units

33L and 33R, and the upper and lower

horizontal link units

31U and 31D are described in an integrated manner, The rotation drive device 51, the vertical link unit 33, and the horizontal link unit 31 will be described.

The rotary drive device 51 as a drive actuator device is a so-called in-wheel motor, and a body as a stator is fixed to the vertical link unit 33 and is a rotor attached to the body so as to be rotatable. A rotating shaft is connected to the shaft of the wheel 12, and the wheel 12 is rotated by the rotation of the rotating shaft. The rotational drive device 51 may be a motor other than an in-wheel motor.

The link motor 25 is a rotary electric actuator including an electric motor or the like, and includes a cylindrical body as a stator and a rotating shaft as a rotor rotatably attached to the body. The body is fixed to the main body portion 20 via the mounting flange 22, and the rotating shaft is fixed to the lateral link unit 31 </ b> U on the upper side of the link mechanism 30. The rotation axis of the link motor 25 functions as an inclination axis for inclining the main body 20 and is coaxial with the rotation axis of the connecting portion between the central vertical member 21 and the upper horizontal link unit 31U. When the link motor 25 is driven to rotate the rotation shaft with respect to the body, the upper horizontal link unit 31U rotates with respect to the main body 20 and the central vertical member 21 fixed to the main body 20, The link mechanism 30 operates, that is, bends and stretches. Thereby, the main-body part 20 can be inclined. Note that the rotation axis of the link motor 25 may be fixed to the main body 20 and the central vertical member 21, and the body may be fixed to the upper horizontal link unit 31U.

The link motor 25 includes a lock mechanism (not shown) that fixes the rotation shaft to the body so as not to rotate. The lock mechanism is a mechanical mechanism, and preferably does not consume electric power while the rotation shaft is fixed to the body so as not to rotate. The lock mechanism can fix the rotation shaft so as not to rotate at a predetermined angle with respect to the body.

The boarding part 11 is connected to the front end of the main body part 20 via a connecting part (not shown). The connecting part may have a function of connecting the riding part 11 and the main body part 20 so as to be relatively displaceable in a predetermined direction.

The boarding unit 11 includes a seat 11a, a footrest 11b, and a windbreak unit 11c. The seat 11 a is a part for a passenger to sit while the vehicle 10 is traveling. The footrest 11b is a part for supporting the occupant's foot, and is disposed on the front side (right side in FIG. 1A) and below the seat 11a.

Furthermore, a battery device (not shown) is arranged behind or below the boarding unit 11 or in the main body unit 20. The battery device is an energy supply source for the rotation drive device 51 and the link motor 25. In addition, a control device, an inverter device, various sensors, and the like (not shown) are accommodated in the rear portion or the lower portion of the riding portion 11 or the main body portion 20.

And, a steering device 41 is disposed in front of the seat 11a. The steering device 41 is provided with members necessary for steering such as a handle bar 41a as a steering device, a meter such as a speed meter, an indicator, and a switch. The occupant operates the handle bar 41a and other members to instruct the traveling state of the vehicle 10 (for example, traveling direction, traveling speed, turning direction, turning radius, etc.). As a steering device that is a means for detecting the required turning amount of the vehicle body requested by the occupant, other devices such as a steering wheel, a jog dial, a touch panel, and a push button are used instead of the handle bar 41a. It can also be used as

The wheel 12F is connected to the riding section 11 via a front wheel fork 17 which is a part of a suspension device (suspension device). The suspension device is a device similar to a suspension device for front wheels used in, for example, general motorcycles, bicycles, and the like, and the front wheel fork 17 is, for example, a telescopic type fork with a built-in spring. As in the case of a general motorcycle, bicycle, etc., the wheel 12F as the steered wheel changes the steering angle in accordance with the operation of the handlebar 41a by the occupant, thereby changing the traveling direction of the vehicle 10.

Specifically, the handle bar 41a is connected to the upper end of a steering shaft member (not shown), and the upper end of the front wheel fork 17 is connected to the lower end of the steering shaft member. The steering shaft member is rotatably attached to a frame member (not shown) included in the riding section 11 in a state where the steering shaft member is inclined obliquely so that the upper end is located behind the lower end.

In the present embodiment, the vehicle 10 has a lateral acceleration sensor 44. The lateral acceleration sensor 44 is a sensor composed of a general acceleration sensor, a gyro sensor, or the like. The lateral acceleration of the vehicle 10, that is, the lateral direction as the width direction of the vehicle body (the horizontal direction in FIG. 1B: the vehicle body) ) In the direction perpendicular to the vertical axis of).

Since the vehicle 10 is stabilized by tilting the vehicle body toward the inside of the turn when turning, the vehicle 10 is controlled so that the centrifugal force to the outside of the turn and the gravity are balanced with each other by tilting the vehicle body. By performing such control, for example, even if the road surface 18 is inclined in a direction perpendicular to the traveling direction (left and right direction with respect to the traveling direction), the vehicle body can always be kept horizontal. As a result, the vehicle body and the occupant are apparently always subjected to gravity downward in the vertical direction, the sense of incongruity is reduced, and the stability of the vehicle 10 is improved.

Therefore, in the present embodiment, in order to detect the lateral acceleration of the leaning vehicle body, the lateral acceleration sensor 44 is attached to the vehicle body so that the output of the lateral acceleration sensor 44 becomes zero (the lateral acceleration sensor 44 Perform feedback control (with the target output value set to zero). As a result, the vehicle body can be tilted to an inclination angle at which the centrifugal force acting during turning and gravity are balanced. Further, even when the road surface 18 is inclined in a direction perpendicular to the traveling direction, the vehicle body can be controlled to have an inclination angle that makes the vehicle body vertical.

