WO2017169292A1 - Vehicle dimension altering device and vehicle - Google Patents

Vehicle dimension altering device and vehicle Download PDF

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Publication number
WO2017169292A1
WO2017169292A1 PCT/JP2017/006273 JP2017006273W WO2017169292A1 WO 2017169292 A1 WO2017169292 A1 WO 2017169292A1 JP 2017006273 W JP2017006273 W JP 2017006273W WO 2017169292 A1 WO2017169292 A1 WO 2017169292A1
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WO
WIPO (PCT)
Prior art keywords
vehicle
axle
central motor
changing device
width
Prior art date
Application number
PCT/JP2017/006273
Other languages
French (fr)
Japanese (ja)
Inventor
健治 杉原
Original Assignee
パナソニックＩｐマネジメント株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from JP2017025828A external-priority patent/JP2017178305A/en
Application filed by パナソニックＩｐマネジメント株式会社 filed Critical パナソニックＩｐマネジメント株式会社
Publication of WO2017169292A1 publication Critical patent/WO2017169292A1/en

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B35/00—Axle units; Parts thereof ; Arrangements for lubrication of axles
    • B60B35/02—Dead axles, i.e. not transmitting torque
    • B60B35/10—Dead axles, i.e. not transmitting torque adjustable for varying track
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D21/00—Understructures, i.e. chassis frame on which a vehicle body may be mounted
    • B62D21/14—Understructures, i.e. chassis frame on which a vehicle body may be mounted of adjustable length or width
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D61/00—Motor vehicles or trailers, characterised by the arrangement or number of wheels, not otherwise provided for, e.g. four wheels in diamond pattern
    • B62D61/10—Motor vehicles or trailers, characterised by the arrangement or number of wheels, not otherwise provided for, e.g. four wheels in diamond pattern with more than four wheels

Definitions

  • the present disclosure relates to a vehicle width changing device and a vehicle.
  • Some of such small electric vehicles have a compact structure by allowing the frame structure of the moving body to be folded and raising the main frame and the swing arm at the time of folding (see Patent Document 1). While the moving body is traveling, the main frame and the swing arm are deformed in the vertical plane, thereby functioning as a suspension arm for absorbing vibration or impact from the road surface.
  • the present disclosure provides a vehicle width changing device and a vehicle that ensure the running stability of the vehicle without impairing the freedom and comfort of driving operation of the vehicle.
  • the vehicle width changing device changes the vertical width and the horizontal width of the vehicle.
  • the vehicle width changing device includes a first axle, a second axle, and an axle crossing angle adjusting unit. Wheels are connected to both ends of the first axle. Wheels are also connected to both ends of the second axle.
  • the second axle is provided so as to intersect the first axle and to be rotatable in a horizontal plane with respect to the first axle.
  • the axle crossing angle adjusting unit adjusts an angle at which the first axle and the second axle intersect.
  • a vehicle according to an aspect of the present disclosure includes the above-described vehicle width changing device and a cabin that stores a passenger or luggage.
  • the cabin is capable of transitioning between an upright state and a flat state that lies on the side of the upright state.
  • a perspective view of a vehicle having a vehicle width changing device according to an embodiment of the present disclosure in a flat state of a cabin The figure which shows the structure of the vehicle width change apparatus which concerns on embodiment of this indication
  • the enlarged view of the center part of the 1st axle shaft or 2nd axle shaft which the vehicle width changing apparatus shown in FIG. 2 has
  • the block diagram of the axle crossing angle adjustment part which the vehicle width change apparatus which concerns on embodiment of this indication has Operation flowchart of axle crossing angle adjustment unit included in vehicle width changing device according to embodiment of present disclosure
  • a side view of a vehicle having a vehicle width changing device according to an embodiment of the present disclosure in a flat state of a cabin 6A is a top view of the vehicle shown in FIG. 6A in the flat state of the cabin.
  • 6A is a front view of the vehicle shown in FIG.
  • the top view in the flat state of the cabin when the width of the vehicle width changing device according to the embodiment of the present disclosure is widened 6A is a lateral view of the vehicle shown in FIG. 6A is a top view of the vehicle shown in FIG. 6A in the standing state of the cabin.
  • Front view of the vehicle shown in FIG. 6A in the standing state of the cabin 6A is a perspective view of the vehicle shown in FIG. 6A in a standing state of the cabin.
  • the problems in the prior art will be briefly described.
  • the running stability of a vehicle is improved as the vehicle width is increased.
  • the vehicle width is often narrow.
  • the running stability of the vehicle is likely to be impaired, particularly during curved running during high speed running.
  • there are also small electric vehicles provided with a configuration such as limiting the steering during high-speed running or decelerating during steering.
  • such a configuration impairs the degree of freedom and comfort of driving operation of the vehicle.
