A vehicle includes: a vehicle body; one or more turn wheels turnable to right and left; a lean actuator configured to apply a lean torque to the vehicle body; a turn wheel support unit; and a controller. The turn wheel support unit includes: a supporting member that rotatably supports the one or more turn wheels; and a turning actuator configured to apply a turning torque to the supporting member. The controller is configured to determine a target lean angle, and determine the target lean torque and the target turning torque using the target lean angle.
NATIONAL UNIVERSITY CORPORATION, IWATE UNIVERSITY (Japan)
Inventor
Sato, Atsushi
Honma, Naoki
Kobayashi, Koichiro
Iwai, Morio
Abstract
An invention to measure the blood pressure of a living body in a noncontact and non-invasive manner. An experimental device irradiates a subject with microwaves from a transmission antenna and a reception antenna. The phase of the reflected wave varies with micro-movements caused by the heartbeat, a pulse wave is detected from the difference between the emitted wave and the reflected wave. The experimental device detects the blood pressure from a blood pressure sensor mounted on the subject while detecting the pulse wave. A spectrum of the pulse wave of is generated by Fourier transformation. A comparison of the spectrum and the blood pressure of the subject detected by the blood pressure sensor reveals a positive correlation of the systolic blood pressure with an eighth harmonic wave from the pulse wave. A device can detect a pulse wave in a non-invasive manner using a microwave and measures systolic blood pressure.
An image recognition device executes a Hilbert scan of frame image data constituting moving-image data to generate one-dimensional spatial image data, and further arrays the one-dimensional spatial image data in a time direction to generate two-dimensional spatio-temporal image data that holds spatial information and temporal information. The image recognition device converts the moving-image data into the two-dimensional spatio-temporal image data while holding the spatial and temporal information. By means of a CNN unit, the image recognition device executes a convolution process wherein a two-dimensional filter is used on the spatio-temporal image data to image-recognize a behavior of a pedestrian who is a recognition object. The image recognition device executes behavioral recognition of the pedestrian that requires a three-dimensional analysis consisting of two dimensions for space and one dimension for time by the image recognition process of the two-dimensional image by the CNN, and estimates a state of the pedestrian.
An image recognition device adds a margin region filled with predetermined image data to a periphery of a captured image captured by a camera to create an expanded image larger than the captured image. When a person is too close to the camera, a part of a person image protrudes from the captured image, but a large detection window which also includes the margin region is set, whereby a window image including a protruding region is taken out of the expanded image. The window image lacks a protruding part of the person image, but it is an image showing an entire body of the person image. The image recognition device stores many reference images assuming various states of a person. The image recognition device extracts features from the window image, and compares them with a feature of the reference image, thereby recognizing the person image.
G06K 9/46 - Extraction of features or characteristics of the image
G06K 9/32 - Aligning or centering of the image pick-up or image-field
G06K 9/62 - Methods or arrangements for recognition using electronic means
G06K 9/66 - Methods or arrangements for recognition using electronic means using simultaneous comparisons or correlations of the image signals with a plurality of references, e.g. resistor matrix references adjustable by an adaptive method, e.g. learning
During movement control wherein a moving body tracks a user while in front of the user, a coordinate obtained from the torso of the user is used as the X coordinate of the position of the user, and among the position of the body of the user and the position of the feet of the user, the position which is closer to the moving body is used as the Y coordinate. Thus, the moving body is able to move to a target position in the left/right direction (the X coordinate) and the front/back direction (the Y coordinate) that is appropriate with respect to the user. Accordingly, the distance between the moving body and the user can be maintained appropriately, and movement control in front of the user and that is not an impediment to the user can be accomplished.
A hardware configuration is constructed for calculating at high speed the co-occurrence of luminance gradient directions between differing resolutions for a subject image. In an image processing device, a processing line for high-resolution images, a processing line for medium-resolution images, and a processing line for low-resolution images are arranged in parallel, and the luminance gradient directions are extracted for each pixel simultaneously in parallel from images having the three resolutions. Co-occurrence matrix preparation units prepare co-occurrence matrices by using the luminance gradient directions extracted from these images having the three resolutions, and a histogram preparation unit outputs a histogram as an MRCoHOG feature amount by using these matrices. To concurrently processing the images having the three resolutions, high-speed processing can be performed, and moving pictures output from a camera can be processed in real time.