In the example shown in FIG. 1, the lateral acceleration sensor 44 is disposed on the back surface of the riding section 11. The lateral acceleration sensor 44 is disposed so as to be positioned at the center of the vehicle body in the width direction, that is, on the longitudinal axis of the vehicle body, and detects acceleration in a direction (lateral direction) perpendicular to the longitudinal axis of the vehicle body. To do. That is, the lateral acceleration sensor 44 is arranged so that the detection axis direction coincides with the lateral direction of the vehicle body.

Also, the vehicle 10 in the present embodiment has a vehicle body tilt control system as a part of the control device. The vehicle body tilt control system is a kind of computer system, and includes a tilt control ECU (Electronic Control Unit) 46 that functions as a tilt control device, as shown in FIG. The inclination control ECU 46 includes arithmetic means such as a processor, storage means such as a magnetic disk and semiconductor memory, an input / output interface, and the like, and is connected to the lateral acceleration sensor 44 and the link motor 25. The tilt control ECU 46 includes a tilt control unit 47 that outputs a torque command value for operating the link motor 25 based on the lateral acceleration detected by the lateral acceleration sensor 44.

The tilt control unit 47 controls the tilt angle of the vehicle body so that the centrifugal force to the outside of the turn and the gravity are balanced when turning. Specifically, feedback control is performed, and the link motor 25 is operated so that the inclination angle of the vehicle body becomes an angle such that the value of the lateral acceleration detected by the lateral acceleration sensor 44 is zero or near zero. That is, the vehicle body is designed such that the centrifugal force to the outside of the turn and gravity are balanced and the acceleration component in the detection axis direction of the lateral acceleration sensor 44, that is, the lateral acceleration component becomes zero or near zero. Control the tilt angle. That is, the vehicle body inclination angle is controlled with the lateral acceleration component value of zero as the target value. As a result, a force in a direction parallel to the longitudinal axis of the vehicle body acts on the vehicle body and the occupant on the riding section 11. Therefore, the stability of the vehicle body can be maintained and the turning performance can be improved. In addition, the rider does not feel discomfort and the ride comfort is improved.

Next, the operation of the vehicle 10 having the above configuration will be described. Here, only the operation of the vehicle body tilt control process during turning is described.

FIG. 4 is a diagram for explaining the tilting operation of the vehicle body during turning in the first embodiment of the present invention, and FIG. 5 is a flowchart showing the operation of the vehicle body tilt control process of the vehicle in the first embodiment of the present invention. It is.

When the turning traveling is started, the vehicle body tilt control system starts the vehicle body tilt control process. By performing the posture control, the vehicle 10 turns with the link mechanism 30 in a state where the vehicle body is tilted inward (right side in the drawing) as shown in FIG. Further, during turning, a centrifugal force to the outside of the turning acts on the vehicle body, and a lateral component of gravity is generated by tilting the vehicle body to the inside of the turn. Then, the lateral acceleration sensor 44 detects the resultant force of the centrifugal force and the lateral component of gravity as lateral acceleration, and outputs the detected value a to the tilt control unit 47 as the lateral acceleration sensor value. Then, the inclination control unit 47 performs feedback control and outputs a control value such that the detected value a becomes zero to the link motor 25.

The vehicle body tilt control process is a process that is repeatedly executed by the vehicle body tilt control system at a predetermined control cycle T _S (for example, 5 [ms]) while the vehicle 10 is turned on. This is a process for improving turning performance and ensuring passenger comfort.

The inclination control unit 47 first acquires the lateral acceleration sensor value a (step S1).

Subsequently, the inclination control unit 47 makes an _old call (step S2). a _old is a lateral acceleration sensor value a stored when the vehicle body tilt control process is executed last time. In the initial setting, a _old = 0.

Then, tilt control unit 47 obtains the control period T _S (step S3), and calculates a differential value of a (step S4). Here, when the differential value of a is da / dt, the da / dt is calculated by the following equation (1).
da / dt = (aa _old ) / T _S (1)
And the inclination control part 47 preserve _| saves as _aold = a (step S5). That is, the lateral acceleration sensor value a acquired at the time of execution of the current vehicle body tilt control process is stored as a _old in the storage unit.

Then, tilt control unit 47 calculates the first control value U _P (Step S6). Here, if the control gain of the proportional control operation, that is, the proportional gain is C _P , the first control value _UP is calculated by the following equation (2).
U _{_P} = C _P a ··· formula (2)
Then, tilt control unit 47 calculates the second control value U _D (step S7). Here, the control gain of the differential control operation, i.e., when the derivative time and C _D, the second control value U _D is calculated by the following equation (3).
U _D = C _D da / dt (3)
Subsequently, the inclination control unit 47 calculates a control value U (step S8). The control value U is the sum of the first control value U _P and the second control value U _D, is calculated by the following equation (4).
U = U _P + U _D ··· formula (4)
Finally, the inclination control unit 47 outputs the control value U to the link motor 25 (step S9) and ends the process.

Thus, in the present embodiment, during turning, the inclination angle of the vehicle body is controlled so that the centrifugal force to the outside of the turning and the gravity are balanced. As a result, the stability of the vehicle body can be maintained, the turning performance can be improved, and the rider does not feel uncomfortable and the ride comfort is improved.

