JP2014069674A - Vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To propose a vehicle which is capable of turning stably.SOLUTION: In a vehicle, a lean motor of a lean device 50 is driven and controlled so that a line of action of resultant force of gravity force and centrifugal force acting at the centroid is in the center of a tread, and a gimbal motor and a clutch of a gyroscope device are driven and controlled so that gyroscopic moment acts on an inside of the rotation on the basis of vehicle speed, a steering angle and steering angle speed. Accordingly, the vehicle can turn stably and be prevented from overturning.

Description

  The present invention relates to an automobile, and more particularly, to an automobile having at least three wheels including at least one steering wheel and capable of stopping independently.

  Conventionally, this type of automobile includes a rotor that is rotatably supported by a rotor shaft, an inner gimbal that supports the rotor shaft, and an outer gimbal that rotatably supports the inner gimbal around an axis perpendicular to the rotor shaft. A motorcycle comprising: a vehicle body attitude control means having a steering angle sensor that detects a steering direction of a steering wheel; a vehicle body inclination sensor that detects a vehicle body inclination amount; and an actuator that applies rotational torque to an outer gimbal shaft of an outer gimbal. Has been proposed (see, for example, Patent Document 1). In this motorcycle, rotational torque corresponding to the detection result of the vehicle body tilt sensor is applied to the outer gimbal shaft by the actuator, and the vehicle body is tilted by a predetermined amount by the gyro moment generated in the vehicle body posture control means, so that the vehicle body tilt direction is always changed. It matches the direction of the resultant force acting on the center of gravity of the vehicle body and maintains the balance between the moment based on the centrifugal force at that time, the moment based on gravity, and the gyro moment from the vehicle body posture control means, thereby accompanying the movement of the driver's weight. Without having to make a right or left turn.

  Also, vehicle behavior control including a gyro having a rotating body that is rotatably supported, a support shaft that rotatably supports the gyro about an axis orthogonal to the rotation axis of the rotating body, and a gimbal motor that rotates the gyro. An automobile equipped with the device has also been proposed (see, for example, Patent Document 2). In this automobile, the rotating body is rotated and supported by a pitch axis that penetrates the vehicle body in the left-right direction, and the rotating body is rotated in the direction opposite to the rotation direction of the wheel when the vehicle moves forward. By increasing the value, the gyro moment corresponding to the behavior of the vehicle is generated.

  Further, a vehicle including a mechanism for tilting the vehicle body in the left-right direction has been proposed (see, for example, Patent Document 3). In this vehicle, the force acting on the occupant and the vehicle body is directed downward in the direction perpendicular to the seat surface of the seat by controlling the inclination of the vehicle to an angle at which the centrifugal force and gravity due to the lateral acceleration generated outside the turn when turning. In this way, the passenger feels uncomfortable and the stability of the vehicle when turning is improved.

JP 2004-82903 A JP 2008-236958 A JP2011-178329A

  In recent years, from the viewpoint of energy saving, it has been desired to develop a small and light automobile with a narrow tread. In such an automobile, the ratio of the height of the center of gravity with respect to the tread is larger than that of a vehicle having a wide tread, and therefore, there is a high possibility that the vehicle will roll over to the outside during turning. Therefore, there is a demand for a structure that can turn stably in a small and light tread with a small tread.

  The main object of the automobile of the present invention is to propose an automobile that can turn stably.

  The automobile of the present invention has taken the following means in order to achieve the main object described above.

The automobile of the present invention
A vehicle having at least three wheels including at least one steered wheel and capable of stopping independently,
A lean device having a lean mechanism capable of tilting the vehicle body in the left-right direction and a lean driving means for driving the lean mechanism;
A gyro having a flywheel and a first rotation driving means for rotating the flywheel on a first axis; a second rotation driving means for rotating the gyro on a second axis orthogonal to the first axis; A gyro device having a clutch attached to a second shaft and configured to disconnect and connect the gyro and the second rotation driving unit;
Lean control means for controlling the lean drive means so that the line of action of the combined force of gravity and centrifugal force acting on the center of gravity of the vehicle is within the tread range;
Gyro control means for performing steering correspondence control for controlling the gyro device so that a gyro moment of an action in which the vehicle body tilts to the inside of the turn based on at least the driver's steering is generated;
It is a summary to provide.

  In this automobile of the present invention, the lean control means drives the lean mechanism that can tilt the vehicle body in the left-right direction. The line of action of the combined force of gravity and centrifugal force acting on the center of gravity of the vehicle is within the tread range. The gyro control device controls the gyro device so that a gyro moment of an action in which the vehicle body tilts inward of the turn based on the driver's steering is generated by the gyro control means. Therefore, at the time of turning, the lean device causes the vehicle body to incline toward the inside of the turn, and the gyro device causes a gyro moment that acts to incline the vehicle body to the inside of the turn. As a result, the vehicle can turn stably. In addition, in the automobile of the present invention, when a sudden steering operation is performed, there is a possibility that the combined force of gravity and centrifugal force acting on the center of gravity of the vehicle is out of the tread range and the vehicle rolls over. Since the gyro device is controlled so as to generate a gyro moment that causes the vehicle body to incline to the inside of the turn on the basis of steering even when the steering wheel is in a difficult state, the vehicle can be prevented from overturning. As described above, in the automobile of the present invention, it is possible to stably turn and suppress the rollover of the vehicle. Therefore, even if the tread has a narrow, light and small size, it can be turned stably without turning over. can do.

  Here, “an automobile having at least three wheels including at least one steering wheel and capable of stopping independently” excludes an automobile such as a motorcycle that cannot stably stand alone when stopped. Stops like a three-wheeled vehicle with one front wheel and two rear wheels, a three-wheeled vehicle with two front wheels and one rear wheel, a four-wheeled vehicle with two front wheels and two rear wheels, etc. It means a car that can stand on its own when traveling at low speeds or at low speeds. The “lean device” means a device in which the lean mechanism can be tilted in the left-right direction by driving the lean driving means. It does not include anything that inclines in the direction.

  In the automobile of the present invention, the first axis may be a pitch axis that penetrates the vehicle body horizontally in the left-right direction, and the second axis may be a yaw axis that penetrates the vehicle body in the vertical direction. In this way, the flywheel is arranged so as to rotate in the same direction or in the opposite direction to the wheels of the vehicle traveling straight, and the gyro is supported by the vertical axis. The symmetry can be made high.

