CN102770333A - Vehicle - Google Patents

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Publication number
CN102770333A
CN102770333A CN201180009479XA CN201180009479A CN102770333A CN 102770333 A CN102770333 A CN 102770333A CN 201180009479X A CN201180009479X A CN 201180009479XA CN 201180009479 A CN201180009479 A CN 201180009479A CN 102770333 A CN102770333 A CN 102770333A
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CN
China
Prior art keywords
car body
vehicle
sensor
speed
lateral acceleration
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Pending
Application number
CN201180009479XA
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Chinese (zh)
Inventor
林弘毅
高仓裕司
山本伸司
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Equos Research Co Ltd
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Equos Research Co Ltd
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Publication date
Application filed by Equos Research Co Ltd filed Critical Equos Research Co Ltd
Publication of CN102770333A publication Critical patent/CN102770333A/en
Pending legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62H—CYCLE STANDS; SUPPORTS OR HOLDERS FOR PARKING OR STORING CYCLES; APPLIANCES PREVENTING OR INDICATING UNAUTHORIZED USE OR THEFT OF CYCLES; LOCKS INTEGRAL WITH CYCLES; DEVICES FOR LEARNING TO RIDE CYCLES
    • B62H1/00—Supports or stands forming part of or attached to cycles
    • B62H1/10—Supports or stands forming part of or attached to cycles involving means providing for a stabilised ride
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
    • B62K5/00—Cycles with handlebars, equipped with three or more main road wheels
    • B62K5/02—Tricycles
    • B62K5/027—Motorcycles with three wheels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
    • B62K5/00—Cycles with handlebars, equipped with three or more main road wheels
    • B62K5/10—Cycles with handlebars, equipped with three or more main road wheels with means for inwardly inclining the vehicle body on bends

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
  • Automatic Cycles, And Cycles In General (AREA)

Abstract

Because a force in the direction parallel to the longitudinal axis line of a vehicle body acts upon the vehicle body and an occupant, and the acceleration components in the lateral direction are zero, even when the position of a vehicle body changes, the disclosed vehicle 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 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; a required turning amount detection means which detects the required turning amount for the vehicle body; and a vehicle speed detection means which detects the speed of the vehicle. The vehicle carries out feedback control on the basis of the lateral acceleration, and feedforward control on the basis of the required turning amount and the vehicle speed, and thus controls the tilt of the vehicle body.

Description

Vehicle
Technical field
The present invention relates to have at least the vehicle of pair of right and left wheel.
Background technology
In recent years, in view of the exhausted problem of energy resource, province's oil consumptionization of strong request vehicle.On the other hand, because of low price of vehicle etc., there is the trend that vehicle owner increases, 1 people has 1 vehicle.Therefore, for example exist the vehicle of driving staffing 4 people because of chaufeur 1 people only to make energy by the problem points of unnecessary consumption.As province's oil consumptionization that the miniaturization through vehicle realizes, we can say that vehicle is constituted staffing 1 people's the mode of three-wheel vehicle or four-wheeled is the most effective.
, because of causing the stability of vehicle, reduces motoring condition sometimes.Given this, propose a kind of through car body is tilted at transverse direction, thereby the stability-enhanced technology that makes the vehicle when turning is (for example with reference to patent documentation 1.）。
Patent documentation 1: TOHKEMY 2008-155671 communique
Yet in above-mentioned vehicle in the past, though can make car body tilt in turn direction in order to improve turning performance, owing to make the operation of tilting of car body difficult, turning performance is lower, thus exist the occupant to feel bad, the situation that the state of mind is uneasy.
Summary of the invention
The objective of the invention is to; Solve the problem points of above-mentioned vehicle in the past, a kind of vehicle that is described below is provided: calculate the predictor of the component of acceleration of transverse direction according to deflection angle and the speed of a motor vehicle, according to the mode that becomes to the angle of the centnifugal force in the outside of turning and the mutual balance of gravity; Angle of inclination to car body is controlled; Even thereby when the attitude change of car body, because the component of acceleration of transverse direction also is zero, the masterpiece of the direction parallel with the longitudinal axis of car body is used for car body and occupant; So can keep the stable of car body; And turning performance is improved, and can not feel under inharmonic situation the occupant, realize driving the higher vehicle of safety of better, the stable motoring condition of impression.
, in vehicle of the present invention, have for this reason: car body, it possesses the turning part and the drive division of mutual binding; Wheel flutter, it is the wheel that can be installed in above-mentioned turning part rotatably, is used to make above-mentioned car body to turn to; Drive wheel, it is the wheel that can be installed in above-mentioned drive division rotatably, is used to drive above-mentioned car body; Tilt to use actuator devices, it makes above-mentioned turning part or drive division tilt to turn direction; A plurality of sensors detect the transverse acceleration that acts on above-mentioned car body directly or indirectly; Require the turning amount detection unit, its requirement turning amount to the above-mentioned car body that the occupant requires detects; Speed of a motor vehicle detecting unit, it detects the speed of a motor vehicle; And control setup, it controls the inclination of above-mentioned car body with actuator devices to above-mentioned inclination; This control setup carries out the controlled reset based on the transverse acceleration that above-mentioned a plurality of sensor detected; And the feed forward control of the speed of a motor vehicle that requirement turning amount of carrying out being detected based on above-mentioned requirements turning amount detection unit and above-mentioned speed of a motor vehicle detecting unit are detected is controlled the inclination of above-mentioned car body.
According to the formation of technical scheme 1, can control the angle of inclination of car body, becoming the centnifugal force and the angle of the mutual balance of gravity to the outside of turning, and, even when the variation of transverse acceleration is big, controls and also do not produce delay.Therefore, because the masterpiece of the direction parallel with the longitudinal axis of car body is used for car body and occupant, so can under the occupant does not feel the situation of inharmonious sense, not realize driving better, the stable motoring condition of impression.
According to the formation of technical scheme 2, owing to do not need the detection at zero point, thus can use cheap sensor, and, owing to do not need initial setting, so can reduce cost.
According to the formation of technical scheme 3, the tracing property of the control when running at high speed is improved.
Formation according to technical scheme 4～6; Owing to can remove the N/R component of acceleration; So can not receive condition of road surface influence prevent the vibration of control system, the generation of dispersing etc., and the ride gain that can increase the tilting of car body control system improves the responsibility of control.
According to the formation of technical scheme 7, even when turning beginning and when end, the responsibility that control is not produced lingeringly make control improves.
According to the formation of technical scheme 8, the stability in the time of can guaranteeing to run at high speed.
Description of drawings
Fig. 1 is the figure of the formation of the vehicle in expression the 1st embodiment of the present invention.
Fig. 2 is the figure of formation of the connecting rod mechanism of the vehicle of expression in the 1st embodiment of the present invention.
Fig. 3 is the block diagram of the formation of the tilting of car body control system in expression the 1st embodiment of the present invention.
The figure of the tilting action of the car body when Fig. 4 is the turning driving in explanation the 1st embodiment of the present invention.
Fig. 5 is the diagram of circuit of action of the tilting of car body control and treatment of the vehicle of expression in the 1st embodiment of the present invention.
Fig. 6 is the figure of the influence that receives of the detected value of the lateral acceleration sensor of explanation in the 2nd embodiment of the present invention.
Fig. 7 is the figure at the back side of the vehicle in expression the 2nd embodiment of the present invention.
Fig. 8 is the block diagram of the formation of the tilting of car body control system in expression the 2nd embodiment of the present invention.
Fig. 9 is the figure of the mechanical model in expression the 2nd embodiment of the present invention.
Figure 10 is the block diagram of the control system in the 2nd embodiment of the present invention.
Figure 11 is the diagram of circuit of the action of the transverse acceleration calculation process in expression the 2nd embodiment of the present invention.
Figure 12 is the diagram of circuit of action of the tilting of car body control and treatment of the vehicle of expression in the 2nd embodiment of the present invention.
Figure 13 is the figure at the back side of the vehicle in expression the 3rd embodiment of the present invention.
Figure 14 is the block diagram of the formation of the tilting of car body control system in expression the 4th embodiment of the present invention.
Figure 15 is the figure of the mechanical model in expression the 4th embodiment of the present invention.
Figure 16 is the diagram of circuit of the action of the transverse acceleration calculation process in expression the 4th embodiment of the present invention.
Figure 17 is the right elevation of the formation of the vehicle in expression the 5th embodiment of the present invention.
Figure 18 is the block diagram of the formation of the tilting of car body control system in expression the 5th embodiment of the present invention.
Figure 19 is the block diagram of the control system in expression the 5th embodiment of the present invention.
Figure 20 be expression in the 5th embodiment of the present invention because of turning to the figure of the model that the transverse acceleration that causes describes.
Figure 21 is the diagram of circuit that the transverse acceleration in expression the 5th embodiment of the present invention is inferred processing action.
Figure 22 is the diagram of circuit of the subprogram of the Filtering Processing in expression the 5th embodiment of the present invention.
Figure 23 is the diagram of circuit of action of the tilting of car body control and treatment of the vehicle of expression in the 5th embodiment of the present invention.
Figure 24 is the block diagram of the formation of the tilting of car body control system in expression the 6th embodiment of the present invention.
Figure 25 is the block diagram of the control system in the 6th embodiment of the present invention.
Figure 26 is the figure of expression model that the car body connecting rod angle in the 6th embodiment of the present invention is described.
The figure of Figure 27 chart that to be expression describe the variation of the time constant of the yaw-rate in the 6th embodiment of the present invention (yaw rate).
Figure 28 is the diagram of circuit of the connecting rod angle speed estimating processing action in expression the 6th embodiment of the present invention.
Figure 29 is the diagram of circuit of the subprogram handled of the differential of the deflection angle of expression in the 6th embodiment of the present invention.
Figure 30 is the diagram of circuit of the subprogram of the first-order lag processing in expression the 6th embodiment of the present invention.
Figure 31 is the diagram of circuit of the action of the inclination control and treatment in expression the 6th embodiment of the present invention.
Figure 32 is the diagram of circuit of the connecting rod motor control processing action in expression the 6th embodiment of the present invention.
The specific embodiment
Below, with reference to accompanying drawing, embodiment of the present invention is elaborated.