Specifically, the tilt angle of the vehicle body is controlled so that the value of the lateral acceleration detected by the lateral acceleration sensor 44 is zero or near zero. That is, the vehicle body inclination angle is controlled with the lateral acceleration component value of zero as the target value.

As a result, the tilt angle of the vehicle body can be controlled so that the centrifugal force to the outside of the turn balances with the gravity, and the lateral acceleration component becomes zero or near zero. A force in a direction parallel to the vertical axis of

Therefore, the stability of the vehicle body can be maintained and the turning performance can be improved. In addition, the rider does not feel discomfort and the ride comfort is improved. Thereby, the stable driving | running | working state can be implement | achieved and the vehicle 10 with high safety | security can be provided.

Next, a second embodiment of the present invention will be described. In addition, about what has the same structure as 1st Embodiment, the description is abbreviate | omitted by providing the same code | symbol. The description of the same operation and the same effect as those of the first embodiment is also omitted.

FIG. 6 is a diagram for explaining the influence of the detection value of the lateral acceleration sensor in the second embodiment of the present invention, FIG. 7 is a diagram showing the rear surface of the vehicle in the second embodiment of the present invention, and FIG. It is a block diagram which shows the structure of the vehicle body tilt control system in the 2nd Embodiment of this invention. 6, (a) to (c) are diagrams showing a state in which one wheel falls, and (d) is a diagram for explaining the influence of rattling or the like of each part of the vehicle. In FIG. ) Is a diagram showing a state where the vehicle body is standing upright, and (b) is a diagram showing a state where the vehicle body is inclined.

In the first embodiment, the case where the lateral acceleration is detected by the single lateral acceleration sensor 44 has been described. However, if there is one lateral acceleration sensor 44, an unnecessary acceleration component may be detected.

What is detected by the lateral acceleration sensor 44 is not only the centrifugal force due to turning and the gravitational component due to the tilt of the vehicle body, but also the circumferential acceleration component generated by the operation of tilting the vehicle body by the link mechanism 30, the road surface The 18 recesses include the same circumferential acceleration component that occurs when only one of the left wheel 12L or the right wheel 12R falls. These circumferential acceleration components, that is, acceleration components not directly derived from centrifugal force or gravity, deteriorate the controllability. For example, even if an attempt is made to increase the control gain in order to improve the responsiveness, the acceleration component that is not directly derived from the centrifugal force or gravity is observed. Therefore, the control gain cannot be increased.

For example, as shown in FIGS. 6 (a) to 6 (c), only one of the left and

right wheels

12L and 12R may fall into the recess of the road surface 18 while the vehicle 10 is traveling. obtain. In this case, since the vehicle body is inclined, the lateral acceleration sensor 44 is displaced in the circumferential direction and detects the acceleration in the circumferential direction, as indicated by an arrow in FIG. That is, an acceleration component that is not directly derived from centrifugal force or gravity, that is, an unnecessary acceleration component is detected.

Further, for example, the vehicle 10 includes a portion that functions as a spring and has elasticity like the tire portions of the left and

right wheels

12L and 12R, and includes inevitable backlash at the connecting portions of each member. Therefore, as schematically shown in FIG. 6 (d), the lateral acceleration sensor 44 is considered to be attached to the vehicle body through inevitable play and springs, so that acceleration caused by displacement of the play and springs is considered. Are also detected as unnecessary acceleration components.

Such an unnecessary acceleration component may deteriorate the controllability of the vehicle body tilt control system. For example, if the control gain of the vehicle body tilt control system is increased, control system vibration, divergence, and the like due to unnecessary acceleration components occur, so that it is not possible to increase the control gain even if responsiveness is to be improved. .

Therefore, in the present embodiment, there are a plurality of lateral acceleration sensors 44, which are arranged at different heights. In the example shown in FIG. 7, there are two lateral acceleration sensors 44, a first lateral acceleration sensor 44a and a second lateral acceleration sensor 44b, and the first lateral acceleration sensor 44a and the second lateral acceleration sensor 44b are mutually connected. Arranged at different height positions. By appropriately selecting the positions of the first lateral acceleration sensor 44a and the second lateral acceleration sensor 44b, unnecessary acceleration components can be effectively removed.

Specifically, as shown in FIG. 7 (a), the first lateral acceleration sensor 44a is in the back of the riding section 11, the distance from the road surface 18, i.e., is disposed at the position of L ₁ Height ing. The second lateral acceleration sensor 44b is the upper surface of the rear or body portion 20 of the riding portion 11, the distance from the road surface 18, i.e., is disposed at a position of L ₂ height. Note that L ₁ > L ₂ . Then, when turning, as shown in FIG. 7B, when the vehicle body turns with the vehicle body tilted inward (right side in the figure), the first lateral acceleration sensor 44a detects lateral acceleration. The detection value a ₁ is output, and the second lateral acceleration sensor 44b detects the lateral acceleration and outputs the detection value a ₂ . Although the center of the tilting motion when the vehicle body tilts, that is, the roll center, is strictly located slightly below the road surface 18, it is considered that the center is substantially equal to the road surface 18 in practice.