A vehicle is configured to travel, when a vehicle velocity is within a velocity range from not less than a first velocity of at least zero to not more than a second velocity larger than the first velocity, in a mode in which a vehicle body is leaned by a lean mechanism according to an input into an operation input unit, and a wheel angle of a turn wheel changes following a lean of the vehicle body. A natural frequency of roll oscillation of the vehicle body is either within a range of smaller than a reference frequency or within a range of larger than the reference frequency, the reference frequency being a frequency at which oscillation of the wheel angle of the turn wheel has phase delay of 90 degrees relative to the roll oscillation of the vehicle body in its width direction.
B60G 17/0195 - Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or s the regulating means comprising electric or electronic elements characterised by the regulation being combined with other vehicle control systems
B60G 17/016 - Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or s the regulating means comprising electric or electronic elements characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input
B60L 15/20 - Methods, circuits or devices for controlling the propulsion of electrically-propelled vehicles, e.g. their traction-motor speed, to achieve a desired performance; Adaptation of control equipment on electrically-propelled vehicles for remote actuation from a stationary place, from alternative parts of the vehicle or from alternative vehicles of the same vehicle train for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
B62K 5/00 - Cycles with handlebars, equipped with three or more main road wheels
A vehicle includes: a vehicle body; three or more wheels; an operation input unit to be operated to input a turning direction; and a lean mechanism for leaning the vehicle body in its width direction. Within at least partial range of vehicle velocity, the vehicle is configured to travel in a mode in which the vehicle body is leaned by the lean mechanism according to an input into the operation input unit, and a steering angle of a steered wheel changes following a lean of the vehicle body. And, the vehicle includes a changing device for changing a turn resistance force acting between the vehicle body and the steered wheel.
B62D 6/00 - Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits
B60G 17/016 - Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or s the regulating means comprising electric or electronic elements characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input
B62D 9/02 - Steering deflectable wheels not otherwise provided for combined with means for inwardly-inclining vehicle body on bends
B62K 5/00 - Cycles with handlebars, equipped with three or more main road wheels
A vehicle in which traveling can be stabilized and the risk of overturning can be reduced, a vehicle with a pair of first suspension arms, a pair of second suspension arms connected to the pair of first suspension arms via a pair of joints, a pair of shock absorbers for connecting the pair of first suspension arms and pair of second suspension arms, a pair of forks as to allow turning about a steering axis with respect to the pair of second suspension arms, a pair of front wheels arranged on the pair of forks, a vehicle body to which the pair of front wheels are included, and a leaning part for leaning the vehicle body. The tread width increases as the vehicle body is leaned by the leaning part.
B62K 5/08 - Cycles with handlebars, equipped with three or more main road wheels with steering devices acting on two or more wheels
B62K 5/10 - Cycles with handlebars, equipped with three or more main road wheels with means for inwardly inclining the vehicle body on bends
B62K 5/05 - Tricycles characterised by a single rear wheel
B62K 21/02 - Front wheel forks or equivalent, e.g. single tine
B62K 25/24 - Axle suspensions for mounting axles resiliently on cycle frame or fork with rocking arm pivoted on each fork leg with more than one arm on each fork leg for front wheel
B62K 5/00 - Cycles with handlebars, equipped with three or more main road wheels
The vehicle includes: a vehicle body rotatable about a roll axis; one or more front wheels; a front wheel support supporting the one or more front wheels turnably to a turning direction about a turning axis; one or more rear wheels; an operation input unit to be operated to input a turning direction; a lean angle changing unit for changing a lean angle of the vehicle body in a vehicle width direction about a lean axis different from the roll axis; and a lean control unit for controlling the lean angle changing unit.