  Further, in the automobile of the present invention, the lean control means is means for controlling the lean driving means so that the lean mechanism becomes a default position when the vehicle stops when the vehicle speed is lower than a predetermined vehicle speed, and the gyro control means is Also, it may be a means that does not execute the steering correspondence control at the low vehicle speed. At low vehicle speeds, the centrifugal force is small and the possibility of rollover of the vehicle is low.Therefore, if the lean device leans the vehicle body or applies a gyro moment based on steering, it may cause the driver and passengers to feel uncomfortable. When the vehicle speed is low, the lean mechanism is set to the default position and the steering response control is not executed, so that it is possible to suppress the driver and the passenger from feeling uncomfortable. Here, “at low vehicle speed” means when the vehicle is traveling slowly or at a slightly higher speed, for example, when traveling at less than 10 km / k, 15 km / h, or 20 km / h. means. Therefore, for example, 10 km / k, 15 km / h, or 20 km / h can be used as the “predetermined vehicle speed”. The “default position” is the position of the lean mechanism when the vehicle is stopped, and means the position of the lean mechanism in a state where the vehicle body is not tilted to the left or right by the lean device.

  Furthermore, in the automobile of the present invention, the gyro control means may be a means for controlling the gyro moment so that the gyro moment tends to increase as the steering angle increases, or the gyro moment increases as the steering angular velocity increases. It is also possible to be a means for controlling the gyro moment so that the gyro moment tends to increase as the vehicle speed increases. This is based on the fact that the centrifugal force increases as the steering angle increases, the steering angular velocity increases, and the vehicle speed increases. Therefore, the rollover of the vehicle can be more effectively suppressed by controlling the gyro moment of the action of the vehicle body to tilt inward as the steering angle increases, the steering angular velocity increases, the vehicle speed increases. It becomes possible to turn more stably.

  In these aspects of the automobile of the present invention, the gyro control means controls the second rotation driving means so that the amount of rotation of the gyro in the rotation of the second shaft decreases as the rotational speed of the flywheel increases. Or a means for controlling the second rotational drive means so that the rotational speed of the gyro at the second shaft decreases as the rotational speed of the flywheel increases. You can also This is because a larger gyro moment can be generated as the rotational speed of the flywheel is larger, and a larger gyro moment can be generated as the amount of rotation in the rotation of the second axis of the gyro is larger. This is based on the fact that a larger gyro moment can be generated as the rotational speed on the shaft increases. Therefore, by controlling so that the amount of rotation in the rotation of the gyro with the second axis becomes smaller as the rotation speed of the flywheel becomes larger, or the rotation speed of the gyro with the second axis becomes larger as the rotation speed of the flywheel increases. By controlling so that becomes smaller, a more appropriate gyro moment can be generated.

It is the side view which looked at the three-wheeled motor vehicle 20 as one Example of this invention from the left side surface. It is the top view which looked at the three-wheeled motor vehicle 20 of an Example from upper direction. It is the front view which looked at the three-wheeled motor vehicle 20 of the Example from the front. FIG. 2 is a configuration diagram showing an outline of a configuration of a lean device 50. It is explanatory drawing which shows an example of the state of the lean apparatus 50 when the output shaft 55 of the lean motor 54 is driven. It is explanatory drawing which shows the mode of the inclination of the vehicle body in FIG. 2 is a configuration diagram showing an outline of a configuration of a gyro device 60. FIG. It is explanatory drawing explaining the rotation direction of the flywheel 61, the rotation direction of the gimbal support part 64, and the action direction of the gyro moment which generate | occur | produces. It is explanatory drawing explaining the rotation direction of the flywheel 61, the rotation direction of the gimbal support part 64, and the action direction of the gyro moment which generate | occur | produces. It is explanatory drawing explaining the rotation direction of the flywheel 61, a turning direction, and the action direction of the gyro moment which generate | occur | produces. It is explanatory drawing explaining the rotation direction of the flywheel 61, a turning direction, and the action direction of the gyro moment which generate | occur | produces. It is explanatory drawing explaining the rotation direction of the flywheel 61, the inclination direction of a vehicle body, and the action direction of the gyro moment which generate | occur | produces. It is explanatory drawing explaining the rotation direction of the flywheel 61, the inclination direction of a vehicle body, and the action direction of the gyro moment which generate | occur | produces. It is a block diagram which shows an example of the input / output relationship of the control apparatus 80 as a functional block. It is a flowchart which shows an example of the lean control routine performed by the control apparatus 80 of an Example. It is explanatory drawing which shows a mode when the action line of the synthetic force of gravity Fg and centrifugal force Fc is made to become the center of a tread. It is a flowchart which shows an example of the gyro control routine performed by the control apparatus 80 of an Example. It is explanatory drawing which shows an example of the relationship between the vehicle speed V and the correction coefficient kV. It is explanatory drawing which shows an example of the relationship between steering angle (theta) S and correction coefficient k (theta) S. It is explanatory drawing which shows an example of the relationship between steering angular velocity (omega) S and correction coefficient k (omega) S. It is explanatory drawing which shows an example of the relationship between the rotation speed NW of the flywheel 61, and the correction coefficient kNW. It is a block diagram which shows an example of a structure of the four-wheeled motor vehicle 120 of a modification. It is a block diagram which shows an example of a structure of the three-wheeled motor vehicle 220 of a modification.

  Next, the form for implementing this invention is demonstrated using an Example.

  FIG. 1 is a side view of a three-wheeled vehicle 20 as an embodiment of the present invention as viewed from the left side, FIG. 2 is a top view of the three-wheeled vehicle 20 of the embodiment as viewed from above, and FIG. It is the front view which looked at the three-wheeled motor vehicle 20 from the front. In FIG. 2, the vehicle roof portion is shown for ease of explanation.

  As shown in the figure, the three-wheeled vehicle 20 of the embodiment is a one-seater three-wheeled vehicle having a front wheel 22 that is one steering wheel and two rear wheels 24L and 24R in which drive motors 26L and 26R are incorporated. A vehicle body 30 that has a driver's seat 32 and is supported by the front wheels 22 and the rear wheels 24L and 24R, a steering device 40 that steers the front wheels 22 based on the operation of the handle 42 by the driver, A lean device 50 that is attached between the main body 30 and the rear wheels 24L, 24R and lifts one of the rear wheels 24L, 24R and pushes the other down to tilt the vehicle body 30 in the left-right direction, and below the driver seat 32. A gyro device 60 that is arranged and used for vehicle attitude control, and supplies power to the motors 26L and 26R, the lean device 50, and the gyro device 60, for example, Richiu Includes a battery 70 configured as ion secondary battery, and a control unit 80 or to the drive control of the motor 26L, 26R drive control or lean device 50 and a gyro device 60 based on the operation of the driver, the.