It is desirable that both the first lateral acceleration sensor 44a and the second lateral acceleration sensor 44b are attached to a sufficiently rigid member. Further, if the difference between L ₁ and L ₂ is small, the difference between the detection values a ₁ and a ₂ is small. Therefore, it is desirable that the difference be sufficiently large, for example, 0.3 [m] or more. Further, when the vehicle body is supported by a spring such as a suspension, it is desirable that both the first lateral acceleration sensor 44a and the second lateral acceleration sensor 44b are arranged on a so-called “spring top”. Furthermore, the first lateral acceleration sensor 44a and the second lateral acceleration sensor 44b are both disposed between the axle of the wheel 12F as the front wheel and the axle of the left and

right wheels

12L and 12R as the rear wheels. desirable. Further, it is desirable that both the first lateral acceleration sensor 44a and the second lateral acceleration sensor 44b are disposed as close to the occupant as possible. Further, both the first lateral acceleration sensor 44a and the second lateral acceleration sensor 44b are preferably located on the central axis of the vehicle body extending in the traveling direction when viewed from above, that is, not offset with respect to the traveling direction. .

Further, the vehicle body tilt control system in the present embodiment is as shown in FIG. The tilt control ECU 46 includes a lateral acceleration calculation unit 48 that calculates a combined lateral acceleration based on the lateral acceleration detected by the first lateral acceleration sensor 44a and the second lateral acceleration sensor 44b. Then, the tilt control unit 47 outputs a torque command value for operating the link motor 25 based on the combined lateral acceleration calculated as the lateral acceleration calculated by the lateral acceleration calculating unit 48.

The configuration of other points is the same as that of the first embodiment, and the description thereof is omitted.

Next, the operation of the vehicle 10 in the present embodiment will be described. Here, only the operation of the vehicle body tilt control process during turning is described.

FIG. 9 is a diagram showing a dynamic model in the second embodiment of the present invention, FIG. 10 is a block diagram of a control system in the second embodiment of the present invention, and FIG. 11 is a second embodiment of the present invention. FIG. 12 is a flowchart showing the operation of the vehicle body tilt control process of the vehicle according to the second embodiment of the present invention.

In FIG. 9, 44A is a first sensor position indicating the position where the first lateral acceleration sensor 44a is disposed on the vehicle body, and 44B is a second sensor indicating the position where the second lateral acceleration sensor 44b is disposed on the vehicle body. Position.

The acceleration detected by the first lateral acceleration sensor 44a and the second lateral acceleration sensor 44b and outputting the detected value is: <1> centrifugal force acting on the vehicle body during turning (centrifugal force of centrifugal force due to turning); <2> Lateral component of gravity (component force of gravity) generated by tilting the vehicle body inward of turning, <3> vehicle body inclination caused by only one of the left and

right wheels

12L and 12R falling into the depression of the road surface 18 , Acceleration (rotational acceleration not depending on the link motor 25) generated by the displacement of the first lateral acceleration sensor 44a and the second lateral acceleration sensor 44b in the circumferential direction due to backlash or spring displacement, and the <4> link motor 25 Acceleration caused by the displacement of the first lateral acceleration sensor 44a and the second lateral acceleration sensor 44b in the circumferential direction due to the operation of or the reaction thereof (by the link motor 25 Rolling acceleration), it is considered to be four. Of these four acceleration, the <1> and <2>, the height of the first lateral acceleration sensor 44a and the second lateral acceleration sensor 44b, that is, independent of L ₁ and L _2. On the other hand, since <3> and <4> are accelerations generated by displacement in the circumferential direction, they are proportional to the distance from the roll center, that is, roughly proportional to L ₁ and L ₂ .

Here, the first lateral acceleration sensor 44a and the second lateral acceleration sensor 44a and the second lateral acceleration sensor 44b detect and output the detected value. The acceleration <3> is defined as a _X1 and a _X2, and the first lateral acceleration sensor 44a and the second lateral acceleration. The acceleration of <4>, which is detected by the sensor 44b and outputs the detected value, is a _M1 and a _M2 . Further, the acceleration of <1> to the first lateral acceleration sensor 44a and the second lateral acceleration sensor 44b outputs the detected value detected by the a _T, a first lateral acceleration sensor 44a and the second lateral acceleration sensor 44b is detected Then, the acceleration of <2> that outputs the detected value is defined as a _G. Since <1> and <2> are not related to the height of the first lateral acceleration sensor 44a and the second lateral acceleration sensor 44b, the detection values of the first lateral acceleration sensor 44a and the second lateral acceleration sensor 44b are equal.

Then, only one of the left and

right wheels

12L and 12R are inclined in the vehicle body due to the fall in a recess of a road surface 18, the angular velocity omega _R the circumferential direction of displacement by the displacement or the like of Gataya spring, the angular acceleration omega _{Let R} '. Further, the angular velocity of the circumferential displacement due to the operation of the link motor 25 or its reaction is ω _M , and the angular acceleration is ω _M ′.

Then, a _X1 = L ₁ ω _R ′, a _X2 = L ₂ ω _R ′, a _M1 = L ₁ ω _M ′, a _M2 = L ₂ ω _M ′.

If the detected acceleration values detected and output by the first lateral acceleration sensor 44a and the second lateral acceleration sensor 44b are a ₁ and a ₂ , a ₁ and a ₂ are four accelerations <1> to <4. > Is represented by the following formulas (5) and (6).
_{_{_{a 1 = a T + a G}}} + L 1 ω R '+ L 1 ω M' ··· (5)
_{_{_{a 2 = a T + a G}}} + L 2 ω R '+ L 2 ω M' ··· (6)
Then, by subtracting equation (6) from equation (5), the following equation (7) can be obtained.
a ₁ −a ₂ = (L ₁ −L ₂ ) ω _R ′ + (L ₁ −L ₂ ) ω _M ′ (7)
Here, the values of L ₁ and L ₂ are known because they are the heights of the first lateral acceleration sensor 44a and the second lateral acceleration sensor 44b. The value of ω _M ′ is known because it is a differential value of the angular velocity ω _M of the link motor 25. Then, on the right side of the equation (7), only the value of ω _R ′ of the first term is unknown, and all other values are known. Therefore, the value of ω _R ′ can be obtained from the detected values a ₁ and a _{2 of} the first lateral acceleration sensor 44a and the second lateral acceleration sensor 44b. That is, unnecessary acceleration components can be removed based on the detection values a ₁ and a ₂ of the first lateral acceleration sensor 44a and the second lateral acceleration sensor 44b.