Fig. 1 is the figure of the formation of the vehicle in expression the 1st embodiment of the present invention; Fig. 2 is the figure of formation of the connecting rod mechanism of the vehicle of expression in the 1st embodiment of the present invention, and Fig. 3 is the block diagram of the formation of the tilting of car body control system in expression the 1st embodiment of the present invention.Wherein, in Fig. 1, (a) being right elevation, (b) is back view.
Among the figure, the 10th, the vehicle of this embodiment has: main part 20, it is as the drive division of car body; Take portion 11, it takes the occupant, as the turning part that turns to; As the wheel 12F of wheel flutter, be the front-wheel that is equipped on the center of Width in the place ahead of car body; The wheel 12L in left side and the wheel 12R on right side are the drive wheels that is provided in the rear as trailing wheel.And, have connecting rod mechanism 30, its as the tilt mechanism that is used to that car body is tilted to the left and right and promptly carries out deflection, be tilting of car body mechanism, to about wheel 12L and 12R support; Tilt with the connecting rod electrical motor 25 of actuator devices with conduct, it is the actuator that makes these connecting rod mechanism 30 work.In addition; Above-mentioned vehicle 10 can be two take turns about front-wheel is, trailing wheel is the three-wheel vehicle of taking turns, and also can be two four-wheeleds of taking turns about front-wheel and trailing wheel are, in this embodiment; As shown in the figure, to front-wheel be take turns, trailing wheel be about the situation of two three-wheel vehicles of taking turns describe.
When turning; Is camber-angle variation through the wheel 12L about making and 12R with respect to the angle on road surface 18; And make the car body that comprises portion of taking 11 and main part 20 in turning, take turns tilt, thereby can realize raising and the occupant's of turning performance the guaranteeing of traveling comfort.That is, above-mentioned vehicle 10 also can make car body tilt at transverse direction (left and right directions).Wherein, in example as shown in the figure, about wheel 12L and 12R 18 upright with respect to the road surface, be that camber angle is 0 degree.
Aforementioned link mechanism 30 has: the vertical connecting rod unit 33L in left side, and it supports the left side spin rotary driving device 51L that electrical motor of giving propulsive effort by left side wheel 12L and to this wheel 12L etc. constitutes; The vertical connecting rod unit 33R on right side, it supports the right side rotating driving device 51R that electrical motor of giving propulsive effort by right side wheels 12R and to this wheel 12R etc. constitutes; The tranverse connecting rod unit 31U of upside, its with about vertical connecting rod unit 33L and the upper end of 33R link each other; The tranverse connecting rod unit 31D of downside, its with about vertical connecting rod unit 33L and the lower end of 33R link each other; With central longitudinal parts 21, its upper end is fixed on the main part 20, and extends below on the edge.In addition, vertical connecting rod unit 33L about and 33R can be rotatably link with up and down tranverse connecting rod unit 31U and 31D.And tranverse connecting rod unit 31U up and down and 31D centre portion therein link with central longitudinal parts 21 rotatably.Wherein, The wheel 12L about unified explanation and 12R, about rotating driving device 51L and 51R, about the situation of vertical connecting rod unit 33L and 33R and tranverse connecting rod unit 31U up and down and 31D under, describe as wheel 12, rotating driving device 51, vertical connecting rod unit 33 and tranverse connecting rod unit 31 respectively.
And; Above-mentioned rotating driving device 51 as driving with actuator devices is the so-called built-in motors of taking turns; Matrix (body) as stator is fixed in vertical connecting rod unit 33; Can be installed in being connected with the axle of wheel 12 as the S. A. of rotor on the above-mentioned matrix rotatably, the rotation through above-mentioned S. A. is rotated wheel 12.In addition, above-mentioned rotating driving device 51 also can be the electrical motor of the kind beyond the wheel built-in motor.
In addition; Above-mentioned connecting rod electrical motor 25 is the revolving electric actuators that comprise electrical motor etc.; Possess as the matrix cylindraceous of stator and can be installed in the S. A. on this matrix rotatably as rotor; Above-mentioned matrix is fixed on main part 20 by mounting flange 22, and above-mentioned S. A. is fixed on the tranverse connecting rod unit 31U of the upside of connecting rod mechanism 30.Wherein, the S. A. of connecting rod electrical motor 25 is as main part 20 bevelled tilting axiss being played a role and the rotating shaft coaxle of central longitudinal parts 21 and the linking portion of the tranverse connecting rod unit 31U of upside.And if drive link electrical motor 25 makes S. A. rotate with respect to matrix, then the tranverse connecting rod unit 31U of upside rotates with respect to main part 20 and the central longitudinal parts 21 that are fixed on this main part 20, connecting rod mechanism 30 work, promptly bends and stretches.Thus, main part 20 is tilted.In addition, the S. A. of connecting rod electrical motor 25 also can be fixed on main part 20 and central longitudinal parts 21, and its matrix can be fixed on the tranverse connecting rod unit 31U of upside.
Wherein, connecting rod electrical motor 25 possesses not shown lockout mechanism, and this lockout mechanism is fixed into S. A. with respect to matrix and can not rotates.Preferred this lockout mechanism is the mechanism of machinery, S. A. is fixed into can not rotate with respect to matrix during consumes electric power not.Through above-mentioned lockout mechanism, can the fixed angle of S. A. with regulation be become can not rotate with respect to matrix.
Above-mentioned front end binding of taking portion 11 by not shown connecting part and main part 20.This connecting part can have that the portion of taking 11 and main part 20 are connected to can be to the function of the direction relative displacement of regulation.
In addition, the above-mentioned portion 11 of taking possesses seat 11a, stretcher 11b and windproof 11c.Above-mentioned seat 11a is used for the position that the occupant that goes at vehicle 10 takes.In addition, above-mentioned stretcher 11b is the position that is used to support occupant's foot, is provided in front side (right side among Fig. 1 (a)) below of seat 11a.
And, the rear of the portion of taking 11 or below or main part 20 be equipped with not shown cell apparatus.This cell apparatus is the energy supply source of rotating driving device 51 and connecting rod electrical motor 25.In addition, the rear of the portion of taking 11 or below or main part 20 contain not shown control setup, DC-to-AC converter, various sensors etc.
And, be equipped with operating control 41 in the place ahead of seat 11a.On this operating control 41, be equipped with instrument, indicating device, switches such as handle 41a as steering hardware, speed measuring instrument etc. and handle required parts.The occupant operates above-mentioned handle 41a and miscellaneous part, indicates the motoring condition (for example direct of travel, moving velocity, turn direction, turn radius etc.) of vehicle 10.In addition, be steering hardware as the unit of the requirement turning amount that is used to detect the desired car body of occupant, also can replace handle 41a and use other devices, for example use devices such as steered wheel, runner, touch panel, button as steering hardware.
Wherein, wheel 12F is connected with the portion of taking 11 via the front-fork 17 as the part of draft hitch (levitation device).Above-mentioned draft hitch for example be with general motor bike, bicycle etc. in employed front-wheel with the identical device of draft hitch, above-mentioned front-fork 17 for example is the fork that is built-in with the scalability types of spring.And, identical with situation such as general motor bike, bicycles, to the operation of handle 41a deflection angle is changed according to the occupant as the wheel 12F of wheel flutter, thus, the direct of travel of vehicle 10 changes.
Particularly, above-mentioned handle 41a is connected with the upper end of not shown steering shaft section, is connecting the upper end of front-fork 17 in the lower end of steering shaft section.Above-mentioned steering shaft section can be installed in the not shown frame parts that the portion of taking 11 is possessed rotatably to be inclined to the upper end than the state of lower end by the rear.
In this embodiment, vehicle 10 has lateral acceleration sensor 44.This lateral acceleration sensor 44 is the sensors that are made up of general acceleration pick-up, gyrosensor etc., to the transverse acceleration of vehicle 10, promptly the acceleration/accel as the transverse direction (left and right directions among Fig. 1 (b)) of the Width of car body detects.
Make car body tilt to make car body stable owing to turning to turning medial, thus when vehicle 10 is turned through tilting of car body being controlled as become to the centnifugal force in the outside of turning and the angle of the mutual balance that kind of gravity.Through carrying out such control,, also can make car body maintenance level all the time even for example road surface 18 tilts to the direction vertical with direct of travel (with respect to the left and right directions of direct of travel).Thus, apparent upward gravity vertical all the time imposes on car body and occupant downwards, can reduce inharmonious sense, and the stability of vehicle 10 improves.
Given this, in this embodiment, for the acceleration/accel to the transverse direction of bevelled car body detects, lateral acceleration sensor 44 is installed on car body, and is carried out controlled reset so that lateral acceleration sensor 44 is output as zero.Thus, can make tilting of car body arrive the centnifugal force of effect when turning and the leaning angle of the mutual balance of gravity.In addition, though on road surface 18 under the direction bevelled situation vertical with direct of travel, also can be controlled to be the leaning angle that becomes the car body vertical.
In example shown in Figure 1, lateral acceleration sensor 44 is provided in the back side of the portion of taking 11.And above-mentioned lateral acceleration sensor 44 is set center for the Width that is positioned at car body, is on the longitudinal axis of car body.
In addition, the vehicle in this embodiment 10 has the tilting of car body control system as the part of control setup.This tilting of car body control system is a kind of computer system, and is as shown in Figure 3, possesses inclination control ECU (the Electronic Control Unit: electronic control unit) 46 that plays a role as incline controller.This inclination control ECU46 possesses memory cell such as arithmetic element, disk, semiconductor memory, IO interfaces etc. such as treater, and is connected with lateral acceleration sensor 44 and connecting rod electrical motor 25.In addition, above-mentioned inclination control ECU46 comprises inclination control part 47, and this inclination control part 47 is exported the torque instruction value that is used to make 25 work of connecting rod electrical motor based on lateral acceleration sensor 44 detected transverse accelerations.
This inclination control part 47 makes connecting rod electrical motor 25 work when turning driving, carry out controlled reset, is zero angle so that the angle of inclination of car body becomes the value of the transverse acceleration that lateral acceleration sensor 44 detected.That is, the angle of inclination of car body is controlled, so that the component of acceleration that becomes to the centnifugal force in the outside of turning and the mutual balance of gravity, transverse direction is zero angle.That is, the value of the component of acceleration of transverse direction is an expected value with zero, and the angle of inclination of car body is controlled.Thus, the masterpiece of the direction parallel with the longitudinal axis of car body is used for car body and takes the occupant who takes in the portion 11.Therefore, can keep the stable of car body, and, turning performance is improved.In addition, the occupant can not feel inharmonious sense, can improve to drive impression.