B62D 61/08 - Motor vehicles or trailers, characterised by the arrangement or number of wheels, not otherwise provided for, e.g. four wheels in diamond pattern with only three wheels with single front wheel
A pulse wave detection device color converts a frame image of a moving image from RBG components to YIQ components, and identifies an eye section using the eye color of a user prepared in advance with a Q component. Next, the pulse wave detection device uses the Y values of the eye section to detect the brightness of the imaging environment. Then, the pulse wave detection device detects a pulse wave signal Qm on the basis of the average of the Q-values of a skin section in the frame image, corrects a change in the brightness by subtracting from Qm the average value Ye of the Y values of the eye section, and thereby outputs a post-brightness-correction Qm. As a result, a pulse wave can be successfully detected even if the brightness is changing because the user is moving in a vehicle or the like.
A pulse wave detection device color converts a frame image of a moving image from RBG to HSV components, and identifies a skin section using the skin color of a user prepared in advance with an H component. The device converts the skin section of the image to YIQ components, and takes Qm as a pulse wave signal, Qm being obtained by averaging the Q values of the pixels. The device then obtains a chronological change in the pulse wave signal Qm and outputs the change as a pulse wave. Accordingly, it is possible to exclude disturbance factors from the pulse wave detection target, and successfully detect a pulse wave. The identification of the skin section is performed using the H component to identify candidate pixels, and using the S component to narrow down the candidate pixels to the target, so high-precision identification of the skin section is possible.
G06K 9/00 - Methods or arrangements for reading or recognising printed or written characters or for recognising patterns, e.g. fingerprints
A61B 5/00 - Measuring for diagnostic purposes ; Identification of persons
A61B 5/02 - Measuring pulse, heart rate, blood pressure or blood flow; Combined pulse/heart-rate/blood pressure determination; Evaluating a cardiovascular condition not otherwise provided for, e.g. using combinations of techniques provided for in this group with electrocardiography; Heart catheters for measuring blood pressure
A61B 5/0245 - Measuring pulse rate or heart rate using sensing means generating electric signals
According to the present invention, on the basis of the detected surrounding situation the movement of object bodies in the surrounding area is predicted as a future situation in the surrounding area. Candidates of direction from which a moving direction to be shown to the user is determined are extracted on the basis of the predicted future situation in the surrounding area. The extracted candidates are evaluated for movement easiness of the user in the surrounding area on the basis of the predicted future situation in the surrounding area and the detected situation of the user. Then, the moving direction to be shown to the user is determined on the basis of the evaluation and the extracted candidates. A direction corresponding to the determined moving direction is shown to the user in front of the user.
A vehicle body having three or more wheels including at least a steered wheel with a trail and a pair of wheels provided in the vehicle width direction; an operation input part inputting a turning direction; an inclining part inclining the body; and a steered wheel controller controlling the steered wheel steering angle. When the vehicle speed is lower than a predetermined speed, it travels in a first mode in which the steered wheel controller controls the steered wheel steering angle according to an operation input part input, and the inclining part inclines the body according to an operation input part input. When the vehicle speed is equal to or higher than the predetermined speed, it travels in a second mode in which the steered wheel controller makes the steered wheel freely turnable, and the inclining part inclines the body according to an input from the operation input part.
A power transmission system transmits electric energy to a secondary resonator having a secondary resonator coil through an electromagnetic field of a predetermined frequency from a resonator having a resonator coil and reduces noise using two noise cancellation resonators with one predetermined frequency and its higher harmonic component set as noise reduction target frequency. The system includes, as two noise cancellation resonators, a first noise cancellation resonator including a first noise cancellation resonator coil and has a resonance frequency higher than the noise reduction target frequency by a first shift frequency determined according to a coupling degree between the resonator coil and first noise cancellation resonator coil and second noise cancellation resonator including a second noise cancellation resonator coil and has a resonance frequency lower than the noise reduction target frequency by a second shift frequency according to coupling degree between the resonator coil and second noise cancellation resonator coil.