  • the running stability of the vehicle is likely to be impaired particularly during straight running during high speed running.
  • FIG. 1 is a perspective view of a vehicle 1000 having a vehicle width changing device 1100 in a flat state of a cabin 1200.
  • the vehicle 1000 includes a vehicle width changing device 1100 and a cabin 1200. While the vehicle 1000 is traveling, the cabin 1200 is in a flat state.
  • the vehicle width changing device 1100 can change the vertical width and the horizontal width of the vehicle width changing device 1100 as will be described later with reference to FIG.
  • the vertical width (vehicle length) and the horizontal width (vehicle width) of the vehicle 1000 change with changes in the vertical width and the horizontal width of the vehicle width changing device 1100.
  • the vertical width (vehicle length) and the horizontal width (vehicle width) of the vehicle 1000 are widths including wheels to be described later.
  • the cabin 1200 stores passengers or luggage.
  • the cabin 1200 includes a cover 1210, a seat 1220, and a handle 1230.
  • the cover 1210 blocks the driver of the vehicle 1000 from the outside world, and protects the driver from the wind from the front when the vehicle 1000 travels.
  • the cover 1210 is partially or entirely transparent. The visibility of the driver of the vehicle 1000 is ensured in the transparent portion.
  • the material of the cover 1210 is not particularly limited as long as these functions are ensured, but is, for example, reinforced plastic.
  • the driver of the vehicle 1000 can sit on the seat 1220.
  • the vehicle 1000 shown in FIG. 1 has a capacity of two people and two seats 1220 are provided.
  • the capacity of the vehicle 1000 may be one, and in that case, one seat 1220 may be provided in the central portion.
  • the handle 1230 is used by the driver of the vehicle 1000 to steer the vehicle 1000.
  • the handle 1230 is fixed relative to the cover 1210. This is convenient because the handle 1230 does not get in the way when the driver of the vehicle 1000 gets off the vehicle 1000.
  • the handle 1230 may be fixed with respect to the floor of the cabin 1200. If the vehicle 1000 is an autonomous driving vehicle that does not require steering by the driver, the handle 1230 may be omitted.
  • FIG. 2 is a diagram showing a structure of the vehicle width changing device 1100 according to the present embodiment.
  • FIG. 3 is an enlarged view of a central portion of the first axle 1110a and the second axle 1110b that the vehicle width changing device 1100 has.
  • FIG. 4 is a block diagram of the axle crossing angle adjusting unit 3000 included in the vehicle width changing device 1100.
  • FIG. 2 shows a first axle 1110a, a second axle 1110b, wheels 1120a and 1120b, an axle intersection 1130, and a cabin support 1135 that the vehicle width changing device 1100 has.
  • the wheels 1120 a and 1120 b face the traveling direction of the vehicle 1000.
  • Wheels 1120a and 1120b are connected to both ends of first axle 1110a and second axle 1110b, respectively.
  • the second axle 1110b is provided so as to intersect the first axle 1110a and be rotatable in a horizontal plane with respect to the first axle 1110a.
  • the first axle 1110a and the second axle 1110b intersect at an axle intersection 1130 and are connected to a central motor 1140 (see FIG. 4) at the axle intersection 1130.
  • the axle crossing portion 1130 is preferably provided at a central portion in the major axis direction of the first axle 1110a and the second axle 1110b.
  • the central motor 1140 rotates the first axle 1110a and the second axle 1110b to adjust the angle ⁇ at which the first axle 1110a and the second axle 1110b intersect.
  • the angle ⁇ is increased or decreased by driving the central motor 1140.
  • the angle ⁇ decreases, the vertical width of the vehicle width changing device 1100 increases and the horizontal width of the vehicle 1000 decreases.
  • the angle ⁇ increases, the lateral width of the vehicle width changing device 1100 increases and the vertical width of the vehicle 1000 decreases.
  • the angle ⁇ By changing the angle ⁇ , the vertical width and the horizontal width of the vehicle width changing device 1100 and the vehicle 1000 can be changed.
  • first axle 1110a and the central motor 1140 are connected via a first gear mechanism (not shown), and the second axle 1110b and the central motor 1140 are connected to a second gear mechanism (not shown). ).
  • the central motor 1140 rotates the first axle 1110a with respect to the cabin 1200 by ⁇ / 2, and the second axle 1110b rotates with respect to the cabin 1200 by ⁇ / 2 in a direction opposite to the rotation direction of the first axle 1110a.
  • the first axle 1110a and the central motor 1140 may be fixed, and the second axle 1110b may be rotated by driving the central motor 1140. In this case, the second axle 1110b may be rotated by ⁇ .
  • the wheels 1120a and 1120b are connected to the first axle 1110a and the second axle 1110b, respectively, via an in-wheel motor.