Next, the action to the vehicle 10 of above-mentioned formation describes.The action of the tilting of car body control and treatment during here, only to turning driving describes.
The figure of the tilting action of the car body when Fig. 4 is the turning driving of explanation in the 1st embodiment of the present invention, Fig. 5 are the diagram of circuits of action of the tilting of car body control and treatment of the vehicle in expression the 1st embodiment of the present invention.
If the beginning turning driving, then the tilting of car body control system begins the tilting of car body control and treatment.Through carrying out ability of posture control, as shown in Figure 4, vehicle 10 utilizes connecting rod mechanism 30 when turning driving, makes car body to turn to turning medial (being the right side among the figure) bevelled state.In addition, when turning driving, in car body, and tilt to produce the transverse direction component of gravity to turning medial because of car body to the centrifugal action in the outside of turning.And, lateral acceleration sensor 44 detect above-mentioned centnifugal forces and gravity the transverse direction component with joint efforts, as the acceleration/accel of transverse direction, and detected value a exported to inclination control part 47 as the lateral acceleration sensor value.So this inclination control part 47 carries out controlled reset, value from detected value a to connecting rod electrical motor 25 that export is the controlling valu of zero that kind.
Wherein, the tilting of car body control and treatment be power supply at vehicle 10 be switched on during by the tilting of car body control system with regulation control cycle T SThe processing that (for example 5 (ms)) carry out repeatedly is when turning, to improve turning performance and the processing of guaranteeing occupant's traveling comfort.
Inclination control part 47 at first obtains lateral acceleration sensor value a (step S1).
Then, inclination control part 47 carries out a OldAccess (step S2).a OldBe the lateral acceleration sensor value a that when tilting of car body control and treatment is last time carried out, preserves.Wherein, when initial setting, a Old=0.
Then, inclination control part 47 obtains control cycle T S(step S3) calculates the differential value (step S4) of a.If the differential value of a is made as da/dt, then can calculate this da/dt here, through following formula (1).
Da/dt=(a-a Old)/T SFormula (1)
Then, inclination control part 47 saves as a Old=a (step S5).That is the lateral acceleration sensor value a that, will when current tilting of car body control and treatment is carried out, obtain is as a Old, be stored in memory cell.
Then, inclination control part 47 calculates the 1st controlling valu U P(step S6).Here, if with the ride gain of proportional control action, be that proportional gain is made as C P, then calculate the 1st controlling valu U through following formula (2) P
U P=C PA ... Formula (2)
Then, inclination control part 47 calculates the 2nd controlling valu U D(step S7).Here, if with the ride gain of differential control action, be to be made as C derivative time D, then calculate the 2nd controlling valu U through following formula (3) D
U D=C DDa/dt ... Formula (3)
Then, inclination control part 47 calculates the 3rd controlling valu U (step S8).The 3rd controlling valu U is the 1st controlling valu U PWith the 2nd controlling valu U DTotal, calculate through following formula (4).
U=U P+ U DFormula (4)
At last, inclination control part 47 is exported (step S9) as connecting rod motor torque command value to connecting rod electrical motor 25 with the 3rd controlling valu U, and processing is finished.
Like this, in this embodiment, the angle of inclination to car body when turning driving is controlled, so that the value of the transverse acceleration that lateral acceleration sensor 44 detects is zero.That is, be expected value with the value zero of the component of acceleration of transverse direction, the angle of inclination of control car body.Thus, can make that the component of acceleration of transverse direction is zero to become angle of inclination from car body to the mode of the such angle of the centnifugal force in the outside of turning and the mutual balance of gravity that control, the masterpiece of the direction parallel with the longitudinal axis of car body is used for car body and occupant.
Therefore, can keep the stable of car body, and, turning performance is improved.In addition, it is inharmonious that the occupant can not feel, drives impression and improve.Thus, can realize stable motoring condition, the higher vehicle of safety 10 can be provided.
Next, the 2nd embodiment of the present invention is described.Wherein, about having the part with the 1st embodiment identical construction, omit its explanation through giving identical symbol.In addition, about action identical and identical effect, also omit its explanation with above-mentioned the 1st embodiment.
Fig. 6 is the figure of the influence that receives of the detected value of the lateral acceleration sensor of explanation in the 2nd embodiment of the present invention; Fig. 7 is the figure at the back side of the vehicle in expression the 2nd embodiment of the present invention, and Fig. 8 is the block diagram of the formation of the tilting of car body control system in expression the 2nd embodiment of the present invention.Wherein, in Fig. 6, (a)～(c) be the figure of the state that falls of the one-sided wheel of expression; (d) be the figure of influence in the gap etc. of explanation vehicle each one; In Fig. 7, (a) figure of the upright state of expression car body (b) is the figure of the state of expression tilting of car body.
In above-mentioned the 1st embodiment, the situation that detects the acceleration/accel of transverse direction through mono-lateral acceleration sensor 44 is illustrated., if lateral acceleration sensor 44 is one, then there is the situation that also can detect the N/R component of acceleration.
For example, shown in Fig. 6 (a)～(c), in the going of vehicle 10, might there be any situation of falling the hollow (depression) on road surface 18 among left and right wheels 12L only and the 12R.Under this situation, because tilting of car body, so shown in the arrow among Fig. 6 (c), lateral acceleration sensor 44 detects the acceleration/accel of this Zhou Fangxiang along the Zhou Fangxiang displacement.That is, caused detecting direct origin in the component of acceleration of centnifugal force, gravity, be the N/R component of acceleration.
In addition, vehicle 10 for example comprises as the tyre portion of left and right wheels 12L and 12R, possessing elasticity, and the part that plays a role as spring, and, comprise inevitable gap at connecting portion of each parts etc.Therefore, such shown in Fig. 6 (d) signal, owing to think that lateral acceleration sensor 44 is installed in car body via inevitable gap, spring, so also detect acceleration/accel that the displacement because of gap, spring produces as the N/R component of acceleration.
Such N/R component of acceleration might make the controlled variation of tilting of car body control system.For example, if increase the ride gain of tilting of car body control system, then since produce the control system that causes because of the N/R component of acceleration vibration, disperse etc., so, can not increase ride gain even want to make responsibility to improve.
Given this, in this embodiment, lateral acceleration sensor 44 is a plurality of, is provided in mutual different height.In example shown in Figure 7; Lateral acceleration sensor 44 is these 2 of the 1st lateral acceleration sensor 44a and the 2nd lateral acceleration sensor 44b, and the 1st lateral acceleration sensor 44a and the 2nd lateral acceleration sensor 44b are provided in mutual different height position.Through suitably selecting the position of the 1st lateral acceleration sensor 44a and the 2nd lateral acceleration sensor 44b, can remove the N/R component of acceleration effectively.
Concrete as Fig. 7 (a) shown in, the 1st lateral acceleration sensor 44a is provided in the distance on the middle distance road surface, the back side 18 of the portion of taking 11, promptly highly is L 1The position.In addition, the 2nd lateral acceleration sensor 44b be provided in the portion of taking 11 the back side or main part 20 top middle distance road surface 18 distance, promptly highly be L 2The position.Wherein, L 1＞L 2And when turning driving, if shown in Fig. 7 (b), so that car body is turned to turning medial (being the right side among the figure) bevelled state, then the 1st lateral acceleration sensor 44a detects the acceleration/accel of transverse direction and exports detected value a 1, the 2nd lateral acceleration sensor 44b detects the acceleration/accel of transverse direction and exports detected value a 2In addition, the center of the banking motion during tilting of car body, roll center are positioned at strictly speaking than road surface 18 and slightly lean on the below, but in fact can think the position that roughly equates with road surface 18.
Preferred above-mentioned the 1st lateral acceleration sensor 44a and the 2nd lateral acceleration sensor 44b are installed in the sufficiently high parts of rigidity.And, if L 1With L 2Difference little, then because detected value a 1And a 2Difference diminish, so preferred enough greatly, for example be more than 0.3 (m).And under the situation of the spring-loaded car body that utilizes suspension etc., preferred above-mentioned the 1st lateral acceleration sensor 44a and the 2nd lateral acceleration sensor 44b are equipped on so-called " on the spring ".And preferred above-mentioned the 1st lateral acceleration sensor 44a and the 2nd lateral acceleration sensor 44b are provided in as between the axletree of the wheel 12F of front-wheel and the axletree as the left and right wheels 12L of trailing wheel and 12R.And, preferred above-mentioned the 1st lateral acceleration sensor 44a and the 2nd lateral acceleration sensor 44b all be provided in as far as possible the occupant near.And preferred above-mentioned the 1st lateral acceleration sensor 44a and the 2nd lateral acceleration sensor 44b observe from upside and are positioned on the center shaft that follows the car body that direction into extends, promptly do not squint at direct of travel.
In addition, the tilting of car body control system in this embodiment is as shown in Figure 8.The control ECU46 that tilts possesses transverse acceleration operational part 48, and this transverse acceleration operational part 48 calculates synthetic transverse acceleration based on the 1st lateral acceleration sensor 44a and the detected transverse acceleration of the 2nd lateral acceleration sensor 44b.Then, inclination control part 47 is exported the torque instruction value that is used to make 25 work of connecting rod electrical motor based on the synthetic transverse acceleration of the transverse acceleration that calculates as transverse acceleration operational part 48.
In addition, about the formation of other points, since identical with above-mentioned the 1st embodiment, so omit its explanation.
Next, the action to the vehicle in this embodiment 10 describes.The action of the tilting of car body control and treatment during here, only to turning driving describes.
Fig. 9 is the figure of the mechanical model in expression the 2nd embodiment of the present invention; Figure 10 is the block diagram of the control system in the 2nd embodiment of the present invention; Figure 11 is the diagram of circuit of the action of the transverse acceleration calculation process of expression in the 2nd embodiment of the present invention, and Figure 12 is the diagram of circuit of action of the tilting of car body control and treatment of the vehicle in expression the 2nd embodiment of the present invention.
In Fig. 9,44A is the 1st sensor station that is illustrated in the position that sets the 1st lateral acceleration sensor 44a in the car body, and 44B is the 2nd sensor station that is illustrated in the position that sets the 2nd lateral acceleration sensor 44b in the car body.