H02J 50/70 - Circuit arrangements or systems for wireless supply or distribution of electric power involving the reduction of electric, magnetic or electromagnetic leakage fields
H02J 7/02 - Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from ac mains by converters
H02J 50/80 - Circuit arrangements or systems for wireless supply or distribution of electric power involving the exchange of data, concerning supply or distribution of electric power, between transmitting devices and receiving devices
H02J 50/12 - Circuit arrangements or systems for wireless supply or distribution of electric power using inductive coupling of the resonant type
H02J 50/90 - Circuit arrangements or systems for wireless supply or distribution of electric power involving detection or optimisation of position, e.g. alignment
n, wherein the noise cancellation resonator has a resonance frequency that is calculated by adding a shift frequency that is determined based on a degree of coupling between a main resonator coil and the noise cancellation resonator coil, to a predetermined frequency of an electromagnetic field generated by a main resonator that is a source of noise and includes the main resonator coil.
A power transmission system that can prevent a plunge in power transmission efficiency even when there is a positional shift of a power reception antenna with respect to a power transmission antenna. A power transmission system includes: a power transmission antenna that includes a wound power transmission coil that is placed on the ground; a power reception antenna that is disposed in such a way as to face the power transmission antenna, includes a wound power reception coil, and receives electric energy from the power transmission antenna via an electromagnetic field, wherein an area of a first projection plane that is formed by the power transmission coil in a vertical direction with respect to a horizontal plane is larger than an area of a second projection plane that is formed by the power reception coil in the vertical direction with respect to the horizontal plane.
H01F 37/00 - Fixed inductances not covered by group
H02J 50/12 - Circuit arrangements or systems for wireless supply or distribution of electric power using inductive coupling of the resonant type
H02J 7/02 - Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from ac mains by converters
The antenna coil unit includes a main coil and an auxiliary coil electrically insulated from the main coil, the auxiliary coil being arranged at a position in which an induction current is produced by a magnetic field produced by an electric current flowing through the main coil. The auxiliary coil is configured in a state in which a frequency deviating by a predefined amount in a predefined direction from a target frequency predefined within a harmonic component of the fundamental component of an electromagnetic wave produced by the electric current flowing through the main coil is taken as a resonance frequency. The direction and amount are such that the phase of an alternating-current current flowing through the auxiliary coil is in an opposite-phase state, which is opposite the phase of the harmonic component of an AC current flowing through the main coil.
An electric power transmission system can include: a power transmission antenna that constitutes a series resonator with an inductance component of L1 and a capacitance component of C1, and to which AC power is input; a power receiving antenna that constitutes a series resonator with an inductance component of L2 and a capacitance component of C2, and which receives electromagnetic energy from the power transmission antenna via electromagnetic fields; a rectifying unit that rectifies an output of the power receiving antenna to output DC power; and a load to which an output of the rectifying unit is input, wherein, at times including when a coupling coefficient between the power transmission antenna and the power receiving antenna is k, if a load resistance value is R, the following relationships are established:
.
H02J 5/00 - Circuit arrangements for transfer of electric power between ac networks and dc networks
H02J 7/02 - Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from ac mains by converters
20.
Electric power transmission system with power transmission and receiving antennas
An electric power transmission system may include: a power transmission antenna that constitutes a series resonator with an inductance component of L1 and a capacitance component of C1, and to which AC power is input; a power receiving antenna that constitutes a series resonator with an inductance component of L2 and a capacitance component of C2, and which receives electromagnetic energy from the power transmission antenna via electromagnetic fields; a rectifying unit that rectifies an output of the power receiving antenna to output DC power; and a load to which an output of the rectifying unit is input, wherein, when a coupling coefficient between the power transmission antenna and the power receiving antenna is k, if load resistance value R is used in a range that satisfies Rmin≦R≦Rmax, the following relationships are established:
)
H02J 7/02 - Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from ac mains by converters
H02J 5/00 - Circuit arrangements for transfer of electric power between ac networks and dc networks
A vehicle includes a vehicle body having a steering section and a main body section connected together; a steerable wheel which is rotatably mounted to the steering section and which steers the vehicle body; a non-steerable wheel which is rotatably mounted to the main body section; a steering apparatus for inputting a steering instruction information; an inclination actuator apparatus for inclining the steering section or the main body section in a turning direction; a steering actuator apparatus for varying a steering angle of the steerable wheel based on the steering instruction information inputted from the steering apparatus; and a control apparatus which controls the inclination actuator apparatus and the steering actuator apparatus. The control apparatus controls a center of gravity to move in a steering direction included in the steering instruction information at an initial steering stage so that an acceleration toward turning-locus inner side is generated.