  As shown in the configuration diagram of FIG. 4, the lean device 50 is disposed inside the rear wheels 24L, 24R and supports the motors 26L, 26R, and the upper ends of the vertical link units 51L, 51R. The horizontal link units 51U and 51D that are rotatably connected to the lower end and the support portion 36 that supports the vehicle body 30 are fixedly attached to the lower end of the vehicle body 30, and are also rotatably connected to the central portions of the horizontal link units 51U and 51D. A central vertical member 52, and a lean motor 54, which is disposed on the support 36 and connected to the rotor, is attached to the center of the upper horizontal link unit 51U so as not to rotate. As the lean motor 54, for example, a stepping motor can be used. In the lean device 50, when the lean motor 54 is driven so that the output shaft 55 rotates clockwise in FIG. 4, the upper horizontal link unit 51U rotates with the rotation of the output shaft 55, and the rotation of the horizontal link unit 51U. Accordingly, the lower horizontal link unit 51D also rotates. As shown in FIG. 5, the rotation of the lateral link units 51U and 51D raises the right rear wheel 24R and pushes down the left rear wheel 24L. Therefore, the vehicle body is tilted to the right as shown in FIG. Similarly, the vehicle body can be tilted leftward by driving the lean motor 54 so that the output shaft 55 rotates counterclockwise in FIG. At this time, the inclination angle of the vehicle body can be adjusted to correspond to the rotation angle of the rotor by the lean motor 54, and the vehicle body is held at the desired inclination angle by holding the rotor at the desired rotation angle. can do.

  As shown in the block diagram of FIG. 7, the gyro device 60 is formed in an annular shape with a conductive metal material and basically rotates with a pitch axis passing through the vehicle horizontally in the left-right direction as a rotation axis. And a gyro 63 that includes a stator case 62 that functions as a case for housing the flywheel 61 and has a three-phase coil (not shown) for rotationally driving the flywheel 61 inside, and rotation of the flywheel 61. A gimbal support portion 64 that is attached to the stator case 62 and supports the gyro 63 with a vertical axis (yaw axis that passes through the vehicle in the vertical direction) perpendicular to the axis (pitch axis), and a gimbal motor 65 that rotationally drives the gimbal support portion 64. And a clutch 66 for connecting and releasing the connection between the gimbal support portion 64 and the gimbal motor 65. . As described above, the flywheel 61 and the stator case 62 of the gyro 63 constitute a motor (for example, an induction motor) having the flywheel 61 as a rotor and the stator case 62 as a stator. The rotation of the flywheel 61 can be controlled by controlling the rotating magnetic field of the three-phase coil attached to the inside of the coil. In the embodiment, the flywheel 61 is arranged so as to rotate about the pitch axis as a rotation axis because high left-right symmetry can be obtained when the gyro device 60 is mounted on a vehicle. As the gimbal motor 65, for example, a stepping motor can be used.

  In the gyro device 60, when the gimbal motor 65 is rotationally driven to rotate the gyro 63 around the yaw axis, a gyro moment having a magnitude corresponding to the rotational angular velocity is generated around the roll axis that penetrates the vehicle horizontally in the front-rear direction. The direction of action of the gyro moment is that the gimbal support 64 is moved in the same direction as the steering wheel operation when the vehicle is turned right when the flywheel 61 is rotating in the same direction as the rotational direction of the wheel when the vehicle is moving forward. When the flywheel 61 is rotated by rotating it, the vehicle body is inclined to the left. This relationship is shown in FIG. On the contrary, when the flywheel 61 is rotating in the same direction as the rotation direction of the wheel when the vehicle is moving forward, the gimbal support 64 is rotated in the same direction as the steering wheel operation when the vehicle is turned to the left. When the wheel 61 is rotated, the direction of action of the gyro moment is the direction in which the vehicle body is tilted to the right. That is, when the flywheel 61 is rotating in the same direction as the rotation direction of the wheel when the vehicle is moving forward, the gimbal support 64 is rotated in the same direction as the turning direction (for example, the right turning direction). When the flywheel 61 is rotated, a gyro moment in a direction in which the vehicle body is tilted to the opposite side to the turning direction (left side opposite to the right turning direction) is generated. Also, the direction of action of the gyro moment is the same direction as the handle operation when the vehicle is turned to the right when the flywheel 61 is rotating in the direction opposite to the rotation direction of the wheel when the vehicle is moving forward. When the flywheel 61 is rotated by rotating 64, the vehicle body is inclined to the right. This relationship is shown in FIG. On the contrary, when the flywheel 61 is rotating in the direction opposite to the rotation direction of the wheel when the vehicle is moving forward, the gimbal support portion 64 is rotated in the same direction as the handle operation when the vehicle is turned to the left. When the wheel 61 is rotated, the direction of action of the gyro moment is the direction in which the vehicle body is tilted to the left. That is, when the flywheel 61 rotates in the direction opposite to the direction of rotation of the wheel when the vehicle is moving forward, the gimbal support 64 is rotated in the same direction as the turning direction (for example, the rightward turning direction). When the flywheel 61 is rotated in this manner, a gyro moment is generated in a direction in which the vehicle body is inclined to the same side as the turning direction (the same right side as the right turning direction). Therefore, even if the flywheel 61 is rotated in any rotation direction, by controlling the rotation direction of the gimbal support portion 64, it is possible to generate a gyro moment in a direction in which the vehicle body is inclined to either the left or right side.

  In addition, when the gimbal support portion 64 and the gimbal motor 65 are connected by the clutch 66, the gyro device 60 does not drive the gimbal motor 65, and the flywheel 61 rotates when the vehicle turns by the driver's handle operation. Since the rotation axis (pitch axis) rotates, a gyro moment is generated. The direction of action of the gyro moment generated by the turning of the vehicle is such that when the flywheel 61 is rotating in the same direction as the rotation direction of the wheel when the vehicle is moving forward, the handle 42 is operated to the right to turn the vehicle clockwise. When turned, the vehicle body is inclined to the left. This relationship is shown in FIG. Conversely, when the flywheel 61 is rotating in the same direction as the rotational direction of the wheel when the vehicle is moving forward and the handle 42 is operated to the left and the vehicle turns left, the direction of action of the gyro moment is: The vehicle body is tilted to the right. Further, the direction of action of the gyro moment is that when the flywheel 61 is rotated in the direction opposite to the direction of rotation of the wheel when the vehicle is moving forward, the handle 42 is operated to the right and the vehicle turns right. The vehicle body is tilted to the right. This relationship is shown in FIG. Conversely, when the flywheel 61 is rotating in the direction opposite to the rotation direction of the wheel when the vehicle is moving forward and the handle 42 is operated to the left and the vehicle turns left, the direction of action of the gyro moment is: The vehicle body is inclined to the left. Accordingly, since centrifugal force acts during turning, it is preferable to generate a gyro moment that tilts the vehicle body in the turning direction. Therefore, the flywheel 61 is rotated in a direction opposite to the rotation direction of the wheel when the vehicle is moving forward. It is preferable to do so. Even if the flywheel 61 is rotated in the direction opposite to the rotation direction of the wheel when the vehicle is moving forward, the flywheel 61 is rotated by rotating the gimbal support portion 64 by the gimbal motor 65 as described above. By doing so, a gyro moment can be generated, so that a desired gyro moment can be generated by controlling the gimbal motor 65.