In the vehicle body tilt control process in the present embodiment, feedback control as shown in FIG. 10 is performed. In FIG. 10, f ₁ is a transfer function represented by the equation (10) described later. Also, G _P is a control gain of the proportional control operation, G _D is the control gain of the differential control operation, s is a differential element.

When the vehicle body tilt control system starts the vehicle body tilt control process, the lateral acceleration calculation unit 48 starts the lateral acceleration calculation process, and first acquires the first lateral acceleration sensor value a ₁ (step S11) and the second lateral acceleration calculation process. An acceleration sensor value a ₂ is acquired (step S12). Then, the lateral acceleration calculation unit 48 calculates the acceleration difference Δa (step S13). The Δa is expressed by the following equation (8).
Δa = a ₁ −a ₂ (8)
Then, the lateral acceleration calculation unit 48 performs ΔL call (step S14), and performs the L ₂ call (step S15). The ΔL is expressed by the following equation (9).
ΔL = L ₁ −L ₂ Formula (9)
Subsequently, the lateral acceleration calculation unit 48 calculates a combined lateral acceleration a (step S16). The combined lateral acceleration a is a value corresponding to the lateral acceleration sensor value a when there is one lateral acceleration sensor 44 as in the first embodiment, and is the first lateral acceleration sensor value a. ₁ and a value obtained by synthesizing the second lateral acceleration sensor value a _2, and are obtained by the following equations (10) and (11).
a = a ₂ − (L ₂ / ΔL) Δa (10)
a = a ₁ − (L ₁ / ΔL) Δa (11)
Theoretically, the same value can be obtained by both the equation (10) and the equation (11), but the acceleration caused by the displacement in the circumferential direction is proportional to the distance from the roll center. It is desirable to use a ₂ which is a detection value of the lateral acceleration sensor 44 closer to the second lateral acceleration sensor 44b as a reference. Therefore, in the present embodiment, the combined lateral acceleration a is calculated by equation (10).

Finally, the lateral acceleration calculation unit 48 sends the combined lateral acceleration a to the tilt control unit 47 (step S17), and ends the lateral acceleration calculation process.

The tilt control unit 47 starts the vehicle body tilt control process, and first receives the combined lateral acceleration a from the lateral acceleration calculation unit 48 (step S21).

Subsequently, the inclination control unit 47 makes an _old call (step S22). a _old is the combined lateral acceleration a stored when the vehicle body tilt control process is executed last time. In the initial setting, a _old = 0.

Since the subsequent operations, that is, the operations in steps S23 to S29 shown in FIG. 12, are the same as the operations in steps S3 to S9 described in the first embodiment, the description thereof is omitted.

Thus, in this embodiment, a first lateral acceleration sensor 44a and a second lateral acceleration sensor 44b is placed in different height positions, a first lateral acceleration sensor value a ₁ and the second lateral acceleration sensor A combined lateral acceleration a obtained by combining the value a ₂ is calculated, and the tilt angle of the vehicle body is controlled so that the value of the combined lateral acceleration a becomes zero or near zero. That is, the tilt angle of the vehicle body is controlled with a value of zero of the combined lateral acceleration a as a target value.

The combined lateral acceleration a is obtained by removing <3> and <4> from the acceleration detected by the first lateral acceleration sensor 44a and the second lateral acceleration sensor 44b, and extracting only <1> and <2>. It can be said that. That is, the acceleration component in the detection axis direction of the lateral acceleration sensor in the outward acceleration in the turning direction generated by the turning of the vehicle 10 and the acceleration component in the detection axis direction of the lateral acceleration sensor in the gravity generated by the inclination of the vehicle body. A value obtained by selectively calculating only the combined value is the value of the combined lateral acceleration a.

As a result, unnecessary acceleration components can be removed, so that it is not affected by road surface conditions, the occurrence of vibrations and divergence of the control system can be prevented, and the control gain of the vehicle body tilt control system is increased. Control responsiveness can be improved.

In the present embodiment, the case where there are two lateral acceleration sensors 44 has been described. However, if there are a plurality of lateral acceleration sensors 44 arranged at different heights, the number of lateral acceleration sensors 44 is three or more. There may be any number.

Next, a third embodiment of the present invention will be described. In addition, about the thing which has the same structure as 1st and 2nd embodiment, the description is abbreviate | omitted by providing the same code | symbol. Also, the description of the same operations and effects as those of the first and second embodiments is omitted.

FIG. 13 is a view showing the rear surface of the vehicle according to the third embodiment of the present invention. In the figure, (a) is a view showing a state where the vehicle body is upright, and (b) is a view showing a state where the vehicle body is inclined.

The vehicle 10 in the present embodiment does not have the link mechanism 30, and the main body 20 and the riding section 11 are connected so as to be swingable in the roll direction around the roll shaft 20 a, and an actuator device for tilting is provided. By rotating the link motor 25 as shown in FIG. 13B, the riding section 11 can be swung and rolled, that is, tilted with respect to the main body section 20, as shown in FIG. The roll shaft 20a is the center of the movement in which the riding section 11 swings and rolls with respect to the main body 20, that is, the roll center. Note that the rotation shaft of the link motor 25 extending in the traveling direction of the vehicle body may coincide with the roll shaft 20a.