  • the in-wheel motor propels the vehicle 1000 by rotationally driving the wheels 1120a and 1120b.
  • the wheels 1120a and 1120b can be individually driven, and traveling stability of the vehicle 1000 during curved traveling can be ensured.
  • the in-wheel motor as a regenerative brake when the vehicle 1000 is stopped, it is not necessary to separately provide a brake disc for braking the vehicle 1000 on the wheels 1120a and 1120b, and the vehicle 1000 can be reduced in weight.
  • Wheels 1120a and 1120b are provided such that the angles can be changed around the rotation centers provided at the ends of the first axle 1110a and the second axle 1110b, respectively.
  • actuators are provided at both ends of the first axle 1110a and the second axle 1110b.
  • the actuator changes the angles of the wheels 1120a and 1120b so that the wheels 1120a and 1120b face the traveling direction of the vehicle 1000.
  • the actuator individually changes the angles of the wheels 1120a and 1120b so that the extension of the rotation shafts of the wheels 1120a and 1120b of the vehicle passes through the center of curvature of the travel locus of the vehicle 1000.
  • a gear mechanism may be provided that changes the angles of the wheels 1120a and 1120b in conjunction with the driving of the central motor 1140 so that the wheels 1120a and 1120b are directed in a certain direction.
  • the actuator when the vehicle 1000 is stopped, directs the directions of the wheels 1120a and 1120b in the lateral width direction of the vehicle 1000. If it carries out like this, when the vehicle 1000 stops, the vehicle 1000 can move to a horizontal width direction, and when carrying out parallel parking especially, the vehicle 1000 can be parked easily in a narrower space.
  • the wheels 1120a and 1120b are composed of pneumatic tires. In this way, when the vehicle 1000 collides with another vehicle or an obstacle, the wheels 1120a and 1120b function as bumpers that reduce the impact of the collision on the cabin 1200, and the safety of the vehicle 1000 can be improved.
  • a part of the bottom surface of the cabin 1200 includes a first sliding surface (not shown) provided on the first axle 1110a and a second sliding surface provided on the second axle 1110b. Surface contact occurs (not shown).
  • the cabin 1200 is slidably supported on the first sliding surface and the second sliding surface. Then, the central motor 1140 is driven to increase the angle ⁇ at which the first axle 1110a and the second axle 1110b intersect, and the cabin 1200 is slid with respect to the first axle 1110a and the second axle 1110b.
  • the cabin 1200 is shifted from the flat state to the standing state by moving the front part of the cabin 1200 from the upper part of the first axle 1110a and the second axle 1110b to the axle 1110a and the second axle 1110b. (See FIG. 8). Further, the central motor 1140 is driven to reduce the angle ⁇ at which the first axle 1110a and the second axle 1110b intersect, and the cabin 1200 is slid with respect to the first axle 1110a and the second axle 1110b. . In this way, the cabin 1200 can be shifted from the standing state to the flat state by moving the front part of the cabin 1200 from between the first axle 1110a and the second axle 1110b to the upper part thereof.
  • the first sliding surface and the second sliding surface are formed by processing, for example, fluororesin on the surfaces of notches (not shown) provided on the first axle 1110a and the second axle 1110b. .
  • bearings are provided on the upper portions of the first axle 1110a and the second axle 1110b, and the cabin 1200 is point-contacted or lined with the first axle 1110a and the second axle 1110b on the bottom surface via the bearings. You may touch.
  • the cabin support part 1135 supports the cabin 1200 mounted on the upper part.
  • the structure of the cabin support portion 1135 is not limited as long as it supports the cabin 1200 at the upper portion.
  • the cabin support portion 1135 has a through hole that slidably receives a convex portion provided at the bottom of the cabin 1200. 1132a and 1132b (see FIG. 3).
  • the contacted surface can be slid with each other by processing a fluororesin or via a bearing provided on the upper portion of the axle crossing portion 1130.
  • the cabin support 1135 has a lock member (not shown) that supports and fixes the flat cabin 1200 so as not to fall. In this way, for example, even when the angle ⁇ at which the first axle 1110a and the second axle 1110b intersect while the vehicle 1000 is traveling, the cabin 1200 can be maintained in a flat state.
  • the first axle 1110a and the second axle 1110b have the same shape.
  • the first axle 1110a and the second axle 1110b have an annular pedestal 1130a and pedestal 1130b, respectively, at the center.
  • a through-hole 1132a and a through-hole 1132b are respectively provided along the central axis of the ring to slidably receive the convex part provided at the bottom of the cabin 1200. Is provided.
  • a recess is provided on the upper portion of the pedestal portion 1130a of the first axle 1110a so that the pedestal portion 1130b of the second axle 1110b turned upside down is fitted.
  • a recess is provided in the lower portion of the pedestal portion 1130b of the second axle 1110b turned upside down so that the pedestal portion 1130a of the first axle 1110a is similarly fitted.