B62D 61/06 - Motor vehicles or trailers, characterised by the arrangement or number of wheels, not otherwise provided for, e.g. four wheels in diamond pattern with only three wheels
B62D 9/02 - Steering deflectable wheels not otherwise provided for combined with means for inwardly-inclining vehicle body on bends
B60G 17/015 - Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or s the regulating means comprising electric or electronic elements
B60G 9/02 - Resilient suspensions for a rigid axle or axle housing for two or more wheels the axle or housing being pivotally mounted on the vehicle
B62K 5/025 - Tricycles specially adapted for disabled riders, e.g. personal mobility type vehicles with three wheels power-driven
B62K 5/10 - Cycles with handlebars, equipped with three or more main road wheels with means for inwardly inclining the vehicle body on bends
B62D 9/04 - Steering deflectable wheels not otherwise provided for combined with means for inclining vehicle wheels on bends
Described herein are devices and methods for controlling inclination in a vehicle. In certain aspects, inclination of the vehicle can be controlled with an inclination control processing section that includes a first control value limiting processing section which calculates a moving amount of the centroid, calculates a maximum angular acceleration, and limits a variation of the control value for inclination control on the basis of the maximum angular acceleration.
B62D 9/02 - Steering deflectable wheels not otherwise provided for combined with means for inwardly-inclining vehicle body on bends
B62D 9/04 - Steering deflectable wheels not otherwise provided for combined with means for inclining vehicle wheels on bends
B60T 8/60 - Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration responsive to speed and another condition or to plural speed conditions using electrical circuitry for controlling the braking action, the circuitry deriving a control function relating to the dynamic of the braked vehicle or wheel
B60G 17/015 - Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or s the regulating means comprising electric or electronic elements
B60G 17/0195 - Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or s the regulating means comprising electric or electronic elements characterised by the regulation being combined with other vehicle control systems
B62K 5/025 - Tricycles specially adapted for disabled riders, e.g. personal mobility type vehicles with three wheels power-driven
B62K 5/10 - Cycles with handlebars, equipped with three or more main road wheels with means for inwardly inclining the vehicle body on bends
The vehicle includes a vehicle body having a steering section and a drive section connected together; a steerable wheel which steers the vehicle body; a drive wheel which drives the vehicle body; an inclination actuator apparatus for inclining the steering section or the drive section in a turning direction; a plurality of sensors which detect lateral accelerations; yaw angular velocity detection means; vehicle speed detection means; and a control apparatus which controls the inclination of the vehicle body by controlling the inclination actuator apparatus. The control apparatus performs feedback control on the basis of the lateral accelerations, calculates a link angular velocity predicted value from the derivative value of the yaw angular velocity and the vehicle speed, and controls the inclination of the vehicle body by performing feedforward control while using the calculated link angular velocity predicted value.
B62D 9/04 - Steering deflectable wheels not otherwise provided for combined with means for inclining vehicle wheels on bends
B62K 5/10 - Cycles with handlebars, equipped with three or more main road wheels with means for inwardly inclining the vehicle body on bends
B60G 17/015 - Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or s the regulating means comprising electric or electronic elements
B62K 5/025 - Tricycles specially adapted for disabled riders, e.g. personal mobility type vehicles with three wheels power-driven
B60G 17/0195 - Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or s the regulating means comprising electric or electronic elements characterised by the regulation being combined with other vehicle control systems
When measurements by sensors are impossible, the angular position of the vehicle is estimated from the conditions including rotation of the drive wheel and the driving torque so that the vehicle may travel in an inverted-pendulum position even in case of a failure of measurements of the vehicular position of angle. To achieve the object, the vehicle has a drive wheel rotatably mounted beneath a vehicular body, and a control unit that controls the vehicular position of angle through control of drive torque imparted to the drive wheel. The control unit has a means to estimate the vehicular angular position with respect to a vertical position from the conditions of rotation of the drive wheel and the driving torque.