Even during turning, the angle of the left and

right wheels

12L and 12R with respect to the road surface 18, that is, the camber angle does not change, and the riding part 11 is swung with respect to the main body part 20 together with the wheel 12F as the front wheel to the turning inner wheel side By tilting, it is possible to improve the turning performance and ensure the comfort of the passenger. In the example shown in the figure, the left and

right wheels

12L and 12R stand upright with respect to the road surface 18 when the vehicle is traveling straight or turning, that is, the camber angle is 0 degree.

Other configurations are the same as those in the first embodiment, and a description thereof will be omitted.

As in the second embodiment, the lateral acceleration sensor 44 includes a first lateral acceleration sensor 44a and a second lateral acceleration sensor 44b, and the first lateral acceleration sensor 44a and the second lateral acceleration sensor 44b Are arranged at different height positions.

In the present embodiment, the center of the tilting motion when the riding section 11 tilts, that is, the roll center coincides with the roll shaft 20a. Therefore, the heights L ₁ and L ₂ of the first lateral acceleration sensor 44a and the second lateral acceleration sensor 44b are set as distances from the roll shaft 20a.

It is desirable that both the first lateral acceleration sensor 44a and the second lateral acceleration sensor 44b are disposed on the upper side or the lower side of the roll shaft 20a. Further, it is desirable that one of the first lateral acceleration sensor 44a and the second lateral acceleration sensor 44b be disposed as close to the roll shaft 20a as possible.

Other aspects of the lateral acceleration sensor 44 are the same as those of the second embodiment, and a description thereof will be omitted. The vehicle body tilt control system is also the same as that in the second embodiment, and a description thereof will be omitted. Furthermore, since the operation of the vehicle 10 in the present embodiment is the same as that in the second embodiment, the description thereof is omitted.

Next, a fourth embodiment of the present invention will be described. Note that components having the same structure as those of the first to third embodiments are denoted by the same reference numerals and description thereof is omitted. The description of the same operations and effects as those of the first to third embodiments is also omitted.

FIG. 14 is a block diagram showing a configuration of a vehicle body tilt control system according to the fourth embodiment of the present invention.

In the second and third embodiments, the case where the lateral acceleration is detected by the two lateral acceleration sensors 44, that is, the first lateral acceleration sensor 44a and the second lateral acceleration sensor 44b has been described. However, a sensor other than the acceleration sensor may be used as long as it can detect lateral acceleration. A sensor capable of detecting lateral acceleration is not only a sensor that directly detects acceleration, such as an acceleration sensor, but also a sensor that can obtain acceleration by differentiating a detected value, such as a speed sensor. That is, it includes a sensor that indirectly detects acceleration.

In the present embodiment, an example in which a roll rate sensor 44c as a sensor for indirectly detecting acceleration is used instead of the second lateral acceleration sensor 44b will be described. The roll rate sensor 44c is a general roll rate sensor that detects the angular velocity of the tilting motion of the vehicle body. For example, the roll rate sensor 44c can detect a rotational angular velocity in a plane perpendicular to the ground. It is attached as possible.

The vehicle body tilt control system in the present embodiment is as shown in FIG. A first lateral acceleration sensor 44 a and a roll rate sensor 44 c are connected to the tilt control ECU 46. Then, the lateral acceleration calculation unit 48 calculates a combined lateral acceleration based on the differential value of the angular velocity of the tilt motion of the vehicle body detected by the roll rate sensor 44c and the lateral acceleration detected by the first lateral acceleration sensor 44a. Then, the tilt control unit 47 outputs a torque command value for operating the link motor 25 based on the combined lateral acceleration calculated as the lateral acceleration calculated by the lateral acceleration calculating unit 48.

Since the configuration of other points is the same as that of the second and third embodiments, the description thereof is omitted.

FIG. 15 is a diagram showing a dynamic model in the fourth embodiment of the present invention, and FIG. 16 is a flowchart showing an operation of lateral acceleration calculation processing in the fourth embodiment of the present invention.

In FIG. 15, 44A is a first sensor position indicating the position where the first lateral acceleration sensor 44a is disposed on the vehicle body, and 44C is a second sensor position indicating the position where the roll rate sensor 44c is disposed on the vehicle body. is there. Further, ω ₁ is the value of the angular velocity of the tilt motion of the vehicle body detected by the roll rate sensor 44c, that is, the roll rate sensor value.

The roll rate sensor 44c can be attached at an arbitrary height position. In the example shown in the figure, it is attached at a position lower than the first lateral acceleration sensor 44a, but it may be attached at the same height as the first lateral acceleration sensor 44a, or the first lateral acceleration sensor. It may be attached at a position higher than 44a.

However, it is desirable that the roll rate sensor 44c be attached to a sufficiently rigid member, like the first lateral acceleration sensor 44a. Further, when the vehicle body is supported by a spring such as a suspension, it is desirable that the roll rate sensor 44c be disposed on a so-called “spring top” similarly to the first lateral acceleration sensor 44a. Further, like the first lateral acceleration sensor 44a, the roll rate sensor 44c is preferably disposed between the axle of the wheel 12F that is the front wheel and the axles of the left and

right wheels

12L and 12R that are the rear wheels. Furthermore, it is desirable that the roll rate sensor 44c be disposed as close to the occupant as possible, similarly to the first lateral acceleration sensor 44a. Regarding other points, the roll rate sensor 44c may be attached at any position as long as it can detect the tilting movement of the vehicle body, that is, the roll.