Detect and export the acceleration/accel of its detected value about the 1st lateral acceleration sensor 44a and the 2nd lateral acceleration sensor 44b, can consider following 4: < 1>acts on the centnifugal force of car body when turning; < 2>because of car body to the tilt transverse direction component of the gravity produce of turning medial; < 3>acceleration/accel that because of displacement of inclination, gap or the spring of any car body that depression caused of falling road surface 18 among only left and right wheels 12L and the 12R etc. the 1st lateral acceleration sensor 44a and the 2nd lateral acceleration sensor 44b is produced along the Zhou Fangxiang displacement; And < 4>acceleration/accel of the 1st lateral acceleration sensor 44a and the 2nd lateral acceleration sensor 44b being produced because of the work of connecting rod electrical motor 25 or its counteraction along the Zhou Fangxiang displacement.The height of above-mentioned<1>in these 4 acceleration/accels and<2>and the 1st lateral acceleration sensor 44a and the 2nd lateral acceleration sensor 44b, be L 1And L 2Irrelevant.On the other hand because above-mentioned<3>and<4>be the acceleration/accel that produces because of along the Zhou Fangxiang displacement, so proportional with distance apart from roll center, promptly roughly with L 1And L 2Proportional.
The acceleration/accel that the 1st lateral acceleration sensor 44a and the 2nd lateral acceleration sensor 44b is detected and export<3>of its detected value here, is made as a X1And a X2, the acceleration/accel that the 1st lateral acceleration sensor 44a and the 2nd lateral acceleration sensor 44b is detected and export<4>of its detected value is made as a M1And a M2In addition, the acceleration/accel that the 1st lateral acceleration sensor 44a and the 2nd lateral acceleration sensor 44b is detected and export<1>of its detected value is made as a T, the acceleration/accel that the 1st lateral acceleration sensor 44a and the 2nd lateral acceleration sensor 44b is detected and export<2>of its detected value is made as a GNeed to prove; Because above-mentioned < 1>and < 2>is irrelevant with the height of the 1st lateral acceleration sensor 44a and the 2nd lateral acceleration sensor 44b, so the detected value of the 1st lateral acceleration sensor 44a and the 2nd lateral acceleration sensor 44b equates.
And the cireular frequency of the displacement of the Zhou Fangxiang that displacement of inclination, gap or the spring of the car body that will cause because of any depression of falling road surface 18 among only left and right wheels 12L and the 12R etc. is produced is made as ω R, its angular acceleration is made as ω R'.The cireular frequency of the displacement of the Zhou Fangxiang that will produce because of work or its counteraction of connecting rod electrical motor 25 in addition, is made as ω M, its angular acceleration is made as ω M'.
So, a X1=L 1ω R', a X2=L 2ω R', a M1=L 1ω M', a M2=L 2ω M'.
In addition, if the 1st lateral acceleration sensor 44a and the 2nd lateral acceleration sensor 44b are detected and the detected value of the acceleration/accel of output is made as a 1And a 2, then because a 1And a 2Be the total of 4 acceleration/accels<1 >～<4 >, so by following formula (5) and (6) expression.
a 1=a T+ a G+ L 1ω R'+L 1ω M' ... Formula (5)
a 2=a T+ a G+ L 2ω R'+L 2ω M' ... Formula (6)
And, if deduct formula (6), then can access following formula (7) from formula (5).
a 1-a 2=(L 1-L 2) ω R'+(L 1-L 2) ω M' ... Formula (7)
Here, because L 1And L 2Value be the height of the 1st lateral acceleration sensor 44a and the 2nd lateral acceleration sensor 44b, so known.In addition, because ω M' value be the angular velocity omega of connecting rod electrical motor 25 MDifferential value, so known.So, the right in above-mentioned formula (7), only the 1st ω R' value be unknown, other value all is known.Therefore, can be according to the detected value a of the 1st lateral acceleration sensor 44a and the 2nd lateral acceleration sensor 44b 1And a 2Obtain ω R' value.That is, based on the detected value a of the 1st lateral acceleration sensor 44a and the 2nd lateral acceleration sensor 44b 1And a 2, can remove the N/R component of acceleration.
In the tilting of car body control and treatment of this embodiment, carry out the controlled reset of that kind shown in Figure 10.In Figure 10, f 1The represented transfer function of the formula of stating after being (10).In addition, G PBe the ride gain of proportional control action, G DBe the ride gain of differential control action, s is the differential key element.
If the tilting of car body control system begins the tilting of car body control and treatment, then transverse acceleration operational part 48 beginning transverse acceleration calculation process at first, are obtained the 1st lateral acceleration sensor value a 1(step S11), and obtain the 2nd lateral acceleration sensor value a 2(step S12).Then, transverse acceleration operational part 48 calculates acceleration/accel difference Δ a (step S13).Represent this Δ a through following formula (8).
Δ a=a 1-a 2Formula (8)
Then, transverse acceleration operational part 48 carries out Δ L and accesses (step S14), and carries out L 2Access (step S15).Represent above-mentioned Δ L through following formula (9).
Δ L=L 1-L 2Formula (9)
Then, transverse acceleration operational part 48 calculates synthetic transverse acceleration a (step S16).Wherein, as above-mentioned the 1st embodiment, synthetic transverse acceleration a be with lateral acceleration sensor 44 be the cooresponding value of lateral acceleration sensor value a under one the situation, be with the 1st lateral acceleration sensor value a 1With the 2nd lateral acceleration sensor value a 2The value that is synthesized into obtains through following formula (10) and (11).
A=a 2-(L 2/ Δ L) Δ a ... Formula (10)
A=a 1-(L 1/ Δ L) Δ a ... Formula (11)
In theory; No matter through type (10) still is a formula (11) can both obtain identical value; But because the acceleration/accel that produces because of the displacement of Zhou Fangxiang is with proportional apart from the distance of roll center, so in fact preferably with from the nearer lateral acceleration sensor 44 of roll center, promptly the detected value of the 2nd lateral acceleration sensor 44b is a 2Be benchmark.Given this, in this embodiment, through type (10) calculates synthetic transverse acceleration a.
At last, transverse acceleration operational part 48 is seen synthetic transverse acceleration a (step S17) off to inclination control part 47, and finishes the transverse acceleration calculation process.
In addition, inclination control part 47 beginning tilting of car body control and treatment at first receive synthetic transverse acceleration a (step S21) from transverse acceleration operational part 48.
Then, inclination control part 47 carries out a OldAccess (step S22).a OldBe the synthetic transverse acceleration a that when tilting of car body control and treatment is last time carried out, preserves.Wherein, when initial setting, a Old=0.
Owing to the action after this, be that the action of step S23～S29 shown in Figure 12 is identical with the action of step S3～S9 illustrated in above-mentioned the 1st embodiment, so omit its explanation.
Like this, in this embodiment, the 1st lateral acceleration sensor 44a and the 2nd lateral acceleration sensor 44b are provided in mutual different height position, calculate the 1st lateral acceleration sensor value a 1With the 2nd lateral acceleration sensor value a 2The synthetic transverse acceleration a that is synthesized into, and the angle of inclination of car body controlled is so that value that should synthetic transverse acceleration a is zero.That is, zero with the value of synthetic transverse acceleration a is expected value, the angle of inclination of control car body.
Thus, owing to can remove the N/R component of acceleration, thus can not receive the influence ground of condition of road surface to prevent the vibration of control system, the generation of dispersing etc., and the ride gain that can increase the tilting of car body control system makes the responsibility raising of control.
In addition, in this embodiment, be that 2 situation is illustrated, but lateral acceleration sensor 44 also can be several as long as for a plurality of and be provided in mutual different height, can be more than 3 to lateral acceleration sensor 44.
Next, the 3rd embodiment of the present invention is described.Wherein, about having the part with the 1st and the 2nd embodiment identical construction, omit its explanation through giving identical symbol.In addition, about action identical and identical effect, also omit its explanation with the above-mentioned the 1st and the 2nd embodiment.
Figure 13 is the figure at the back side of the vehicle in expression the 3rd embodiment of the present invention.Wherein, in the drawings, (a) being the figure of the upright state of expression car body, (b) is the figure of the state of expression tilting of car body.
Vehicle 10 in this embodiment does not have connecting rod mechanism 30; Main part 20 can be that swing in the inclination direction at the center with axis of roll 20a with taking that portion 11 connects to; Through making as connecting rod electrical motor 25 rotations of tilting with actuator devices; Can be such shown in Figure 13 (b), make the portion of taking 11 with respect to main part 20 swings, inclination, promptly make it.Above-mentioned axis of roll 20a is the portion of taking 11 with respect to the center of the action of main part 20 swings, inclination, is roll center.In addition, also can make the S. A. of the connecting rod electrical motor 25 that extends along the direct of travel of car body consistent with above-mentioned axis of roll 20a.
Through when turning; Left and right wheels 12L and 12R with respect to the angle on road surface 18, be camber angle also make invariably the portion of taking 11 with as the wheel 12F of front-wheel with respect to main part 20 swings; In turning, take turns tilt, can realize raising and the occupant's of turning performance the guaranteeing of traveling comfort.Wherein, in embodiment illustrated, when still turning when no matter advancing, left and right wheels 12L and 12R be upright with respect to road surface 18, be that camber angle is 0 degree.
About the formation of other points, since identical with above-mentioned the 1st embodiment, so omit its explanation.
Wherein, Lateral acceleration sensor 44 is identical with above-mentioned the 2nd embodiment; Comprise the 1st lateral acceleration sensor 44a and the 2nd lateral acceleration sensor 44b, above-mentioned the 1st lateral acceleration sensor 44a and the 2nd lateral acceleration sensor 44b are provided in mutual different height position.
In this embodiment, center, the roll center of the banking motion when taking portion's 11 inclinations are consistent with axis of roll 20a.Given this, the height L of the 1st lateral acceleration sensor 44a and the 2nd lateral acceleration sensor 44b 1And L 2Be set to distance apart from axis of roll 20a.
Preferred above-mentioned the 1st lateral acceleration sensor 44a and the 2nd lateral acceleration sensor 44b both are provided in upside or the downside of axis of roll 20a.In addition, one of preferred above-mentioned the 1st lateral acceleration sensor 44a and the 2nd lateral acceleration sensor 44b is configured in approaching with axis of roll 20a as far as possible position.