  • the upper surface portions of the pedestal portions 1130a and 1130b are formed so as to be slidable with respect to each other.
  • the side surface portions of the pedestal portions 1130a and 1130b and the side surface portions 1134a and 1134b of the depressions are formed to be slidable with respect to each other.
  • the upper surface portion and the side surface portion are formed so as to be slidable with each other by processing a fluororesin.
  • ball bearings may be provided on the upper surfaces of the pedestal portions 1130a and 1130b, and the pedestal portions 1130a and 1130b may be connected to be slidable with each other via the ball bearings.
  • the first axle 1110a and the second axle 1110b do not necessarily have the same shape.
  • a convex portion (not shown) may be provided at the center of the first axle 1110a instead of the through hole 1132a, and the through hole 1132b of the second axle 1110b may be slidably received.
  • a recess may be provided at the bottom of the cabin 1200, and the recess may further receive the protrusion so as to be slidable.
  • the convex portion functions as the cabin support portion 1135.
  • the axle crossing angle adjusting unit 3000 adjusts the angle ⁇ at which the first axle 1110a and the second axle 1110b intersect.
  • the axle crossing angle adjusting unit 3000 includes a central motor 1140 and a central motor control unit 3010.
  • Central motor control unit 3010 controls driving of central motor 1140.
  • the central motor control unit 3010 is not particularly limited in its configuration as long as the central motor 1140 can be controlled, and is, for example, an in-vehicle computer.
  • the central motor control unit 3010 operates the central motor 1140 as a short brake. Thereby, at the time of the collision of the vehicle 1000, the central motor 1140 can apply a drag force to the first axle 1110a and the second axle 1110b so that the impact force due to the collision is absorbed. Further, when the vehicle 1000 is stopped, the speed of the standing operation of the cabin 1200 supported by the first axle 1110a, the second axle 1110b, and the cabin support portion 1135 can be reduced.
  • Vehicle position detection unit 3020 detects the position of the vehicle.
  • the vehicle position detection unit 3020 is not particularly limited in its configuration as long as the position of the vehicle can be detected.
  • the vehicle position detection unit 3020 is a known GPS (Global Positioning System) device.
  • the map information holding unit 3030 holds map information.
  • the map information holding unit 3030 is not particularly limited in its configuration as long as map information can be held, and is a known car navigation system, for example.
  • the central motor control unit 3010 receives input of information indicating the position of the vehicle from the vehicle position detection unit 3020, and receives input of map information from the map information holding unit 3030. Next, the central motor control unit 3010 predicts whether the vehicle 1000 travels in a straight line or a curve based on the position and the map information. The central motor control unit 3010 controls the driving of the central motor 1140 so as to widen the vertical width of the vehicle width changing device 1100 when the vehicle 1000 is predicted to travel in a straight line when the vehicle 1000 is traveling at high speed. In this way, it is possible to improve the running stability of the vehicle 1000 that travels in a straight line, particularly during the automatic operation or semi-automatic operation of the vehicle 1000.
  • the central motor control unit 3010 controls the driving of the central motor 1140 so as to widen the lateral width of the vehicle width changing device 1100 when the vehicle 1000 is predicted to travel in a curved line when the vehicle 1000 is traveling at high speed. In this way, it is possible to improve the running stability of the vehicle 1000 that travels in a curved line, particularly during the automatic operation or semi-automatic operation of the vehicle 1000.
  • the front / rear collision detection unit 3040 detects or predicts a collision with another vehicle or an obstacle in front of or behind the vehicle 1000.
  • the configuration of the front-rear collision detection unit 3040 is not particularly limited as long as it can detect or predict a collision with another vehicle or an obstacle in front of or behind the vehicle 1000.
  • the front-rear collision detection unit 3040 includes infrared radar or ultrasonic sonar provided in front and rear of the vehicle 1000, and a distance to another vehicle or obstacle measured by the infrared radar or ultrasonic sonar is predetermined. If it is less than the threshold value, a collision is detected.
  • the predetermined threshold value can be arbitrarily determined as long as a collision can be detected.
  • the front-rear collision detection unit 3040 predicts a collision when the distance to another vehicle or obstacle measured by the infrared radar or ultrasonic sonar is less than a predetermined threshold and the distance is decreased.
  • the predetermined threshold value can be arbitrarily determined as long as a collision can be predicted.
  • the central motor control unit 3010 is information indicating that a collision with another vehicle or an obstacle in front or rear of the vehicle 1000 is detected from the front / rear collision detection unit 3040 or information indicating that the collision is predicted. Accepts input.
  • the central motor control unit 3010 controls the driving of the central motor 1140 so as to increase the vertical width of the vehicle width changing device 1100. In this way, the impact on the cabin 1200 due to a collision with another vehicle or obstacle ahead or behind can be further mitigated, and thus the safety of the vehicle 1000 can be improved.