Since the first lateral acceleration sensor 44a and the roll rate sensor 44c are different from each other, the response characteristics of both must be theoretically or experimentally matched in advance. For example, when the time constant of either equivalent model is small (fast), adjustment is made with a filter or the like so that the time constant is equivalent to the output with the larger time constant.

In the present embodiment, when the vehicle body tilt control system starts the vehicle body tilt control process, the lateral acceleration calculation unit 48 starts the lateral acceleration calculation process, and first, the first lateral acceleration sensor value a ₁ as the lateral acceleration sensor value. Is acquired (step S31), and the roll rate sensor value ω ₁ is acquired (step S32).

Subsequently, the lateral acceleration calculation unit 48 makes a ω _old call (step S33). ω _old is a roll rate sensor value ω ₁ stored when the vehicle body tilt control process is executed last time. In the initial setting, ω _old = 0.

Subsequently, the lateral acceleration calculation unit 48 acquires the control cycle T _S (step S34), and calculates the differential value of ω ₁ (step S35). Here, when the differential value of ω ₁ is Δω ₁ , Δω ₁ is calculated by the following equation (12).
Δω ₁ = (ω ₁ −ω _old ) / T _S Formula (12)
Then, the lateral acceleration calculation section 48 performs L ₁ call (step S36).

Then, the lateral acceleration calculation unit 48 calculates the combined lateral acceleration a (step S37). Note that the combined lateral acceleration a is a value corresponding to the lateral acceleration sensor value a when there is one lateral acceleration sensor 44 as in the first embodiment, and is the first lateral acceleration sensor value. a ₁ and a synthesized value of the differential value [Delta] [omega ₁ of the roll rate sensor value omega _1, obtained by the following equation (13).
a = a ₁ −L ₁ Δω ₁ Formula (13)
Finally, the lateral acceleration calculation unit 48 sends the combined lateral acceleration a to the tilt control unit 47 (step S38), and ends the lateral acceleration calculation process.

Note that the operation of the vehicle body tilt control process by the tilt control unit 47 is the same as that of the second embodiment, and thus the description thereof is omitted.

As described above, in the present embodiment, the roll rate sensor 44c is employed as one of the plurality of sensors capable of detecting the acceleration in the lateral direction, and therefore the mounting position of the roll rate sensor 44c in the height direction. This increases the degree of freedom of design of the vehicle 10.

In the present embodiment, only the example in which the roll rate sensor 44c is used instead of the second lateral acceleration sensor 44b in the second and third embodiments has been described. However, the first lateral acceleration sensor 44a Instead, a roll rate sensor 44c can be used. Moreover, the vehicle 10 may have the link mechanism 30 like the vehicle 10 in the second embodiment, or may have the link mechanism 30 like the vehicle 10 in the third embodiment. It may not be.

Next, a fifth embodiment of the present invention will be described. Note that components having the same structure as those of the first to fourth embodiments are denoted by the same reference numerals and description thereof is omitted. Explanation of the same operations and effects as those in the first to fourth embodiments is also omitted.

FIG. 17 is a schematic diagram for explaining the dimensions of each part of the vehicle according to the fifth embodiment of the present invention. In the figure, (a) is a top view and (b) is a right side view.

In this embodiment, the vehicle body tilt control system performs control so that the lateral acceleration value a falls within a predetermined range. The value a is described in the second to fourth embodiments as well as the lateral acceleration sensor value a when the number of the lateral acceleration sensors 44 is one as in the first embodiment. The combined lateral acceleration a is also included.

The predetermined range is a stable range determined by a three-dimensional arrangement of the contact point of each wheel 12 and the center of gravity M of the vehicle 10 as shown in the figure. The center of gravity M is the total center of gravity including not only the vehicle 10 but also the occupant on board and the loaded object.

In the figure, h is the height of the center of gravity M, that is, the distance from the road surface 18 to the center of gravity M. K is an isosceles triangle whose apexes are the ground contact point of the wheel 12F as the front wheel and the ground contact points of the left and

right wheels

12L and 12R as the rear wheels.

As shown in FIG. 17 (a), when viewed from above, if the center of gravity M is within the isosceles triangle K, it can be seen that the left-right stability of the vehicle 10 is reliably maintained.

Therefore, when the two oblique sides are parallel to the base K1 of the isosceles triangle K and the line segment passing through the center of gravity M is M1, the range from the center of gravity M to both ends of the line segment M1 is the stable range. Here, when the distance from the center of gravity M to the one end of the line segment M1 when the vehicle body is not inclined, that is, when the longitudinal axis of the vehicle body is vertical, LM is the end of the line segment M1. The value a when the vehicle body is tilted until it is positioned is expressed by the following equations (14) and (15).
a _INres = LM · 9.807 / (h−LM · sin (θ)) (14)
a _OUTres = LM · 9.807 / (h + LM · sin (θ)) (15)
Note that the constant 9.807 in the equations (14) and (15) represents the gravitational acceleration, and θ represents the tilt angle of the vehicle body.