About lateral acceleration sensor 44, owing to other points are identical with above-mentioned the 2nd embodiment, so omit its explanation.In addition, about the tilting of car body control system, since also identical with above-mentioned the 2nd embodiment, so omit its explanation.And, about the action of the vehicle in this embodiment 10, since also identical with above-mentioned the 2nd embodiment, so omit its explanation.
Next, the 4th embodiment of the present invention is described.Wherein, about having the part with the 1st～the 3rd embodiment identical construction, omit its explanation through giving identical symbol.In addition, about action identical and identical effect, also omit its explanation with above-mentioned the 1st～the 3rd embodiment.
Figure 14 is the block diagram of the formation of the tilting of car body control system in expression the 4th embodiment of the present invention.
In the above-mentioned the 2nd and the 3rd embodiment, to through 2 lateral acceleration sensors 44, promptly the 1st lateral acceleration sensor 44a and the 2nd lateral acceleration sensor 44b situation that detects the acceleration/accel of transverse direction is illustrated., if can detect the sensor of the acceleration/accel of transverse direction, then also can use the sensor of the kind beyond the acceleration pick-up.Wherein, The sensor of acceleration/accel that can detect transverse direction except the sensor of direct sense acceleration as acceleration pick-up, also comprise as speed sensor detected value carried out differential and can access acceleration/accel sensor, be the sensor of indirect detection acceleration/accel.
In this embodiment, use example to describe to replacing above-mentioned the 2nd lateral acceleration sensor 44b as the roll rate sensor 44c of the sensor of indirect detection acceleration/accel.Wherein, this roll rate sensor 44c is the general roll rate sensor that the cireular frequency to the banking motion of car body detects, and for example is that gyrosensor is mounted to the sensor that can detect the spin velocity in the face of direction perpendicular to the ground.
The tilting of car body control system of this embodiment is shown in figure 14.On the control ECU46 that tilts, be connected with the 1st lateral acceleration sensor 44a and roll rate sensor 44c.And transverse acceleration operational part 48 calculates synthetic transverse acceleration based on the differential value and the detected transverse acceleration of the 1st lateral acceleration sensor 44a of the cireular frequency of the banking motion of the detected car body of roll rate sensor 44c.Then, the synthetic transverse acceleration as transverse acceleration that calculates based on transverse acceleration operational part 48 of inclination control part 47 is exported the torque instruction value that is used to make 25 work of connecting rod electrical motor.
Wherein, about the formation of other points, since identical with the above-mentioned the 2nd and the 3rd embodiment, so omit its explanation.
Next, the action to the vehicle in this embodiment 10 describes.The action of the tilting of car body control and treatment during here, only to turning driving describes.
Figure 15 is the figure of the mechanical model in expression the 4th embodiment of the present invention, and Figure 16 is the diagram of circuit of the action of the transverse acceleration calculation process in expression the 4th embodiment of the present invention.
In Figure 15,44A is the 1st sensor station that is illustrated in the position that sets the 1st lateral acceleration sensor 44a in the car body, and 44C is the 2nd sensor station that is illustrated in the position that sets roll rate sensor 44c in the car body.In addition, ω 1Be the detected car body of roll rate sensor 44c banking motion cireular frequency value, be the roll rate sensor values.
Wherein, roll rate sensor 44c can be installed on height and position arbitrarily.In embodiment illustrated, be installed in low position, but also can be installed in identical height and position with the 1st lateral acceleration sensor 44a than the 1st lateral acceleration sensor 44a, can also be installed in high position than the 1st lateral acceleration sensor 44a.
But, preferred roll rate sensor 44c is identical with the 1st lateral acceleration sensor 44a, is installed in the sufficiently high parts of rigidity.In addition, come under the situation of supporting body at the spring that utilizes suspension etc., preferred roll rate sensor 44c is identical with the 1st lateral acceleration sensor 44a, is provided in so-called " on the spring ".And preferred roll rate sensor 44c is identical with the 1st lateral acceleration sensor 44a, is provided in as between the axletree of the wheel 12F of front-wheel and the axletree as the left and right wheels 12L of trailing wheel and 12R.And preferred roll rate sensor 44c is identical with the 1st lateral acceleration sensor 44a, be provided in as far as possible the occupant near.About point in addition, so long as can detect car body banking motion, be that the position of inclination gets final product, roll rate sensor 44c can be installed in any position.
Wherein, because the 1st lateral acceleration sensor 44a and roll rate sensor 44c are mutual different sensor, so need to make in theory or experimentally in advance both response characteristics consistent.Adjust through filter etc.,, become the equal time constant of output with the bigger side of time constant so that for example under the time constant of which equivalent model situation of less (comparatively fast).
In this embodiment, if the tilting of car body control system begins the tilting of car body control and treatment, then transverse acceleration operational part 48 beginning transverse acceleration calculation process are at first obtained the 1st lateral acceleration sensor value a as the lateral acceleration sensor value 1(step S31), and obtain roll rate sensor values ω 1(step S32).
Then, transverse acceleration operational part 48 carries out ω OldAccess (step S33).ω OldBe the roll rate sensor values ω that when tilting of car body control and treatment is last time carried out, preserves 1Wherein, when initial setting, ω Old=0.
Then, transverse acceleration operational part 48 obtains control cycle T S(step S34), and calculate ω 1Differential value (step S35).Here, if with ω 1Differential value be made as Δ ω 1, then calculate this Δ ω through following formula (12) 1
Δ ω 1=(ω 1-ω Old)/T SFormula (12)
Then, transverse acceleration operational part 48 carries out L 1Access (step S36).
Then, transverse acceleration operational part 48 calculates synthetic transverse acceleration a (step S37).Wherein, as above-mentioned the 1st embodiment, this synthetic transverse acceleration a be with lateral acceleration sensor 44 be the cooresponding value of lateral acceleration sensor value a under one the situation, be with the 1st lateral acceleration sensor value a 1With roll rate sensor values ω 1Differential value Δ ω 1The value that is synthesized into obtains through following formula (13).
A=a 1-L 1Δ ω 1Formula (13)
At last, transverse acceleration operational part 48 is seen synthetic transverse acceleration a (step S38) off to inclination control part 47, and finishes the transverse acceleration calculation process.
Wherein, the action of the tilting of car body control and treatment of carrying out about inclination control part 47, since identical with above-mentioned the 2nd embodiment, so omit its explanation.
Like this; In this embodiment; Because as one in a plurality of sensors of the acceleration/accel that can detect transverse direction; Adopted roll rate sensor 44c,, made the Design freedom of vehicle 10 increase so the degree of freedom of the installation site of the roll rate sensor 44c relevant with short transverse is increased.
In addition; In this embodiment; Only use the example of roll rate sensor 44c to be illustrated, but also can replace the 1st lateral acceleration sensor 44a and use roll rate sensor 44c replacing the 2nd lateral acceleration sensor 44b in the above-mentioned the 2nd and the 3rd embodiment.In addition, vehicle 10 can have connecting rod mechanism 30 as the vehicle in the 2nd embodiment 10, also can as the vehicle in the 3rd embodiment 10, not have connecting rod mechanism 30.
Next, the 5th embodiment of the present invention is described.Wherein, about having the part with the 1st～the 4th embodiment identical construction, omit its explanation through giving identical symbol.In addition, about action identical and identical effect, also omit its explanation with above-mentioned the 1st～the 4th embodiment.
Figure 17 is the right elevation of the formation of the vehicle in expression the 5th embodiment of the present invention, and Figure 18 is the block diagram of the formation of the tilting of car body control system in expression the 5th embodiment of the present invention.
As explaining in above-mentioned the 2nd embodiment, the 1st lateral acceleration sensor 44a and the 2nd lateral acceleration sensor 44b are provided in mutual different height position, calculate the 1st lateral acceleration sensor value a 1With the 2nd lateral acceleration sensor value a 2The synthetic transverse acceleration a that is synthesized into, and the angle of inclination of car body controlled, so that value that should synthetic transverse acceleration a is zero, thereby the ride gain that can increase the tilting of car body control system improves the responsibility of control.
, if excessively increase ride gain, then exist the tilting of car body control system to bring the situation of unplessantness displeasure to the interference overreaction and to the occupant.On the other hand, less like ride gain, then exist as generation is controlled when such transverse acceleration significantly changes when turning beginning or when finishing delay, can not realize the situation of appropriate leaning angle.
Given this, in this embodiment, the turning amount as requested and the speed of a motor vehicle are calculated the transverse acceleration predictor, have used the feed forward control of the transverse acceleration predictor that calculates through adding, and the responsibility of tilting of car body control system is improved.In addition, through the requirement turning amount of obtaining being applied LPF, specifically applying the LPF that cutoff frequency is changed according to the speed of a motor vehicle, the stability in the time of can guaranteeing to run at high speed.
Shown in figure 17, the vehicle 10 in this embodiment has: steering angle sensor 53, and it requires the requirement turning amount detection unit of turning amount as detection; And car speed sensor 54, it is the speed of a motor vehicle detecting unit of the speed of a motor vehicle as the moving velocity that detects vehicle 10.In addition, as the axletree of the wheel 12F of front-wheel and as the distance between the axletree of the left and right wheels 12L of trailing wheel and 12R, be that wheelbase is L H
Above-mentioned steering angle sensor 53 be frame parts that the steering shaft section that the upper end bonded assembly of handle 41a and front-fork 17 is not shown is possessed with respect to the portion of taking 11 the anglec of rotation, be the sensor that the variation of deflection angle detects, for example constitute by coder etc.And, through above-mentioned steering angle sensor 53, can detect the steering volume of handle 41a, promptly as requiring the steering volume of the steering hardware of turning amount.
In addition, above-mentioned car speed sensor 54 is the lower ends that are provided in the front-fork 17 that the axletree to wheel 12F supports, and detects the sensor of the speed of a motor vehicle based on the rotative speed of wheel 12F, for example is made up of coder etc.
And the tilting of car body control system in this embodiment is shown in figure 18.The control ECU46 that tilts possesses transverse acceleration and infers portion 49, and this transverse acceleration is inferred portion 49 and calculated the transverse acceleration predictor that acts on car body based on the steering angle sensor 53 detected deflection angles and the car speed sensor 54 detected speed of a motor vehicle.Then, the synthetic transverse acceleration that calculates based on transverse acceleration operational part 48 of inclination control part 47 and transverse acceleration are inferred the transverse acceleration predictor that portion 49 calculates and are exported the torque instruction value that is used to make 25 work of connecting rod electrical motor.