  • Side collision detection unit 3050 detects or predicts a collision with another vehicle or obstacle on the side of vehicle 1000.
  • the side collision detection unit 3050 is not particularly limited in its configuration as long as a collision with another vehicle or an obstacle on the side of the vehicle 1000 can be detected or predicted.
  • the side collision detection unit 3050 includes an infrared radar or ultrasonic sonar provided on the side of the vehicle 1000, and a distance to another vehicle or obstacle measured by the infrared radar or ultrasonic sonar is predetermined. If it is below the threshold, a collision is detected.
  • the predetermined threshold value can be arbitrarily determined as long as a collision can be detected.
  • the side collision detection unit 3050 predicts a collision when the distance to another vehicle or obstacle measured by the infrared radar or ultrasonic sonar is less than a predetermined threshold and the distance is decreased.
  • the predetermined threshold value can be arbitrarily determined as long as a collision can be predicted.
  • the central motor control unit 3010 receives information indicating that a collision with another vehicle or an obstacle on the side of the vehicle 1000 from the side collision detection unit 3050 has been detected or information indicating that the collision has been predicted. Accept input. Next, when it is determined that the collision has been detected or predicted, the central motor control unit 3010 controls the driving of the central motor 1140 so as to widen the lateral width of the vehicle width changing device 1100. In this way, the impact on the cabin 1200 due to a collision with another vehicle or an obstacle on the side can be further reduced, so that the safety of the vehicle 1000 can be improved.
  • the cross wind detection unit 3060 detects the strength of the cross wind.
  • the configuration of the cross wind detection unit 3060 is not particularly limited as long as the cross wind intensity can be detected.
  • the crosswind detection unit 3060 includes pressure gauges provided at the front, side, and rear of the vehicle, and detects the strength of the crosswind based on the values of these pressure gauges.
  • the central motor control unit 3010 receives input of information indicating the strength of the cross wind from the cross wind detection unit 3060. Next, when the central motor control unit 3010 determines that the cross wind intensity is equal to or greater than a predetermined threshold, the central motor control unit 3010 determines that a strong cross wind has been detected, and drives the central motor 1140 so as to increase the lateral width of the vehicle width changing device 1100.
  • the predetermined threshold value can be arbitrarily determined as long as a strong cross wind can be detected. In this way, even when a strong crosswind is blowing, the traveling safety of the vehicle 1000 can be improved.
  • Speed detector 3070 detects the traveling speed of the vehicle.
  • the speed detection unit 3070 is not particularly limited in its configuration as long as the travel speed of the vehicle can be detected.
  • the speed detection unit 3070 is a speedometer that detects the travel speed of the vehicle from the rotational speeds of the wheels 1120a and 1120b.
  • the central motor control unit 3010 receives input of information indicating the speed of the vehicle 1000 from the speed detection unit 3070. Next, central motor control unit 3010 determines whether or not vehicle 1000 is traveling at a high speed based on the speed of vehicle 1000. For example, the central motor control unit 3010 determines that the vehicle 1000 is traveling at a high speed when the speed of the vehicle 1000 is higher than a predetermined speed.
  • Steering angle detection unit 3080 detects the steering angle of the vehicle 1000.
  • the configuration of the steering angle detection unit 3080 is not particularly limited, and is a steering angle sensor provided on the handle 1230.
  • the central motor control unit 3010 receives input of information indicating the steering angle of the vehicle 1000 from the steering angle detection unit 3080, and determines whether the vehicle 1000 is traveling straight or curved based on the steering angle. To do. Next, the central motor control unit 3010 controls the driving of the central motor 1140 so as to widen the vertical width of the vehicle width changing device 1100 when it is determined that the vehicle 1000 is traveling in a straight line when the vehicle 1000 is traveling at high speed. . This can improve the running stability of the vehicle 1000 that travels in a straight line.
  • central motor control unit 3010 controls driving of central motor 1140 so as to increase the lateral width of vehicle width changing device 1100 when it is determined that vehicle 1000 is traveling in a curved line when vehicle 1000 is traveling at a high speed. In this way, traveling stability of the vehicle 1000 traveling in a curve can be improved.
  • the central motor control unit 3010 changes the vehicle width of the vehicle 1000 according to the speed of the vehicle 1000. This can improve the running stability of the vehicle 1000 that travels in a straight line.
  • the central motor control unit 3010 changes the vehicle width of the vehicle 1000 according to a stepping state of an accelerator pedal (not shown) of the vehicle 1000. In this way, the vehicle 1000 can change the vehicle width before the vehicle 1000 starts accelerating in response to the depression of the accelerator pedal, so that the running stability of the vehicle 1000 is further improved.