When the inside of the turn is positive and the outside of the turn is negative, it can be said that the value a is within the stable range when the following expression (16) is satisfied.
_{-A OUTres} <a <a _INres (16)
If a _res = min (a _INres , a _OUTres ), it can be said that the value a is within the stable range when the following equation (17) is satisfied.
-A _res <a <a _res (17)
As described above, in the present embodiment, the vehicle body tilt control system performs control so that the lateral acceleration value a satisfies the above expression (16) or (17), that is, falls within a predetermined range. That is, the lateral acceleration value a falls within a stable range determined based on the height of the center of gravity M and the distance from the center of gravity M to the hypotenuse of the triangle K having the ground contact point of the wheel 12 as a vertex. Control the tilt of the car body.

This improves the lateral stability of the vehicle 10.

Furthermore, in the present invention, the following can be shown as means for solving the problems of the prior art.

A vehicle body including a steering unit and a drive unit coupled to each other, a wheel rotatably attached to the steering unit, a steering wheel for steering the vehicle body, and a wheel rotatably attached to the drive unit A driving wheel for driving the vehicle body; a tilting actuator device for tilting the steering unit or the driving unit in a turning direction; and two sensors for directly or indirectly detecting a lateral acceleration acting on the vehicle body; And a control device for controlling the tilt of the vehicle body by controlling the tilt actuator device, and the control device is a sensor for acceleration in the outward direction of the turn based on the lateral acceleration detected by the two sensors. A vehicle that selectively calculates a combined value of an acceleration component in the detection axis direction of the sensor and an acceleration component in the detection axis direction of the sensor in gravity and controls the inclination of the vehicle body.

In other vehicles, the two sensors are arranged at different heights.

According to these configurations, unnecessary acceleration components can be removed, so that the control system gain of the vehicle body tilt control system can be prevented without being affected by the road surface condition and the occurrence of vibration and divergence of the control system can be prevented. The response of the control can be improved by increasing.

In still other vehicles, the control device further controls the inclination of the vehicle body by setting the target value of the composite value to zero.

According to this configuration, since a force in a direction parallel to the longitudinal axis of the vehicle body acts on the vehicle body and the occupant, the occupant does not feel uncomfortable, has a comfortable ride, and has a stable running state. Can be realized.

In still other vehicles, one of the two sensors is a roll rate sensor that detects the angular velocity of the tilting motion of the vehicle body.

According to this configuration, the stability of the vehicle body can be maintained even with a simple vehicle body configuration, and the turning performance can be improved.

In yet another vehicle, a vehicle body including a steering unit and a drive unit coupled to each other, and a wheel rotatably attached to the steering unit, the steering wheel for steering the vehicle body, and the drive unit being rotated. Wheels that are attached to the vehicle, driving wheels for driving the vehicle body, a tilting actuator device for tilting the steering unit or the driving unit in a turning direction, and a lateral acceleration acting on the vehicle body directly or indirectly And a control device for controlling the tilt of the vehicle body by controlling the tilt actuator device, wherein the control device detects the value of the lateral acceleration detected by the sensor and the height of the center of gravity. The inclination of the vehicle body is controlled so as to be within a stable range determined on the basis of the distance from the center of gravity to the hypotenuse of the triangle having the ground contact point of the wheel as a vertex.

According to this configuration, the lateral stability of the vehicle is improved, so that the ride comfort is good and a stable running state can be realized.

In yet another vehicle, the control device further controls the inclination of the vehicle body so that the lateral acceleration detected by the sensor becomes zero or near zero.

According to this configuration, the inclination angle of the vehicle body can be controlled so that the centrifugal force and the gravity are balanced, and a force in a direction parallel to the longitudinal axis of the vehicle body acts on the vehicle body and the occupant. As a result, the passenger will not feel uncomfortable.

In still other vehicles, the steering wheel is a one-wheel or two-wheel and the drive wheel is a two-wheel or one-wheel tricycle.

The present invention is not limited to the above-described embodiment, and various modifications can be made based on the spirit of the present invention, and they are not excluded from the scope of the present invention.

The present invention can be used for a vehicle having at least a pair of left and right wheels.

DESCRIPTION OF SYMBOLS 10 Vehicle 11

Boarding part

12F, 12L, 12R Wheel 20 Main-body part 25 Link motor 44 Lateral acceleration sensor 44a 1st lateral acceleration sensor 44b 2nd lateral acceleration sensor 44c Roll rate sensor

Claims

A vehicle body including a steering unit and a drive unit coupled to each other;
A wheel rotatably attached to the steering unit, the steering wheel for steering the vehicle body;
A wheel rotatably attached to the drive unit, the drive wheel driving the vehicle body;
A tilting actuator device for tilting the steering unit or the driving unit in a turning direction;
A sensor for directly or indirectly detecting lateral acceleration acting on the vehicle body;
A control device for controlling the tilt of the vehicle body by controlling the tilt actuator device;
The control device controls the inclination of the vehicle body based on a lateral acceleration detected by the sensor so that a centrifugal force applied to the vehicle body and gravity are balanced.
The vehicle according to claim 1, wherein the control device controls the inclination of the vehicle body by setting a target value of a lateral acceleration detected by the sensor to zero.
The vehicle according to claim 1 or 2, wherein the plurality of sensors are arranged at different heights.
The vehicle according to claim 3, wherein the control device controls the inclination of the vehicle body with a target value of a combined lateral acceleration obtained by combining the lateral accelerations detected by the plurality of sensors as zero.
The vehicle according to claim 4, wherein one of the plurality of sensors is a roll rate sensor that detects an angular velocity of a tilting motion of the vehicle body.
The vehicle according to any one of claims 1 to 5, wherein the steered wheel is one or two wheels and the drive wheel is a two-wheel or one-wheel tricycle.
The vehicle according to claim 6, wherein the steering unit is swingable with respect to the drive unit.