Wherein, about the formation of other points, since identical with above-mentioned the 2nd embodiment, so omit its explanation.
Next, the action to the vehicle in this embodiment 10 describes.The action of the tilting of car body control and treatment during here, only to turning driving describes.
Figure 19 is the block diagram of the control system in the 5th embodiment of the present invention; Figure 20 be expression in the 5th embodiment of the present invention because of turning to the figure of the model that the transverse acceleration that causes describes; Figure 21 is the diagram of circuit that the transverse acceleration in expression the 5th embodiment of the present invention is inferred processing action; Figure 22 is the diagram of circuit of the subprogram of the Filtering Processing of expression in the 5th embodiment of the present invention, and Figure 23 is the diagram of circuit of action of the tilting of car body control and treatment of the vehicle in expression the 5th embodiment of the present invention.
In the tilting of car body control and treatment of this embodiment, carry out the control that controlled reset and feed forward control are combined of that kind shown in figure 19.In Figure 19, because the part below the dotted line is identical with the controlled reset of in above-mentioned the 2nd embodiment, explaining shown in Figure 10, so omit its explanation.
And the above part of dotted line is represented feed forward control.Here, f 2Be by after the transfer function of formula (20) expression stated.In addition, G YdBe the ride gain of differential control action, s is the differential key element.
If the tilting of car body control system begins the tilting of car body control and treatment, then transverse acceleration operational part 48 is carried out the transverse acceleration calculation process.Wherein, owing to the action of action and the transverse acceleration calculation process of in above-mentioned the 2nd embodiment, explaining of the transverse acceleration calculation process in this embodiment, be that the action of step S11～S17 shown in Figure 11 is identical, so omit its explanation.
In addition, transverse acceleration is inferred portion's 49 beginning transverse accelerations and is inferred processing.It is steering angle sensor value θ (step S41) that transverse acceleration is inferred the value that portion 49 at first obtains steering angle sensor 53 detected deflection angles, and the value of obtaining the car speed sensor 54 detected speed of a motor vehicle is car speed sensor value ν (step S42).
Then, transverse acceleration is inferred 49 couples of θ of portion and is carried out Filtering Processing (step S43), calculates Ψ (t).Ψ (t) is based on speed and variable low-pass filter carries out the deflection angle after the Filtering Processing by cutoff frequency.
Here, shown in figure 20, if deflection angle is made as Ψ, turn radius is made as r, conduct acts on the centnifugal force a of the transverse acceleration of car body during then by following formula (14) and (15) expression speed of a motor vehicle ν and turning 0
ν=rw ... Formula (14)
a 0=rw 2Formula (15)
Wherein, w is a turning rate.
And, according to above-mentioned formula (14) and (15), act on the centnifugal force a of car body when turning by following formula (16) expression 0
a 0=ν 2/ r ... Formula (16)
In addition, according to Figure 20, by following formula (17) expression turn radius r.
R=L H/ tan Ψ ... Formula (17)
And, derive following formula (18) from above-mentioned formula (16) and (17).
a 0=(ν 2/ L H) tan Ψ ... Formula (18)
In Filtering Processing, transverse acceleration is inferred portion 49 and is at first obtained control cycle T S(step S43-1).Wherein, because control cycle TS is identical with above-mentioned the 1st embodiment, so omit its explanation.
Then, transverse acceleration is inferred portion 49 and is calculated cutoff frequency w (ν) (step S43-2).W (ν) is by the speed different cutoff frequencies, is the function that is input as speed of a motor vehicle ν, is output as cutoff frequency.For example, be the function inversely proportional, but also can be any function with the speed of a motor vehicle.In addition, also can generate expression in advance as the speed of a motor vehicle ν of input and the form of the relation of the cutoff frequency of conduct output, through not obtaining cutoff frequency w (ν) with reference to this form with not carrying out computing.
Then, transverse acceleration is inferred portion 49 and is carried out Ψ OldAccess (step S43-3).Ψ OldIt is the value of the Ψ (t) of preservation when tilting of car body control and treatment is last time carried out.Wherein, when initial setting, Ψ Old=0.
Then, transverse acceleration is inferred the deflection angle Ψ (t) (step S43-4) after portion 49 calculates Filtering Processing.Calculate Ψ (t) through following formula (19).
Ψ（t）＝Ψ old／（1＋T Sw（ν））
+ T SW (ν) θ/(1+T SW (ν)) ... Formula (19)
This formula (19) be as bandpass filter and the general IIR that uses (Infinite Impulse Response: the formula of filter IIR), represented cut-off frequency varying low-pass filter as the low-pass filter of first-order lag system.
Then, transverse acceleration is inferred portion 49 and is saved as Ψ Old=Ψ (t) (step S43-5), and Filtering Processing is finished.That is the value of the Ψ (t) that, will when current tilting of car body control and treatment is carried out, calculate is as Ψ OldBe stored in memory cell.
Then, transverse acceleration is inferred portion 49 and is carried out L HAccess (step S44), and calculate transverse acceleration predictor a f(step S45).Based on above-mentioned formula (18), calculate transverse acceleration predictor a through following formula (20) f
a f=ν 2Tan { Ψ (t) }/L HFormula (20)
This formula (20) has been represented because of the transverse acceleration that turning to of handle 41a produces, the centnifugal force that promptly produces because of turning driving.
At last, transverse acceleration is inferred portion 49 and is seen transverse acceleration predictor a off to inclination control part 47 f(step S46), and make transverse acceleration infer the processing end.
In addition, inclination control part 47 beginning tilting of car body control and treatment at first receive synthetic transverse acceleration a (step S51) from transverse acceleration operational part 48.Wherein, because from receiving this synthetic transverse acceleration a to calculating action till the 3rd controlling valu U, being that the action of step S51～S58 shown in Figure 23 is identical with the action of the step S21～S28 that above-mentioned the 2nd embodiment, explains, so omit its explanation.
If calculate the 3rd controlling valu U, the control part 47 that then tilts is inferred portion 49 from transverse acceleration and is received transverse acceleration predictor a f(step S59).
Then, inclination control part 47 carries out a FoldAccess (step S60).a FoldBe the transverse acceleration predictor a that when tilting of car body control and treatment is last time carried out, preserves fWherein, when initial setting, a Fold=0.
Then, inclination control part 47 calculates a fDifferential value (step S61).Here, if with a fDifferential value be made as da f/ dt then calculates this da through following formula (21) f/ dt.
Da f/ dt=(a f-a Fold)/T SFormula (21)
Then, inclination control part 47 saves as a Fold=a f(step S62).That is the transverse acceleration predictor a that is obtained when, current tilting of car body control and treatment being carried out fAs a Fold, be stored in memory cell.
Then, inclination control part 47 calculates the 4th controlling valu U FD(step S63).Be made as C as if ride gain here, with the differential control action FD, then calculate the 4th controlling valu U through following formula (22) FD
U FD=C FDDa f/ dt ... Formula (22)
Then, inclination control part 47 calculates the 5th controlling valu U (step S64).The 5th controlling valu U is the 3rd controlling valu U and the 4th controlling valu U FDTotal, calculate through following formula (23).
U=U+U FDFormula (23)
At last, inclination control part 47 is exported to connecting rod electrical motor 25 (step S65) with the 5th controlling valu U as connecting rod motor torque command value, and processing is finished.
Like this, in this embodiment, the 1st lateral acceleration sensor 44a and the 2nd lateral acceleration sensor 44b are provided in mutual different height position, calculate the 1st lateral acceleration sensor value a 1With the 2nd lateral acceleration sensor value a 2The synthetic transverse acceleration a that is synthesized into, and carry out controlled reset, so that value that should synthetic transverse acceleration a is zero, and turning amount as requested and the speed of a motor vehicle calculate transverse acceleration predictor a f, used the feed forward control of the transverse acceleration predictor af that calculates.
The leaning angle of car body that thus, can be when turning suitably is controlled to be the angle of transverse acceleration and the mutual balance that kind of gravity.In addition, even road surface 18 tilts to transverse direction, car body is remained vertically.And, even when turning beginning and when end such transverse acceleration variation when big, control and also can not produce delay.Therefore, can the stability of vehicle 10 be kept higher, and can reduce occupant's inharmonious sense, traveling comfort is improved.
In addition, through the requirement turning amount of obtaining being applied the LPF that cutoff frequency is changed according to the speed of a motor vehicle, the stability in the time of can guaranteeing to run at high speed.
In addition, in this embodiment, only to using the 1st lateral acceleration sensor 44a and the 2nd lateral acceleration sensor 44b, with the 1st lateral acceleration sensor value a 1With the 2nd lateral acceleration sensor value a 2Synthesizing the example that calculates synthetic transverse acceleration a is illustrated; But also can be as explanation in above-mentioned the 4th embodiment; Replace the 1st lateral acceleration sensor 44a or the 2nd lateral acceleration sensor 44b any one and use roll rate sensor 44c, with the 1st lateral acceleration sensor value a 1Perhaps the 2nd lateral acceleration sensor value a 2With roll rate sensor values ω 1Differential value Δ ω 1Synthesize and calculate synthetic transverse acceleration a.
Next, the 6th embodiment of the present invention is described.Wherein, about having the part with the 1st～the 5th embodiment identical construction, omit its explanation through giving identical symbol.In addition, about action identical and identical effect, also omit its explanation with above-mentioned the 1st～the 5th embodiment.
Figure 24 is the block diagram of the formation of the tilting of car body control system in expression the 6th embodiment of the present invention.
As explanation in above-mentioned the 5th embodiment, through calculating with the 1st lateral acceleration sensor value a 1With the 2nd lateral acceleration sensor value a 2The synthetic transverse acceleration a that is synthesized into, and carry out controlled reset, be zero so that should synthesize the value of transverse acceleration a, and the turning amount as requested and the speed of a motor vehicle are calculated transverse acceleration predictor a f, used the transverse acceleration predictor a that calculates fFeed forward control, thereby even road surface 18 tilts to transverse direction, car body is remained vertically, in addition, even as when turning beginning and when end such transverse acceleration variation than greatly the time, control and also can not produce delay.