  • the central motor control unit 3010 calculates an optimal vehicle width in real time from the speed and steering angle of the vehicle 1000, and the central motor 1140 is configured so that the vehicle width of the vehicle 1000 matches the calculated vehicle width. Control the drive.
  • the calculation formula may be appropriately determined by experiment or simulation. In this way, the running stability of the vehicle 1000 can be further improved.
  • FIG. 5 is an operation flowchart of the axle crossing angle adjusting unit 3000.
  • the central motor control unit 3010 determines whether the front / rear collision detection unit 3040 has detected or predicted a collision from the front or rear. When it is determined that a collision from the front or the rear is detected or predicted (S1010: YES), the process proceeds to step S1020, and the central motor control unit 3010 maintains the state in which the vertical width of the vehicle width changing device 1100 is widened or widened. . Otherwise (S1010: NO), the process proceeds to step S1030.
  • step S1030 the central motor control unit 3010 determines whether the side collision detection unit 3050 has detected or predicted a side collision. When it is determined that a side collision has been detected or predicted (S1030: YES), the process proceeds to step S1040, and the central motor control unit 3010 maintains the state in which the lateral width of the vehicle width changing device 1100 is widened or widened. Otherwise (S1030: NO), the process proceeds to step S1050.
  • step S1050 the central motor control unit 3010 determines whether the cross wind detection unit 3060 has detected a strong cross wind. When it is determined that a strong cross wind has been detected (S1050: YES), the process proceeds to step S1040, and the central motor control unit 3010 widens or widens the lateral width of the vehicle width changing device 1100. Otherwise (S1050: NO), the process proceeds to step S1060.
  • step S1060 central motor control unit 3010 determines whether vehicle 1000 is traveling along a curve. If it is determined that the vehicle is traveling on a curve (S1060: YES), the process proceeds to step S1070. Otherwise (S1060: NO), the process proceeds to step S1080.
  • step S1070 central motor control unit 3010 determines whether or not vehicle 1000 is traveling at a high speed. If it is determined that the vehicle is traveling at a high speed (S1070: YES), the process proceeds to step S1040, and the central motor control unit 3010 increases the lateral width of the vehicle width changing device 1100 or maintains the expanded state. Otherwise (S1070: NO), the process proceeds to step S1090.
  • step S1080 the central motor control unit 3010 determines whether or not a curve run is predicted. When it determines with having predicted curve driving
  • step S1090 central motor control unit 3010 determines whether or not vehicle 1000 shifts to a boarding / alighting mode in which an occupant can get on and off vehicle 1000. If it is determined to shift to the getting-on / off mode (S1090: YES), the process proceeds to step S1040, and the width of the vehicle width changing device 1100 is increased or maintained. When that is not right (S1090: NO), it progresses to step S1020 and maintains the state which extended the vertical width of the vehicle width change apparatus 1100, or was extended. Further, when shifting to the getting on / off mode, a lock member (not shown) that supports and fixes the flat cabin 1200 so as not to fall is released.
  • FIG. 6A is a side view of the vehicle 1200 having the vehicle width changing device 1100 in the flat state of the cabin 1200.
  • FIG. FIG. 6B is a top view of the vehicle 1000 having the vehicle width changing device 1100 in the flat state of the cabin 1200.
  • FIG. 6C is a front view of the vehicle 1000 having the vehicle width changing device 1100 in the flat state of the cabin 1200.
  • the vehicle width changing apparatus 1100 shown in FIGS. 6A to 6C has an increased vertical width.
  • the flat state of the cabin 1200 is a state in which the cabin 1200 is laid sideways relative to a standing state of the cabin 1200 described later.
  • the center of gravity of the vehicle 1000 is on the front side of the vehicle 1000, and is preferably as low as possible. In this way, the running stability of the vehicle 1000 is further improved.
  • the height of the first axle 1110a and the second axle 1110b at the center of the vehicle 1000 is higher than the height of the ends of the first axle 1110a and the second axle 1110b. It may be lower.
  • the shapes of the first axle 1110a and the second axle 1110b may be recessed downwards around the pedestals 1130a and 1130b.
  • the seat 1220 is arranged so that the height of the center of gravity of the occupant coincides with the height of the occupant's legs when the occupant sits. By disposing the seat 1220 in this manner, the occupant can maintain a more comfortable posture while the traveling vehicle 1000 is traveling.
  • the position of the seat 1220 may be adjustable by the occupant.
  • FIG. 7 is a top view of the cabin 1200 in the flat state when the width of the vehicle 1000 is increased by the vehicle width changing device 1100.
  • the vehicle width changing device 1100 is deformed as shown in FIG.
  • the lateral width of the vehicle 1000 increases, so that the traveling stability of the vehicle 1000 can be ensured even when a lateral force is applied to the vehicle 1000, such as when the vehicle travels in a curved line or when the crosswind is strong.