  Further, when the gimbal support portion 64 and the gimbal motor 65 are connected by the clutch 66, the gyro device 60 rotates the flywheel 61 when the vehicle body is tilted by the lean device 50 without driving the gimbal motor 65. Since the shaft (pitch axis) rotates, a gyro moment is generated. The direction of action of the gyro moment at this time is such that if the vehicle body is tilted to the left while the flywheel 61 is rotating in the same direction as the rotational direction of the wheel when the vehicle is moving forward, the vehicle rotates counterclockwise around the yaw axis. It will be the direction to turn. This relationship is shown in FIG. Conversely, if the vehicle body is tilted to the right side when the flywheel 61 is rotating in the same direction as the rotational direction of the wheel when the vehicle is moving forward, the direction of action of the gyro moment is It becomes the direction to turn. Also, the direction of action of the gyro moment is such that if the vehicle body is tilted to the left when the flywheel 61 is rotating in the direction opposite to the rotation direction of the wheel when the vehicle is moving forward, the vehicle rotates clockwise around the yaw axis. It will be the direction to turn. This relationship is shown in FIG. Conversely, if the vehicle body is tilted to the right while the flywheel 61 is rotating in a direction opposite to the rotational direction of the wheel when the vehicle is moving forward, the direction of action of the gyro moment is that the vehicle rotates counterclockwise around the yaw axis. It will be the direction to turn. As will be described later, in the three-wheeled vehicle 20 of the embodiment, in order to turn stably, the vehicle body tilts to the left when turning left, and the vehicle body leans to the right when turning right. Therefore, the direction of action of the gyro moment generated by tilting the vehicle body is a direction that promotes turning when the flywheel 61 rotates in the same direction as the rotational direction of the wheel when the vehicle is moving forward, and conversely When the flywheel 61 rotates in the direction opposite to the rotation direction of the wheel when the vehicle is moving forward, the turning is suppressed.

  Although not shown, the control device 80 is configured as a microcomputer centered on a CPU. In addition to the CPU, the control device 80 includes a ROM for storing processing programs, a RAM for temporarily storing data, an input / output port, and the like. FIG. 14 shows an example of an input / output relationship of the control device 80 as a functional block. An input port (not shown) of the control device 80 includes a shift position from the shift position sensor 81, an accelerator position from the accelerator position sensor 82, a brake position from the brake position sensor 83, a vehicle speed V from the vehicle speed sensor 84, a rear wheel 24L, The wheel speeds NL and NR from the wheel speed sensors 85L and 85R attached to the 24R, the steering angle θS from the steering angle sensor 86 which is attached to the steering device 40 and detects the steering angle θS of the handle 42, and the motors 26L and 26R. Rotational positions from rotational position detection sensors 87L and 87R for detecting the position of the rotor, total vehicle weight M from the total vehicle weight sensor 88 for detecting the total vehicle weight M, a gradient from the gradient sensor 89 for detecting the road surface gradient, The lean angle θL as the inclination angle of the vehicle body 30 by the lean device 50 is detected. The rotation angle sensor 92 detects the lean angle θL from the lean angle sensor 90, the gimbal angle θG from the gimbal angle sensor 91 that detects the rotation angle θG from the reference position of the gimbal support 64, and the rotation speed NW of the flywheel 61. The rotation speed NW of the flywheel 61 from the vehicle, the roll angle θR from the roll angle sensor 93 that detects the tilt angle (roll angle) of the vehicle body 30 in the left-right direction, and the like are input. The lean angle θL is the default angle θLdf with the lean angle θL when the vehicle is stopped, specifically, the lean angle θL when the vehicle body 30 is not tilted to the left or right by the lean device 50 as a reference angle. It was supposed to be. The gimbal angle θG is the default angle θGdf with the gimbal angle θG as a reference angle in a state where the rotation axis of the flywheel 61 penetrates the vehicle body in the left-right direction (a state where it coincides with the pitch axis). The roll angle θR is a default angle θRdf with the roll angle θR when the vehicle is stopped, specifically, the roll angle θR when the vehicle body 30 is not tilted to the left or right as a reference angle. On the other hand, from an output port (not shown) of the control device 80, a drive signal to the motors 26L and 26R, a drive signal to the steering device 40, a drive signal to the lean motor 54, a drive signal to the gyro 63, and a gimbal motor 65 are supplied. A drive signal, a drive signal to the clutch 66, and the like are output. The main control of the control device 80 includes travel control for driving and controlling the motors 26L and 26R based on the shift position, accelerator position, and brake position, steering control for controlling the toe angle of the front wheels 22 based on the steering angle, Lean control for controlling leaning of the vehicle body by the lean device 50 based on the steering angle, vehicle speed, etc., and gyro control for controlling the gyro moment generated by the gyro device 60 based on the steering angle, vehicle speed, the rotational speed of the flywheel 61, etc. and so on. The “travel control unit”, “steering control unit”, “lean control unit”, and “gyro control unit” shown in the control device 80 of FIG. 14 show the above-described control as functional blocks. .

  Next, the operation of the three-wheeled vehicle 20 of the embodiment configured as described above, particularly the operation of the lean device 50 and the operation of the gyro device 60 will be described. The three-wheeled vehicle 20 of the embodiment travels with the motors 26L and 26R being driven and controlled by traveling control, and the toe angle with respect to the operating angle (steering angle) of the handle 42 is controlled by steering control and turns in the operating direction of the handle 42. . Since well-known control is used for traveling control and steering control, further detailed description is omitted. Hereinafter, the lean control and the gyro control will be described in this order.

  FIG. 15 is a flowchart illustrating an example of a lean control routine executed by the control device 80 according to the embodiment. This routine is executed repeatedly. When the lean control routine is executed, the control device 80 first determines the vehicle speed V from the vehicle speed sensor 84, the wheel speeds NL and NR from the wheel speed sensors 85L and 85R, the steering angle θS from the steering angle sensor 86, the total vehicle A process of inputting data such as the total vehicle weight M from the weight sensor 88 is executed (step S100), and the input vehicle speed V is compared with a threshold value Vref (step S110). At low vehicle speeds, such as during slow driving or traveling at a slightly higher speed (for example, traveling below 10 km / k, 15 km / h, or 20 km / h), the centrifugal force during turning is small, Since the possibility of rollover is low, when the vehicle body is tilted by the lean device 50, the driver or the passenger may feel uncomfortable. The threshold value Vref is used to determine whether or not such a case occurs, and for example, 10 km / k, 15 km / h, 20 km / h, or the like can be used.