, under the situation of the steering volume that detects handle 41a through steering angle sensor 53, need the zero point of the steering volume that adjustment steering angle sensor 53 detected, make its with the neutral condition of handle 41a, be that the forward travel state of vehicle 10 is consistent.Therefore, need carry out the initial setting of steering angle sensor 53.
Given this; In this embodiment; Owing to do not need the detection at zero point through using deflection angle speed to carry out feed forward control; So can use cheap steering angle sensor 53, because do not need the initial setting of steering angle sensor 53, so can reduce the cost of the manufacturing and the maintenance of vehicle 10.In addition, through make transverse acceleration predictor a according to the speed of a motor vehicle fGain characteristic and retarding characteristic variable, the tracing property of the control when running at high speed is improved.
In the tilting of car body control system of this embodiment; As shown in the figure; The control ECU46 that tilts possesses connecting rod angle speed estimating portion 50 and replaces transverse acceleration and infer portion 49, and except transverse acceleration operational part 48 and inclination control part 47, also possesses the operational part 43 of interference and connecting rod motor control part 42.
And connecting rod angle prediction of speed value is calculated based on the steering angle sensor 53 detected deflection angles and the car speed sensor 54 detected speed of a motor vehicle by above-mentioned connecting rod angle speed estimating portion 50.In addition, above-mentioned interference operational part 43 is that roll rate sensor values and the detected connecting rod angle of connecting rod angle sensor 25a calculate and disturb cooresponding roll rate based on the value of the cireular frequency of the banking motion of the detected car body of roll rate sensor 44c.
Wherein, above-mentioned connecting rod angle sensor 25a be in connecting rod electrical motor 25 to S. A. with respect to the rotation angle sensor that the angle of rotation of matrix detects, for example constitute by resolver, coder etc.As previously mentioned; If drive link electrical motor 25 makes S. A. rotate with respect to matrix; Then since the tranverse connecting rod unit 31U of upside rotate with respect to main part 20 and the central longitudinal parts 21 that are fixed on this main part 20; So through the angle of rotation of S. A. with respect to matrix detected, can to the tranverse connecting rod unit 31U of upside with respect to the variation of the angle of central longitudinal parts 21, be that the variation of connecting rod angle detects.
In this embodiment; The connecting rod angle prediction of speed value that the synthetic transverse acceleration that inclination control part 47 calculates based on transverse acceleration operational part 48, connecting rod angle speed estimating portion 50 calculate and disturb operational part 43 that calculate with disturb cooresponding roll rate, computing and output are as the speed value of controlling valu.In addition, the speed value that above-mentioned connecting rod motor control part 42 is exported based on inclination control part 47, output is as the torque instruction value of the controlling valu that is used to make 25 work of connecting rod electrical motor.
Wherein, about the formation of other points, since identical with above-mentioned the 5th embodiment, so omit its explanation.
Next, the action to the vehicle in this embodiment 10 describes.The action of the tilting of car body control and treatment during here, only to turning driving describes.
Figure 25 is the block diagram of the control system in the 6th embodiment of the present invention; Figure 26 is the figure of expression model that the car body connecting rod angle in the 6th embodiment of the present invention is described; The figure of Figure 27 chart that to be expression describe the variation of the time constant of the yaw-rate in the 6th embodiment of the present invention; Figure 28 is the diagram of circuit of the connecting rod angle speed estimating processing action in expression the 6th embodiment of the present invention; Figure 29 is the diagram of circuit of the subprogram handled of the differential of the deflection angle of expression in the 6th embodiment of the present invention; Figure 30 is the diagram of circuit of the subprogram of the first-order lag processing in expression the 6th embodiment of the present invention; Figure 31 is the diagram of circuit of the action of the inclination control and treatment in expression the 6th embodiment of the present invention, and Figure 32 is the diagram of circuit of the connecting rod motor control processing action in expression the 6th embodiment of the present invention.
In the tilting of car body control and treatment of this embodiment, carry out the control that controlled reset and feed forward control are combined of that kind shown in figure 25.In Figure 25, f 1Be transfer function by above-mentioned formula (10) expression, G PAnd G RPBe the ride gain of proportional control action, s is the differential key element.In addition, f 2Be by after the connecting rod angle prediction of speed value of formula (25) expression stated, f 3Be by after the yaw-rate gain of formula (33) expression stated, f 4It is constant delay time of yaw-rate.
If the tilting of car body control system begins the tilting of car body control and treatment, then transverse acceleration operational part 48 is carried out the transverse acceleration calculation process.Wherein, owing to the action of illustrated transverse acceleration calculation process in action and above-mentioned the 2nd embodiment of the transverse acceleration calculation process in this embodiment, be that the action of step S11～S17 shown in Figure 11 is identical, so omit its explanation.
In addition, connecting rod angle speed estimating portion 50 beginning connecting rod angle speed estimatings are handled.Connecting rod angle speed estimating portion 50 at first obtain steering angle sensor 53 detected deflection angles value, be steering angle sensor value θ (step S71), and obtain the car speed sensor 54 detected speed of a motor vehicle value, be car speed sensor value ν (step S72).
Then, connecting rod angle speed estimating portion 50 carries out the differential of deflection angle and handles (step S73), calculates Δ Ψ.Δ Ψ carries out time diffusion and the value that obtains to deflection angle, is equivalent to deflection angle speed.
In the differential of deflection angle was handled, connecting rod angle speed estimating portion 50 at first carried out Ψ OldAccess (step S73-1).Wherein, for Ψ Old, since identical with above-mentioned the 5th embodiment, so omit its explanation.
Then, connecting rod angle speed estimating portion 50 obtains control cycle T S(step S73-2).Wherein, to control cycle T S, since identical with above-mentioned the 1st embodiment, so omit its explanation.
Then, connecting rod angle speed estimating portion 50 calculates deflection angle differential value Δ Ψ (step S73-3).Calculate Δ Ψ through following formula (24).
Δ Ψ=(Ψ (t)-Ψ Old)/T SFormula (24)
Then, connecting rod angle speed estimating portion 50 saves as Ψ Old=Ψ (t) (step S73-4), and the differential processing of deflection angle is finished.
Then, connecting rod angle speed estimating portion 50 carries out L HAccess (step S74), calculate connecting rod angle prediction of speed value f 2(Δ Ψ, ν) (step S75).If gravity is made as g, then calculate connecting rod angle prediction of speed value f here, through following formula (25) 2(Δ Ψ, ν).
f 2(Δ Ψ, ν)=d η/dt=(ν 2/ (L HG)) (d Ψ/dt) ... Formula (25)
As previously mentioned, connecting rod angle sensor 25a to the tranverse connecting rod unit 31U of upside with respect to the variation of the angle of central longitudinal parts 21, be that the variation of connecting rod angle detects.Here, when connecting rod angle is made as η, and the leaning angle of the car body when turning controls, so that as the centnifugal force a of transverse acceleration 0During with the mutual balance of gravity g, if road surface 18 levels, then centnifugal force a 0G is shown in figure 26 with gravity, is set up by the relation of following formula (26) expression.
a 0Cos η=gsin η ... Formula (26)
Can derive following formula (27) according to this formula (26).
a 0/ g=sin η/cos η=tan η ... Formula (27)
And, can derive following formula (28) according to this formula (27).
a 0=gtan η ... Formula (28)
On the other hand, can derive following formula (29) according to Figure 20 that in above-mentioned the 5th embodiment, explains and formula (17).
Tan Ψ=L H/ r ... Formula (29)
Can derive following formula (30) according to the formula of explaining in this formula (29) and above-mentioned the 5th embodiment (15), (16) and (18).
a 0=rw 2=ν 2/ r=(ν 2/ L H) tan Ψ ... Formula (30)
And, can derive following formula (31) according to above-mentioned formula (28) and (30).
Gtan η=(ν 2/ L H) tan Ψ ... Formula (31)
And, owing to can be approximated to tan η ≈ η and tan Ψ ≈ Ψ, and the variation of speed of a motor vehicle ν compare with the variation of connecting rod angle η very slow, so, then can obtain above-mentioned formula (25) according to above-mentioned formula (31) if can regard speed of a motor vehicle ν as constant.
Then, yaw-rate gain f calculates in connecting rod angle speed estimating portion 50 3(ν) (step S76).
Usually, when running at high speed, also be difficult to bending even the steering volume of handle 41a is identical.That is, if speed of a motor vehicle ν rises, even then deflection angle Ψ is identical, to centnifugal force a as transverse acceleration 0Influence also less.Given this, in this embodiment, calculate the yaw-rate that calculates based on deflection angle Ψ computing value, with the ratio of the value of the actual yaw rate that arrives through experiment measuring, as yaw-rate gain f 3(ν).
According to above-mentioned formula (30), calculate yaw-rate, be the theoretical value of turning rate w through following formula (32).
W=(ν/L H) tan Ψ ... Formula (32)
In addition, inventor of the present invention use trial-production vehicle 10, be that Advanced development vehicle experimentizes, measure the value of yaw-rate.In Advanced development vehicle, because wheelbase L HValue be constant, so in experiment, the observed reading w that speed of a motor vehicle ν and deflection angle Ψ is changed measure yaw-rate (ν, Ψ).Here, if the theoretical value of the yaw-rate that will be calculated by above-mentioned formula (32) is made as w Nom(ν Ψ), then calculates yaw-rate gain f through following formula (33) 3(ν).
f 3(ν)=G Yr(ν)=and w (ν, Ψ)/w Nom(ν, Ψ) ... Formula (33)
In fact, come to calculate in real time yaw-rate gain f based on the once above approximant of off-line decision 3Value (ν).In addition, because decision is yaw-rate gain f 3Value (ν) and deflection angle Ψ are irrelevant, so also can generate expression speed of a motor vehicle ν and yaw-rate gain f in advance 3The form of relation (ν) through not obtaining yaw-rate gain f with not carrying out computing with reference to this form 3(ν).Wherein, because this yaw-rate gain f 3Be the value that determines by speed of a motor vehicle ν (ν), so can directly act on connecting rod angle prediction of speed value f 2(Δ Ψ, ν).
Then, connecting rod angle speed correction predictor Δ H (step S77) calculates in connecting rod angle speed estimating portion 50.Such through as previously mentioned, make yaw-rate gain f 3(ν) directly act on connecting rod angle prediction of speed value f 2(Δ Ψ ν), thereby calculates connecting rod angle speed correction predictor Δ H through following formula (34).