G06G 7/70 - Analogue computers for specific processes, systems, or devices, e.g. simulators for vehicles, e.g. to determine permissible loading of ships
A camber angle changing mechanism is provided with a base member connected to the vehicle body side, a motor provided to the base member and generating rotational driving force, a rotating power transmitting mechanism that transmits the driving force of the motor, a transmitting member connected to the power transmitting mechanism through a first connecting section, a movable member for rotatably supporting the wheel, connected to the transmitting member through a second connecting member, and changing the camber angle of the wheel by being pivoted relative to the base member by the driving force of the motor; transmitted from the transmitting member, and a device for switching between a first state in which the second connecting section, the first connecting section, and a gear rotation axis are rectilinearly arranged in that order from the wheel side and a second state in which the second connecting section, the gear rotation axis, and the first connecting section are rectilinearly arranged in that order from the wheel side.
When a vehicle climbs up/down a step, driving torque suitable for the step climbing operation is applied to a driving wheel, and the center of gravity of a vehicle body is moved in an upward direction of the step. Thus, a stable traveling state and stable posture of the vehicle body can be maintained both when climbing up a step and when climbing down a step, whereby an occupant can operate the vehicle safely and comfortably even on a place having steps. In view of this, the vehicle includes: a vehicle body; a driving wheel rotatably attached to the vehicle body; and a vehicle control apparatus for controlling driving torque that is applied to the driving wheel and controlling posture of the vehicle body. When climbing up/down a step on a road, the vehicle control apparatus controls a position of center of gravity of the vehicle body in accordance with the step.
B60L 15/20 - Methods, circuits or devices for controlling the propulsion of electrically-propelled vehicles, e.g. their traction-motor speed, to achieve a desired performance; Adaptation of control equipment on electrically-propelled vehicles for remote actuation from a stationary place, from alternative parts of the vehicle or from alternative vehicles of the same vehicle train for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
To provide a vehicle control device that improves the accuracy of an automatic follow-up control in an inverted pendulum vehicle, a vehicle control device according to the present invention performs an automatic follow-up running control in an inverted pendulum vehicle so as to automatically follow a preceding vehicle. The vehicle control device is characterized by including: a communication unit that receives running condition data from the preceding vehicle regarding a vehicle speed and a joystick operation amount of the preceding vehicle; an inter-vehicle distance sensor that measures an inter-vehicle distance with the preceding vehicle; and a main control ECU that computes an acceleration command value for following the preceding vehicle, wherein the main control ECU sets one of a first acceleration command value, which is computed based on the vehicle speed of the preceding vehicle acquired through the communication unit and the inter-vehicle distance measured by the inter-vehicle distance sensor, and a second acceleration command value, which is computed based on the joystick operation amount acquired through the communication unit, as a target acceleration command value.
When a vehicle is stopped on a slope, a brake is operated to stop rotation of a drive wheel so that no torque is applied thereto, and the posture of the body is controlled by moving an active weight portion so that stabilized stop state of the vehicle can be achieved without consuming a large quantity of energy. The vehicle comprises the drive wheel attached rotatably to the body, the active weight portion attached movably to the body, and a vehicle controller for controlling the posture of the body by controlling at least one of the drive torque imparted to the drive wheel and the position of the active weight portion, wherein the vehicle controller controls the posture of the body by controlling only the position of the active weight portion when the vehicle is stopped on a slope.
B60K 8/00 - Arrangement or mounting of propulsion units not provided for in one of main groups
B62D 57/00 - Vehicles characterised by having other propulsion or other ground-engaging means than wheels or endless track, alone or in addition to wheels or endless track
B62D 61/00 - Motor vehicles or trailers, characterised by the arrangement or number of wheels, not otherwise provided for, e.g. four wheels in diamond pattern
B62D 63/00 - Motor vehicles or trailers not otherwise provided for
B62D 37/04 - Stabilising vehicle bodies without controlling suspension arrangements by means of movable masses
A control device corrects the alignment of wheels of a vehicle during travel to improve fuel consumption performance. Operating conditions of a suspension device (alignment adjustment device) are controlled by alignment control while the vehicle is traveling, and when the alignment of the wheels is adjusted, travel resistance of the vehicle increases or decreases. The control device detects the travel resistance of the vehicle based on the value of an electric current supplied to a wheel drive device (electric motor), and the alignment of the wheels is adjusted so that the travel resistance of the vehicle decreases. As a result, the alignment of the wheels during travel is adjusted to a correct state to improve fuel consumption performance.