  • FIG. 8A is a lateral view of the vehicle 1000 having the vehicle width changing device 1100 in a standing state of the cabin 1200.
  • FIG. FIG. 8B is a top view of the vehicle 1000 having the vehicle width changing device 1100 in the standing state of the cabin 1200.
  • FIG. 8C is a front view of the vehicle 1000 having the vehicle width changing device 1100 in a standing state of the cabin 1200.
  • FIG. 8D is a perspective view of the vehicle 1000 having the vehicle width changing device 1100 in a standing state of the cabin 1200.
  • the cover 1210 is provided to be openable and closable. For simplicity, the cover 1210 is omitted in FIGS. 8B-8D. An occupant can get on and off from the standing cabin 1200, and can load and unload luggage.
  • the vehicle width changing device 1100 shown in FIGS. 8A to 8D has a wider width.
  • the seat 1220 in the standing state of the cabin 1200 is positioned forward in the cabin 1200 relative to the seat 1220 in the flat state of the cabin 1200.
  • the occupant in the standing state of the cabin 1200, the occupant can get off the seat 1220 without moving his / her body on the seat 1220.
  • the passenger does not need to move his / her body on the seat 1220 after getting on the vehicle 1000.
  • the lateral width of the vehicle width changing device 1100 is widened.
  • the cabin 1200 is slidably supported on the first sliding surface and the second sliding surface, the cabin 1200 moves on the first sliding surface and the second sliding surface at the bottom surface. Slide to transition from the flat state to the standing state.
  • the central motor control unit 3010 operates the central motor 1140 as a short brake, for example, the central motor control unit 3010 adjusts the resistance value of the short circuit so that the speed at which the cabin 1200 transitions from the flat state to the standing state is increased. Can be adjusted.
  • the height of the soles of the occupants sitting on the seat 1220 is substantially the same as the height of the ground contact surfaces of the wheels 1120a and 1120b. In this way, the occupant can easily get on and off the vehicle 1000.
  • the width of the vehicle width changing device 1100 By changing the width of the vehicle width changing device 1100, the degree of freedom in selecting the shape of the parking space when the vehicle 1000 is parked is increased, and the parking space can be further saved.
  • the vehicle width changing device 1100 can change the width of the vehicle width changing device 1100 independently in the vehicle 1000 of an electric vehicle, so that the vehicle width changes when the vehicle gets on / off, during straight running, during curved running, and when parked.
  • the structure can be changed to an optimum value for 1000. As a result, an electric vehicle that can travel safely, is easy to get on and off, and is easy to park is realized.
  • the cabin 1200 is slidably supported on the first sliding surface and the second sliding surface.
  • the cabin 1200 may be supported only by the cabin support portion 1135, and the cabin 1200 may be changed between the flat state and the standing state by another motor provided in the cabin support portion 1135. Further, when the vehicle 1000 is traveling in a curved line, the cabin 1200 may be tilted toward the curved inner ring by the motor.
  • the functions of the vehicle position detection unit 3020, the map information holding unit 3030, the front / rear collision detection unit 3040, the side collision detection unit 3050, the crosswind detection unit 3060, the speed detection unit 3070, and the steering angle detection unit 3080 are partially
  • the central motor control unit 3010 may execute it.
  • the flowchart shown in FIG. 5 comprehensively explains the features described in the present disclosure.
  • the order of executing the steps in the flowchart may be appropriately changed, and some steps in the flowchart may be omitted.
  • the vehicle width changing device is suitable for use as a carriage of a small electric vehicle.
  • Vehicle 1100 Vehicle width changing device 1110a First axle 1110b Second axle 1120a, 1120b Wheel 1130 Axle intersection 1130a, 1130b Pedestal 1132a, 1132b Through hole 1134a, 1134b Side face 1135 Cabin support 1140 Central motor 1200 Cabin 1210 Cover 1220 Seat 1230 Handle 3000 Axle crossing angle adjustment unit 3010 Central motor control unit 3020 Vehicle position detection unit 3030 Map information holding unit 3040 Front / rear collision detection unit 3050 Side collision detection unit 3060 Crosswind detection unit 3070 Speed detection unit 3080 Steering angle detection Part

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Abstract

This vehicle dimension altering device changes the longitudinal dimension and horizontal dimension of a vehicle. This vehicle dimension altering device has a first axle, a second axle, and an axle crossing angle adjusting unit. Wheels are connected to both ends of the first axle. Wheels are also connected to both ends of the second axle. The second axle is provided so as to cross the first axle and be able to turn in a horizontal plane relative to the first axle. The axle crossing angle adjusting unit adjusts the crossing angle between the first axle and the second axle.