Δ H=f 2(Δ Ψ, ν) f 3(ν) ... Formula (34)
Then, the 50 computing relay time constant f of connecting rod angle speed estimating portion 4(ν) (step S78).
Usually, even the steering volume of handle 41a is identical when running at high speed, to the centnifugal force a that produces as transverse acceleration 0Till delay time also elongated.Given this, in this embodiment, the value of the computing value of the yaw-rate that will calculate based on deflection angle Ψ and the actual yaw rate that goes out through experiment measuring relatively, postpones fixed patternization according to speed of a motor vehicle ν with this on time shaft, calculate constant f delay time 4(ν).
For example; Shown in figure 27; The value of the time constant of the delay that will calculate according to the value of the computing value of yaw-rate and the actual yaw rate of measuring and the relation of speed of a motor vehicle ν are with point ◆ get ready; Through making ◆ the relation of the value of the time constant of expression and speed of a motor vehicle ν is linear approximate, can access constant f delay time by this point 4(ν).
In fact, come real-time computing relay time constant f based on the once above approximant of off-line decision 4Value (ν).In addition, also can generate the form that determines based on speed of a motor vehicle ν in advance, through not obtaining constant f delay time with reference to this form with not carrying out computing 4(ν).
Then, the 50 pairs of connecting rod angle speed correction predictor Δ H of connecting rod angle speed estimating portion carries out first-order lag and handles (step S79), calculates Δ H Out
In first-order lag was handled, connecting rod angle speed estimating portion 50 at first obtained control cycle T S(step S79-1).Wherein, for control cycle T S, since identical with above-mentioned the 1st embodiment, so omit its explanation.
Then, cutoff frequency w (ν) (step S79-2) calculates in connecting rod angle speed estimating portion 50.Calculate w (ν) through following formula (35).
W (ν)=1/f 4(ν) ... Formula (35)
Then, connecting rod angle speed estimating portion 50 carries out Δ H OutoldAccess (step S79-3).Wherein, Δ H OutoldBe the Δ H that when tilting of car body control and treatment is last time carried out, preserves Out(t) value.
Then, connecting rod angle speed estimating portion 50 is calculated by the Δ H after the Filtering Processing Out(t) (step S79-4).Calculate Δ H through following formula (36) Out(t).
ΔH out（t）＝ΔH outold／（1＋T Sw（ν））
+ (the T of d η/dt) SW (ν)/(1+T SW (ν)) ... Formula (36)
Then, connecting rod angle speed estimating portion 50 saves as Δ H Outold=Δ H Out(t) (step S79-5), and the first-order lag processing is finished.That is the Δ H that is calculated when, current tilting of car body control and treatment being carried out Out(t) value is as Δ H Outold, be stored in memory cell.
At last, connecting rod angle speed estimating portion 50 sees Δ H off to inclination control part 47 Out(t) (step S80), and the processing of connecting rod angle speed estimating is finished.
In addition, inclination control part 47 beginning tilting of car body control and treatment at first receive synthetic transverse acceleration a (step S81) from transverse acceleration operational part 48.Wherein, because from receiving this synthetic transverse acceleration a to calculating action till the 3rd controlling valu U, being that the action of step S81～S88 shown in Figure 31 is identical with the action of step S21～S28 illustrated above-mentioned the 2nd embodiment, so omit its explanation.
If calculate the 3rd controlling valu U, the control part 47 that then tilts receives Δ H from connecting rod angle speed estimating portion 50 Out(t) (step S89).
Then, inclination control part 47 calculates the 4th controlling valu U FD(step S90).Be made as G as if ride gain here, with the differential control action YD, then calculate the 4th controlling valu U through following formula (37) FD
U FD=G YDΔ H OutFormula (37)
Wherein, the ride gain G of above-mentioned differential control action YDIt is the positive arbitrary value below 1.
Then, inclination control part 47 calculates the 5th controlling valu U (step S91).The 5th controlling valu U is the 3rd controlling valu U and the 4th controlling valu U FDTotal, calculate through following formula (38).
U=U+U FDFormula (38)
At last, inclination control part 47 is exported (step S92) as speed value to connecting rod motor control part 42 with the 5th controlling valu U, and processing is finished.
In addition, when connecting rod motor control part 42 is handled in beginning connecting rod motor control, at first receive the 5th controlling valu U (step S101) from inclination control part 47.
Then, connecting rod motor control part 42 is obtained connecting rod angle sensor 25a detected connecting rod angle sensor values η (step S102), and carries out the connecting rod angle speed calculation and handle (step S103), calculates the cireular frequency Δ η of the connecting rod angle of connecting rod mechanism 30.
In addition, connecting rod motor control part 42 also can be through the action of omitting above-mentioned steps S102 and S103 from the value of disturbing operational part 43 to obtain Δ η.
Then, connecting rod motor control part 42 calculation control errors (step S104).If departure is made as ε, then calculate this ε here, through following formula (39).
ε=U-Δ η ... Formula (39)
Wherein, U is the 5th controlling valu U that receives from inclination control part 47.
Then, connecting rod motor control part 42 is obtained motor control ratio gain G MP(step S105).This motor control ratio gain G MPValue be based on that experiment waits and the value set is stored in the memory cell in advance.
Then, connecting rod motor control part 42 is calculated the torque instruction value (step S106) that is used to make 25 work of connecting rod electrical motor.Here, if torque instruction value is made as U T, then calculate this U through following formula (40) T
U T=G MPε ... Formula (40)
At last, connecting rod motor control part 42 is to connecting rod electrical motor 25 output torque command value U T(step S107), and processing is finished.
Like this, in this embodiment, use and require the cooresponding deflection angle differential value of the time diffusion value Δ Ψ of turning amount to carry out feed forward control.Thus, owing to do not need the detection at zero point, thus can use cheap steering angle sensor 53, and, owing to do not need the initial setting of this steering angle sensor 53, so can reduce the cost of the manufacturing and the maintenance of vehicle 10.
In addition, make transverse acceleration predictor a according to speed of a motor vehicle ν fGain characteristic and retarding characteristic variable.Thus, the tracing property of the control when running at high speed is improved.
And, in this embodiment,,, can represent also to comprise that lateral acceleration sensor 44 is single situation like the following stated as solving the means of technical matters point in the past.
A kind of vehicle has: car body, and it possesses the turning part and the drive division of mutual binding; Wheel flutter, it is the wheel that can be installed in above-mentioned turning part rotatably, is used to make above-mentioned car body to turn to; Drive wheel, it is the wheel that can be installed in above-mentioned drive division rotatably, is used to drive above-mentioned car body; Tilt to use actuator devices, it makes above-mentioned turning part or drive division tilt to turn direction; Lateral acceleration sensor, it detects the transverse acceleration that acts on above-mentioned car body; Require the turning amount detection unit, its requirement turning amount to the above-mentioned car body that the occupant requires detects; Speed of a motor vehicle detecting unit, it detects the speed of a motor vehicle; And control setup, it controls the inclination of above-mentioned car body with actuator devices to above-mentioned inclination; This control setup carries out the controlled reset based on the transverse acceleration that above-mentioned lateral acceleration sensor detected; And the feed forward control of the speed of a motor vehicle that requirement turning amount of carrying out being detected based on above-mentioned requirements turning amount detection unit and above-mentioned speed of a motor vehicle detecting unit are detected is controlled the inclination of above-mentioned car body.
In addition, the present invention is not limited to above-mentioned embodiment, can carry out various distortion based on purport of the present invention, does not get rid of these distortion from scope of the present invention.
Utilizability in the industry
The present invention can be used in the vehicle that has the pair of right and left wheel at least.
Description of reference numerals: 10-vehicle; 11-takes portion; 12F, 12L, 12R-wheel; The 20-main part; 25-connecting rod electrical motor; The 44-lateral acceleration sensor; 44a-the 1st lateral acceleration sensor; 44b-the 2nd lateral acceleration sensor; 44c-roll rate sensor; The 53-steering angle sensor; The 54-car speed sensor.

Claims (8)

1. vehicle is characterized in that having:
Car body, it possesses the turning part and the drive division of mutual binding;
Wheel flutter, it is the wheel that can be installed in said turning part rotatably, is used to make said car body to turn to;
Drive wheel, it is the wheel that can be installed in said drive division rotatably, is used to drive said car body;
Tilt to use actuator devices, it makes said turning part or drive division tilt to turn direction;
A plurality of sensors detect the transverse acceleration that acts on said car body directly or indirectly;
Require the turning amount detection unit, its requirement turning amount to the said car body that the occupant requires detects;
Speed of a motor vehicle detecting unit, it detects the speed of a motor vehicle; With
Control setup, it controls the inclination of said car body with actuator devices to said inclination;
This control setup carries out the controlled reset based on the transverse acceleration that said a plurality of sensor detected; And the feed forward control of the speed of a motor vehicle that requirement turning amount of carrying out being detected based on said requirement turning amount detection unit and said speed of a motor vehicle detecting unit are detected is controlled the inclination of said car body.
2. vehicle according to claim 1 is characterized in that,
Said control setup calculates the transverse acceleration predictor according to the time diffusion value and the speed of a motor vehicle of said requirement turning amount, has used the feed forward control of the transverse acceleration predictor that calculates.
3. vehicle according to claim 2 is characterized in that,
Said control setup has used according to the speed of a motor vehicle and has made the gain characteristic of said transverse acceleration predictor and the feed forward control of the value that retarding characteristic changes.
4. according to any 1 described vehicle in the claim 1～3, it is characterized in that,
Said control setup is controlled the inclination of said car body, so that the synthetic transverse acceleration that the transverse acceleration that said a plurality of sensor detected is synthesized into is zero.
5. according to any 1 described vehicle in the claim 1～4, it is characterized in that,
Said a plurality of sensor is the lateral acceleration sensor that is provided in mutual different height.
6. according to any 1 described vehicle in the claim 1～4, it is characterized in that,
In said a plurality of sensor one is the roll rate sensor that the cireular frequency to the banking motion of car body detects.
7. vehicle according to claim 1 is characterized in that,
Said control setup calculates the transverse acceleration predictor according to the said requirement turning amount and the speed of a motor vehicle, has used the feed forward control of the transverse acceleration predictor that calculates.
8. vehicle according to claim 7 is characterized in that,
Said control setup applies the LPF that cutoff frequency is changed according to the speed of a motor vehicle to said requirement turning amount.
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