B60W 10/30 - Conjoint control of vehicle sub-units of different type or different function including control of auxiliary equipment, e.g. air-conditioning compressors or oil pumps
B60W 10/20 - Conjoint control of vehicle sub-units of different type or different function including control of steering systems
A vehicle provides upstanding and tilted (standstill for allowing a user to get on an off the vehicle) positions without movement of the vehicle. In the vehicle, even if the vehicle body tilts, a riding section is moved in the forward-backward direction to bring the vehicle to an orientation where the center of gravity (P) of the vehicle body is on a vertical line (V) passing through ground contact points (S1) or drive wheels (12). This controls the tilt angle of the vehicle body and the position of the riding section (13) so that the center of gravity (P) does not move. Thus, the upright position and the tilted position of the vehicle are achieved without movement of the vehicle (without rotation of the wheels). Further, influences such as an error in parameters and disturbance are compensated for by a balancer that moves in the forward-backward direction.
A vehicle control device which can provide compatibility between a high grip performance and fuel efficiency is provided. When a camber angle of a wheel 2 is adjusted to a negative camber, ground contact pressure in a first tread 21 is increased and ground contact pressure in a second tread 22 is decreased. Accordingly, the high grip performance is provided. On the other hand, when the camber angle of the wheel 2 is adjusted to a positive camber, the ground contact pressure in the first tread 21 is decreased and the ground contact pressure in the second tread 22 is increased. Accordingly, a rolling resistance becomes low, and fuel saving is achieved. In this manner, by adjusting the camber angle of the wheel 2, the compatibility can be provided between conflicting performances of the high grip performance and the fuel saving.
A vehicle control device which can at least provide compatibility between a high grip performance and fuel efficiency or compatibility between quietness and fuel efficiency is provided. When a camber angle of a wheel 2 is adjusted to a negative camber, ground contact in a first tread 21 is increased and ground contact in a second tread 22 is decreased. Accordingly, the high grip performance or the quietness is provided. On the other hand, when the camber angle of the wheel 2 is adjusted to a positive camber, the ground contact in the first tread 21 is decreased and the ground contact in the second tread 22 is increased. Accordingly, a rolling resistance becomes low, and fuel saving is achieved. In this manner, by adjusting the camber angle of the wheel 2, the compatibility can be provided between conflicting performances of the high grip performance or the quietness and the fuel saving.
National University Corporation Nagoya University (Japan)
Equos Research Co., Ltd. (Japan)
Inventor
Takeda, Kazuya
Itou, Katunobu
Miyajima, Chiyomi
Ozawa, Koji
Nomoto, Hirokazu
Fujii, Kazuaki
Suzuki, Seiichi
Abstract
A driver model with higher precision is created as an evaluation standard for a driving condition in a normal condition. By detecting biometric information of a driver, whether a driver is in a usual condition or not is recognized. Then, data of driving conditions are collected while the driver is driving, and from the driving condition data, a part indicating that the driver operates in a usual condition is extracted to create a driver model. Further, the driver model is created taking only a case of driving in a normal condition as a driving action in normal times based on biometric information of the driver, and hence the driver model becomes more precise and neutral. Further, by using a GMM (Gaussian mixture model) for the driver model, a driver model for each driver can be created easily, and moreover, by calculation to maximize a conditional probability, a driving operation action is easily estimated and outputted.
B60W 40/08 - Estimation or calculation of driving parameters for road vehicle drive control systems not related to the control of a particular sub-unit related to drivers or passengers
B60W 10/04 - Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
B60W 30/16 - Control of distance between vehicles, e.g. keeping a distance to preceding vehicle