When the vehicle speed V is equal to or higher than the threshold value Vref, based on the vehicle speed V, the wheel speeds NL and NR, the steering angle θS, and the total vehicle weight M, the line of action of the combined force of gravity Fg acting on the center of gravity and centrifugal force Fc is tread. The target lean angle θL * is set so as to be the center of (the center distance between the left and right wheels 24L, 24R) (step S120), and the lean motor 54 is driven and controlled so that the lean angle θL becomes the target lean angle θL *. (Step S140), and this routine is finished. FIG. 16 shows a state where the line of action of the combined force of gravity Fg and centrifugal force Fc is at the center of the tread. Given a simple method, the target lean angle θL * is assumed that the center of gravity does not change in the left-right direction of the vehicle depending on the occupant or the load, and gravity Fg and centrifugal force Fc are calculated, and tan θL * = Fc / It can be calculated to be Fg. Here, the gravity Fg can be obtained as the total vehicle weight M. The centrifugal force Fc is calculated by the turning radius r at the time of turning calculated from the steering angle θS and the wheel speeds NL and NR, the angular velocity ω calculated from the turning radius r and the vehicle speed V, and the total vehicle weight M. , Fc = Mrω ² . By performing such control, it is possible to stably turn the vehicle without giving lateral acceleration to the occupant and to suppress the vehicle from rolling over to the outside of the turn.

  When the vehicle speed V is less than the threshold value Vref in step S110, the above-mentioned default angle θLdf (lean angle θL when the vehicle body is not tilted to the left or right by the lean device 50) is set to the target lean angle θL * (step S110). In step S130, the lean motor 54 is driven and controlled so that the lean angle θL becomes the target lean angle θL * (step S140), and this routine ends. That is, when the vehicle speed V is less than the threshold value Vref, the lean device 50 does not tilt the vehicle body to the left or right. As described above, when the vehicle body is tilted by the lean device 50 at a low vehicle speed, the driver or the occupant may feel uncomfortable. However, in the embodiment, the vehicle body is not tilted by the lean device 50 when the vehicle speed V is less than the threshold value Vref. By this, it can suppress giving a driver and a passenger discomfort.

  Next, the gyro control will be described. FIG. 17 is a flowchart illustrating an example of a gyro control routine executed by the control device 80 according to the embodiment. This routine is executed repeatedly. When the gyro control routine is executed, the control device 80 first determines whether the vehicle body is tilted by the vehicle speed V from the vehicle speed sensor 84, the steering angle θS from the steering angle sensor 86, the steering angular velocity ωS, and the lean device 50. A process of inputting data such as a lean flag FL indicating the above is executed (step S200). Here, as the steering angular velocity ωS, a value calculated as a change amount per unit time of the steering angle θS from the steering angle sensor 86 is input. The lean flag FL is set to a value of 1 when the vehicle body is tilted by the lean device 50, and is set to a value of 0 when the vehicle body is not tilted by the lean device 50.

  When the data is input in this way, the value of the lean flag FL is checked (step S210). When the lean flag FL is 1, that is, when the vehicle body is tilted by the lean device 50, the vehicle speed V, the steering angle θS, and the steering angular velocity. Based on ωS, a target gimbal angle θG * as a target value of the gimbal angle θG and a target gimbal angular velocity ωG * as a target value of the gimbal angular velocity ωG, which is a change amount per unit time of the gimbal angle θG, are set (step S220). ), Using the set target gimbal angle θG * and the target gimbal angular velocity ωG *, the steering corresponding control for driving and controlling the gimbal motor 65 and the clutch 66 so that the gyro moment in the direction of tilting the vehicle body acts on the inside of the turn. Execute (Step S230).

  Here, in the steering control, the clutch 66 is turned on, and the gimbal motor 65 is driven so that the gimbal support portion 64 (flywheel 61) rotates at the target gimbal angular speed ωG * until the gimbal angle θG reaches the target gimbal angle θG *. It was supposed to be executed by controlling. In this steering correspondence control, when the flywheel 61 rotates in the same direction as the rotation direction of the wheel when the vehicle is moving forward, the gimbal motor 65 turns outside (the same direction as the turn in the direction in which the vehicle rolls over). By rotating the gimbal support portion 64 and rotating the flywheel 61, a gyro moment is generated in the direction of inclining the vehicle body inside the turn. For example, when the flywheel 61 is turning in the same direction as the rotation direction of the wheel when the vehicle is moving forward, the gimbal support portion 64 is rotated in the same direction as the right turn so that the flywheel 61 rotates. When the wheel 61 is rotated, a gyro moment is generated in a direction in which the vehicle body is tilted in the left turn direction (the direction in which the vehicle rolls over). Therefore, at this time, in the embodiment, by rotating the gimbal support 64 in the same direction as the left turn and rotating the flywheel 61, a gyro moment in a direction in which the vehicle body is tilted inside the turn is generated, and the vehicle is It can be turned stably. Further, in the steering correspondence control, when the flywheel 61 is rotating in the direction opposite to the rotation direction of the wheel when the vehicle is moving forward, the gimbal motor 65 turns the inside of the turn (the direction opposite to the turn in the direction in which the vehicle rolls over). ) To rotate the gimbal support portion 64 to rotate the flywheel 61, thereby generating a gyro moment in a direction in which the vehicle body is inclined toward the inside of the turn. For example, when the flywheel 61 is turning in the same direction as the rotation direction of the wheel when the vehicle is moving forward, the gimbal support portion 64 is rotated in the same direction as the right turn so that the flywheel 61 rotates. When the wheel 61 is rotated, a gyro moment is generated in a direction in which the vehicle body is tilted in the right turn direction (direction inside the turn). Therefore, at this time, in the embodiment, the gimbal support portion 64 is rotated in the same direction as the right turn and the flywheel 61 is rotated, thereby generating a gyro moment in a direction in which the vehicle body is inclined to the inside of the turn. Can be turned stably. Further, in the three-wheeled vehicle 20 of the embodiment, when a sudden steering operation is performed, the combined force of gravity and centrifugal force acting on the center of gravity of the vehicle without catching up the lean of the vehicle body by the lean device 50 is out of the tread range. Thus, there is a possibility that the vehicle rolls over. However, by executing such steering correspondence control, it is possible to suppress the vehicle rollover. As described above, the vehicle can be stably turned and the rollover of the vehicle can be suppressed. Therefore, even a small and light tread with a small tread can stably turn without rolling over.

  In the embodiment, the target gimbal angle θG * and the target gimbal angular velocity ωG * are set to the basic gimbal angle θGtmp and the basic gimbal angular velocity ωGtmp as basic values of the target gimbal angle θG * and the target gimbal angular velocity ωG *, respectively. The correction coefficient kV, kθS, kωS based on the angle θS and the steering angular velocity ωS is set and multiplied. The basic gimbal angle θGtmp and the basic gimbal angular velocity ωGtmp are generated so that the flywheel 61 rotates in the same direction as the rotational direction of the wheel when the vehicle is moving forward in order to generate a gyro moment in the direction of inclining the vehicle body inside the turn. When the flywheel 61 is rotating in the direction opposite to the rotation direction of the wheel when the vehicle is moving forward, the gimbal support portion 64 is rotated inside the turn. This is a value in the direction in which the portion 64 is rotated. The correction coefficients kV, kθS, and kωS are pre-determined in a ROM (not shown) by previously determining the relationship between the vehicle speed V and the correction coefficient kV, the relationship between the steering angle θS and the correction coefficient kθS, and the relationship between the steering angular velocity ωS and the correction coefficient kωS. When the vehicle speed V, the steering angle θS, and the steering angular velocity ωS are given, the corresponding correction coefficients kV, kθS, and kωS are derived from the respective relationships and set. FIG. 18 shows an example of the relationship between the vehicle speed V and the correction coefficient kV, FIG. 19 shows an example of the relationship between the steering angle θS and the correction coefficient kθS, and FIG. 20 shows an example of the relationship between the steering angular velocity ωS and the correction coefficient kωS. Shown in The correction coefficient kV is set to increase as the vehicle speed V increases as shown in FIG. 18, and the correction coefficient kθS is set to increase as the steering angle θS increases as shown in FIG. As shown in FIG. 20, kωS is set so as to increase as the steering angular velocity ωS increases. That is, the target gimbal angle θG * and the target gimbal angular velocity ωG * are set so as to increase as the vehicle speed V increases, the steering angle θS increases, and the steering angular velocity ωS increases. This is because the greater the vehicle speed V, the greater the steering angle θS, and the greater the steering angular velocity ωS, the greater the centrifugal force, and the amount of rotation and rotational angular velocity around the yaw axis of the gimbal support 64 (flywheel 61). It is based on the fact that a larger gyro moment can be generated as the value of is larger. Therefore, by setting the target gimbal angle θG * and the target gimbal angular velocity ωG * in such a tendency, the vehicle body tilts inwardly as the vehicle speed V increases, the steering angle θS increases, and the steering angular velocity ωS increases. The gyro moment of the vehicle can be increased, and the vehicle can be turned more stably by effectively suppressing the rollover of the vehicle. The target gimbal angle θG * is from the above-mentioned default angle θGdf (gimbal angle θG when the rotation axis of the flywheel 61 penetrates the vehicle body in the left-right direction) to π / 2 in the rotation direction of the gimbal support portion 64. Set by range. This is because when the gimbal support 64 rotates from the default angle θGdf by π / 2, the rotation axis of the flywheel 61 coincides with the roll axis, and the gyro moment acts around the pitch axis.

  Subsequently, the gimbal angle θG from the gimbal angle sensor 91 is input (step S240), the input gimbal angle θG is compared with the target gimbal angle θG * (step S250), and the gimbal angle θG becomes the target gimbal angle θG *. When it has not reached, it returns to step S230 and continues execution of steering corresponding control.

  Thus, when the gimbal angle θG reaches the target gimbal angle θG * during execution of the steering correspondence control, the gimbal motor 65 and the clutch 66 are set so that the gimbal angle θG is held at that angle (in this case, the target gimbal angle θG *). Gimbal angle holding control for driving control is executed for a predetermined time (steps S260 and S270). Here, as the predetermined time, a time required for the lean angle θL to reach the target lean angle θL * after starting leaning of the vehicle body by the lean device 50 or a time slightly longer than that can be used.

  When the gimbal angle holding control is executed for a predetermined time, the gimbal angle θG returns to the above-mentioned default angle θGdf (the gimbal angle θG in a state where the rotation axis of the flywheel 61 penetrates the vehicle body in the left-right direction). Flywheel return control for driving and controlling the motor 65 and the clutch 66 is executed (step S280). Then, the gimbal angle θG from the gimbal angle sensor 91 is input (step S290), and the input gimbal angle θG is compared with the default angle θGdf (step S250). If the gimbal angle θG has not reached the default angle θGdf, the step is performed. Returning to S280, the execution of the flywheel return control is continued, and when the gimbal angle θG reaches the default angle θGdf, this routine is ended.

  Here, the flywheel return control is performed by driving and controlling the gimbal motor 65 so that the clutch 66 is turned on and the gimbal angle θG slowly returns to the default angle θGdf. In the flywheel return control, since the flywheel 61 is rotated by rotating the gimbal support portion 64 in the opposite direction to the steering correspondence control, a gyro moment is generated in a direction in which the vehicle body is tilted to the outside of the turn. Therefore, in the embodiment, the gimbal support 64 (flywheel 61) is slowly rotated until the gimbal angle θG reaches the default angle θGdf to such an extent that the gyro moment does not give the driver or the passenger a sense of incongruity. Thereby, it can suppress giving a driver and a passenger discomfort.

  When the lean flag FL is 0 in step S210, that is, when the vehicle body is not tilted by the lean device 50, the above-described gimbal holding control is performed so that the gimbal angle θG is held at that angle (in this case, the default angle θGdf). Is executed (step S310), and this routine is terminated. When the vehicle speed V is a low vehicle speed lower than the threshold value Vref, the lean device 50 does not tilt the vehicle body, and the gyro device 60 does not execute steering correspondence control, so that the centrifugal force is small and the possibility of vehicle rollover is low. By executing these, it is possible to suppress the driver and the passenger from feeling uncomfortable.

  According to the three-wheeled vehicle 20 of the embodiment described above, basically, the target lean angle θL * is set so that the line of action of the combined force of gravity Fg acting on the center of gravity and centrifugal force Fc is at the center of the tread. The lean motor 54 is driven and controlled, and the target gimbal angle θG * and the target gimbal angular velocity ωG * are applied so that a gyro moment in the direction of tilting the vehicle body acts on the inner side of the turn based on the vehicle speed V, the steering angle θS, and the steering angular velocity ωS. Since the steering correspondence control for controlling the driving of the gimbal motor 65 and the clutch 66 is executed, the vehicle can be turned stably and the rollover of the vehicle can be suppressed. As a result, even a small and light tread with a small tread can stably turn without overturning.

  According to the three-wheeled vehicle 20 of the embodiment, by arranging the flywheel 61 so as to rotate about the pitch axis as a rotation axis, high left-right symmetry can be obtained when the gyro device 60 is mounted on a vehicle.

  According to the three-wheeled vehicle 20 of the embodiment, the target gimbal angle θG * and the target gimbal angular velocity ωG * are set to increase as the vehicle speed V increases, the steering angle θS increases, and the steering angular velocity ωS increases. Since the corresponding control is executed, it is possible to more effectively suppress the rollover of the vehicle and turn more stably.

  According to the three-wheeled vehicle 20 of the embodiment, the vehicle body is not tilted by the lean device 50 when the vehicle speed V is lower than the threshold value Vref, and the steering correspondence control by the gyro device 60 is not executed when the vehicle body is not tilted by the lean device 50. When the centrifugal force is small and the possibility of rollover of the vehicle is low, it is possible to suppress the driver and the passenger from feeling uncomfortable.

  In the three-wheeled vehicle 20 of the embodiment, the target lean angle θL * is calculated using a simple method in which the center of gravity does not change in the left-right direction of the vehicle depending on the loading of passengers or luggage. The target lean angle θL * may be calculated using the center of gravity position G without using the technique. In this case, the center-of-gravity position G depends on the weight of the vehicle itself, the center-of-gravity position of the vehicle itself, the weight of the passenger or luggage (hereinafter referred to as “occupant etc.”) obtained by measurement, and the center-of-gravity position of the passenger, etc. Can be calculated. For example, the position of the center of gravity of an occupant or the like is determined in advance by an experiment, the weight of the occupant or the like is calculated by subtracting the weight of the vehicle itself from the total vehicle weight M from the total vehicle weight sensor 88, and the calculated weight of the occupant or the like. The center-of-gravity position G can be calculated using the center-of-gravity position of the passenger, the weight of the vehicle itself, and the center-of-gravity position of the vehicle itself. In addition, the seating position, seat height, weight, etc. of the occupant are detected to determine the occupant's weight and center of gravity position, and the loading position, dimensions, weight, etc. of each baggage are detected to determine the weight and center of gravity of each baggage The center-of-gravity position G can also be calculated based on the weight and the center-of-gravity position, the weight and center-of-gravity position of each load, and the weight and center-of-gravity position of the vehicle itself.

  In the three-wheeled vehicle 20 of the embodiment, when the vehicle speed V is equal to or higher than the threshold value Vref, the target lean angle θL * is set so that the line of action of the combined force of gravity Fg acting on the center of gravity and centrifugal force Fc is in the center of the tread. The target lean angle θL * may be set as long as the target lean angle θL * is set so that the line of action of the combined force of the gravity Fg acting on the center of gravity and the centrifugal force Fc falls within the tread range. In this case, although a lateral acceleration is given to the occupant, the vehicle can be turned stably, and the vehicle can be prevented from rolling over to the outside of the turn.

  In the three-wheeled vehicle 20 of the embodiment, it is determined whether or not the steering correspondence control is executed depending on the value of the lean flag FL, that is, whether or not the vehicle body is tilted by the lean device 50. Instead of the value of the flag FL, it may be determined whether to execute the steering control according to the vehicle speed V.

  In the three-wheeled vehicle 20 of the embodiment, the target gimbal angle θG * and the target gimbal angular velocity ωG * when executing the steering correspondence control are larger as the vehicle speed V is larger, the steering angle θS is larger, and the steering angular velocity ωS is larger. However, a uniform value may be used for either one of the two regardless of the vehicle speed V, the steering angle θS, or the steering angular velocity ωS. As for the target gimbal angle θG *, a value synchronized with the steering angle θS (a value obtained by multiplying the steering angle θS by a coefficient kSG) may be used. Here, the coefficient kSG means an angle ratio (θG * / θS) between the target gimbal angle θG * and the steering angle θS, and a value predetermined according to the vehicle can be used. In this case, the target gimbal angle θG * does not change depending on the vehicle speed V or the like but changes according to the steering (the steering angle θS changes from the default angle θGdf as the steering angle θS changes from the value 0, and the steering angle θS has the value 0). The default angle θGdf is returned as the value returns to (). Then, the gimbal motor 65 is driven and controlled so that the gimbal angle θG becomes the target gimbal angle θG *. That is, in this case, control different from the embodiment in which the gimbal angle θG is changed to the target gimbal angle θG * corresponding to the steering and is held for a predetermined time and then returned to the default angle θGdf is performed.

  In the three-wheeled vehicle 20 of the embodiment, the target gimbal angle θG * and the target gimbal angular velocity ωG * when executing the steering correspondence control are larger as the vehicle speed V is larger, the steering angle θS is larger, and the steering angular velocity ωS is larger. However, one or two of the vehicle speed V, the steering angle θS, and the steering angular speed ωS may be set (based on two or one). Good.

  In the three-wheeled vehicle 20 of the embodiment, the target gimbal angle θG * and the target gimbal angular velocity ωG * when executing the steering correspondence control are larger as the vehicle speed V is larger, the steering angle θS is larger, and the steering angular velocity ωS is larger. However, it may be set based on the rotational speed NW of the flywheel 61 instead of or instead of at least a part of these. For example, when the target gimbal angle θG * and the target gimbal angular velocity ωG * are set based on the vehicle speed V, the steering angle θS, the steering angular velocity ωS, and the rotational speed NW of the flywheel 61, the basic gimbal angle θGtmp, The basic gimbal angular velocity ωGtmp can be set by multiplying the vehicle speed V, the steering angle θS, the steering angular velocity ωS, and the correction coefficient kV, kθS, kωS, kNW based on the rotational speed NW of the flywheel 61. The correction coefficient kNW is determined in advance by storing the relationship between the rotational speed NW of the flywheel 61 and the correction coefficients kV, kθS, kωS in a ROM (not shown), and corresponds to the map when the rotational speed NW of the flywheel 61 is given. The correction coefficient kNW to be derived can be derived and set. An example of the relationship between the rotational speed NW of the flywheel 61 and the correction coefficient kNW is shown in FIG. As shown in the figure, the correction coefficient kNW is set so as to decrease as the rotational speed NW of the flywheel 61 increases. In other words, the target gimbal angle θG * and the target gimbal angular velocity ωG * are set so as to decrease as the rotational speed NW of the flywheel 61 increases. This is because a larger gyro moment can be generated as the rotational speed NW of the flywheel 61 increases, and a larger gyro moment as the rotation amount and rotational angular velocity around the yaw axis of the gimbal support 64 (flywheel 61) increase. Based on what can be generated. Therefore, by setting the target gimbal angle θG * and the target gimbal angular velocity ωG * in such a tendency, a more appropriate gyro moment can be generated. In this modified example, the target gimbal angle θG * and the target gimbal angular velocity ωG * are set so as to decrease as the rotational speed NW of the flywheel 61 increases. A uniform value may be used for NW.

  In the three-wheeled vehicle 20 of the embodiment, as the steering control, the target gimbal angle θG * and the target gimbal angular velocity ωG * are set based on the vehicle speed V, the steering angle θS, and the steering angular velocity ωS, and the set target gimbal angle θG * and target Although the gimbal motor 65 and the clutch 66 are driven and controlled using the gimbal angular velocity ωG *, the target rotational speed NW * of the flywheel 61 is set based on the vehicle speed V, the steering angle θS, and the steering angular velocity ωS. The clutch 66 is turned on to control the drive so that the flywheel 61 rotates at the target rotational speed NW *, and the gimbal support 64 (flywheel 61) rotates at the predetermined angular velocity ωGset until the gimbal angle θG reaches the predetermined angle θGset. The gimbal motor 65 may be driven and controlled. Here, the predetermined angle θGset and the predetermined angular velocity ωGset mean that constant values are used regardless of the vehicle speed V, the steering angle θS, and the steering angular velocity ωS. Further, the target rotational speed NW * of the flywheel 61 may be set so as to increase as the vehicle speed V increases, the steering angle θS increases, and the steering angular speed ωS increases. This is because the centrifugal force increases as the vehicle speed V increases, the steering angle θS increases, the steering angular speed ωS increases, and a larger gyro moment can be generated as the rotational speed NW of the flywheel 61 increases. ,based on. Further, as the steering correspondence control, the target gimbal angle θG *, the target gimbal angular velocity ωG *, and the target rotational speed NW * of the flywheel 61 are set based on the vehicle speed V, the steering angle θS, and the steering angular velocity ωS, and the clutch 66 is turned on. The gimbal is controlled so that the flywheel 61 rotates at the target rotational speed NW * and the gimbal support 64 (flywheel 61) rotates at the target gimbal angular speed ωG * until the gimbal angle θG reaches the target gimbal angle θG *. The motor 65 may be driven and controlled.

  In the three-wheeled vehicle 20 of the embodiment, the flywheel 61 is arranged so as to rotate about the pitch axis that penetrates the vehicle body horizontally in the left-right direction, but the yaw axis (axis that penetrates the vehicle body in the vertical direction) is the rotation axis. It is good also as what arrange | positions the flywheel 61 so that it may rotate. In this case, in order to generate a gyro moment in the roll direction by driving by the gimbal motor, it is preferable to arrange the gimbal support portion so as to be a pitch axis.

  In the embodiment, the embodiment of the present invention has been described by using a three-wheeled vehicle 20 including one front wheel 22 as a steering wheel and two rear wheels 24L and 24R as drive wheels. As shown in an example four-wheeled vehicle 120, two front wheels 122L and 122R as steering wheels and two rear wheels 24L and 24R as drive wheels may be provided. In this case, a lean device 150 similar to the lean device 50 attached to the rear wheels 24L and 24R is also attached to the front wheels 222L and 222R, and the lean of the vehicle body by the lean device 150 is synchronized with the lean of the vehicle body by the lean device 50. Should be done. The automobile is not limited to a three-wheel or four-wheel, and may be an automobile of five or more Olympics.

  In the three-wheeled vehicle 20 of the embodiment, when the vehicle body is tilted by a mechanism (lean mechanism) including the vertical link units 51L and 51R, the horizontal link units 51U and 51D, and the central vertical member 52, the wheels 22, 24L and 24R are also tilted. However, as shown in the three-wheeled vehicle 320 of the modified example of FIG. 23, the wheels 22, 24L, 24R may be a mechanism in which only the vehicle body 330 is tilted without tilting.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problems will be described. In the embodiment, the lean device 50 corresponds to the “lean device”, the gyro device 60 corresponds to the “gyro device”, the control device 80 that executes the lean control routine of FIG. 15 corresponds to the “lean control means”, The control device 80 that executes the gyro control routine of FIG. 17 corresponds to “gyro control means”.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the column of means for solving the problem is the same as that of the embodiment described in the column of means for solving the problem. Therefore, the elements of the invention described in the column of means for solving the problems are not limited. That is, the interpretation of the invention described in the column of means for solving the problems should be made based on the description of the column, and the examples are those of the invention described in the column of means for solving the problems. It is only a specific example.

  As mentioned above, although the form for implementing this invention was demonstrated using the Example, this invention is not limited at all to such an Example, In the range which does not deviate from the summary of this invention, it is with various forms. Of course, it can be implemented.

  The present invention can be used in the automobile manufacturing industry.

  20,220 Three-wheeled vehicle, 22, 122L, 122R Front wheel, 24L, 24R Rear wheel, 26L, 26R Motor, 30, 230 Car body, 32 Driver's seat, 36 Support section, 40 Steering device, 42 Handle, 50, 150 Lean device 51L, 51R Vertical link unit, 51U, 51D Horizontal link unit, 52 Center vertical member, 54 Lean motor, 55 Output shaft, 60 Gyro device, 61 Flywheel, 62 Stator case, 63 Gyro, 64 Gimbal support, 65 Gimbal Motor, 66 clutch, 70 battery, 80 control device, 81 shift position sensor, 82 accelerator position sensor, 83 brake position sensor, 84 vehicle speed sensor, 85L, 85R wheel speed sensor, 86 steering angle sensor, 87L, 87R times Position detection sensor, 88 vehicle gross weight sensor, 89 slope sensor, 90 lean angle sensor, 91 gimbal angle sensor, 92 speed sensor, 93 a roll angle sensor, 120 four-wheeled vehicle.

Claims (8)

A vehicle having at least three wheels including at least one steered wheel and capable of stopping independently,
A lean device having a lean mechanism capable of tilting the vehicle body in the left-right direction and a lean driving means for driving the lean mechanism;
A gyro having a flywheel and a first rotation driving means for rotating the flywheel on a first axis; a second rotation driving means for rotating the gyro on a second axis orthogonal to the first axis; A gyro device having a clutch attached to a second shaft and configured to disconnect and connect the gyro and the second rotation driving unit;
Lean control means for controlling the lean drive means so that the line of action of the combined force of gravity and centrifugal force acting on the center of gravity of the vehicle is within the tread range;
Gyro control means for performing steering correspondence control for controlling the gyro device so that a gyro moment of an action in which the vehicle body tilts to the inside of the turn based on at least the driver's steering is generated;
Automobile equipped with. The automobile according to claim 1,
The first axis is a pitch axis that penetrates the vehicle body horizontally in the left-right direction;
The second axis is a yaw axis that penetrates the vehicle body in the vertical direction.
Automobile. The automobile according to claim 1 or 2,
The lean control means is means for controlling the lean driving means so that the lean mechanism becomes a default position when the vehicle is stopped at a low vehicle speed lower than a predetermined vehicle speed,
The gyro control means is means for not executing the steering correspondence control at the low vehicle speed.
Automobile. An automobile according to any one of claims 1 to 3,
The gyro control means is a means for controlling the gyro moment to increase as the steering angle increases.
Automobile. A vehicle according to any one of claims 1 to 4,
The gyro control means is a means for controlling the gyro moment to increase as the steering angular velocity increases.
Automobile. A vehicle according to any one of claims 1 to 5,
The gyro control means is a means for controlling the gyro moment to increase as the vehicle speed increases.
Automobile. The automobile according to any one of claims 4 to 6,
The gyro control means is a means for controlling the second rotation driving means so that the amount of rotation in rotation of the gyro on the second shaft decreases as the rotational speed of the flywheel increases.
Automobile. The automobile according to any one of claims 4 to 7,
The gyro control means is means for controlling the second rotation driving means so that the rotational speed of the gyro at the second shaft decreases as the rotational speed of the flywheel increases.
Automobile.

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