Description

車幅変更装置および車両Vehicle width changing device and vehicle
　本開示は、車幅変更装置および車両に関する。 The present disclosure relates to a vehicle width changing device and a vehicle.
　従来、電池およびモータの小型化・高性能化に伴い、電池およびモータを用いた電力を推進力源とする電気自動車（ＥＶ）が脚光を浴びている。特に、電池およびモータは燃料を使用するエンジンより小型化が容易であるという特徴を生かした、小型電気自動車（マイクロＥＶ）の開発が進められている。 2. Description of the Related Art Conventionally, with the miniaturization and high performance of batteries and motors, electric vehicles (EVs) that use electric power using batteries and motors as a driving force have been in the spotlight. In particular, the development of small electric vehicles (micro EVs) that take advantage of the fact that batteries and motors are easier to miniaturize than engines that use fuel is being developed.
　そのような小型電気自動車の中には、移動体のフレーム構造を折り畳み可能にして、折り畳み時にメインフレームとスイングアームを起立させることにより、コンパクトな構造とするものがある（特許文献１参照）。移動体の走行中は、メインフレームとスイングアームが鉛直面内において変形することにより、路面からの振動または衝撃を吸収するためのサスペンションアームとして機能する。 Some of such small electric vehicles have a compact structure by allowing the frame structure of the moving body to be folded and raising the main frame and the swing arm at the time of folding (see Patent Document 1). While the moving body is traveling, the main frame and the swing arm are deformed in the vertical plane, thereby functioning as a suspension arm for absorbing vibration or impact from the road surface.
特開２０１５－１２８９２１号公報Japanese Patent Laying-Open No. 2015-128921
　本開示は、車両の運転操作の自由度や快適性を損なうことなく、車両の走行安定性を確保する車幅変更装置および車両を提供する。 The present disclosure provides a vehicle width changing device and a vehicle that ensure the running stability of the vehicle without impairing the freedom and comfort of driving operation of the vehicle.
　本開示の一態様に係る車幅変更装置は、車両の縦幅および横幅を変化させる。この車幅変更装置は、第１の車軸と、第２の車軸と、車軸交差角度調節部とを有する。第１の車軸の両端にはそれぞれ車輪が接続される。第２の車軸の両端にもそれぞれ車輪が接続される。第２の車軸は、第１の車軸と交差して、第１の車軸に対して水平面内で回転可能であるように設けられている。車軸交差角度調節部は、第１の車軸および第２の車軸が交差する角度を調節する。 The vehicle width changing device according to an aspect of the present disclosure changes the vertical width and the horizontal width of the vehicle. The vehicle width changing device includes a first axle, a second axle, and an axle crossing angle adjusting unit. Wheels are connected to both ends of the first axle. Wheels are also connected to both ends of the second axle. The second axle is provided so as to intersect the first axle and to be rotatable in a horizontal plane with respect to the first axle. The axle crossing angle adjusting unit adjusts an angle at which the first axle and the second axle intersect.
　本開示の一態様に係る車両は、上述の車幅変更装置と、乗員または荷物を格納するキャビンとを有する。キャビンは、起立状態と、この起立状態よりも横に伏した平伏状態と、の間を遷移可能である。 A vehicle according to an aspect of the present disclosure includes the above-described vehicle width changing device and a cabin that stores a passenger or luggage. The cabin is capable of transitioning between an upright state and a flat state that lies on the side of the upright state.
　本開示によれば、車両の運転操作の自由度や快適性を損なうことなく、車両の走行安定性を確保する車幅変更装置および車両を提供することができる。 According to the present disclosure, it is possible to provide a vehicle width changing device and a vehicle that ensure the running stability of the vehicle without impairing the degree of freedom and comfort of driving operation of the vehicle.
本開示の実施の形態に係る車幅変更装置を有する車両の、キャビンの平伏状態における斜視図A perspective view of a vehicle having a vehicle width changing device according to an embodiment of the present disclosure in a flat state of a cabin 本開示の実施の形態に係る車幅変更装置の構造を示す図The figure which shows the structure of the vehicle width change apparatus which concerns on embodiment of this indication 図２に示す車幅変更装置が有する第１の車軸または第２の車軸の中央部分の拡大図The enlarged view of the center part of the 1st axle shaft or 2nd axle shaft which the vehicle width changing apparatus shown in FIG. 2 has 本開示の実施の形態に係る車幅変更装置が有する車軸交差角度調節部のブロック図The block diagram of the axle crossing angle adjustment part which the vehicle width change apparatus which concerns on embodiment of this indication has 本開示の実施の形態に係る車幅変更装置が有する車軸交差角度調節部の動作フローチャートOperation flowchart of axle crossing angle adjustment unit included in vehicle width changing device according to embodiment of present disclosure 本開示の実施の形態に係る車幅変更装置を有する車両の、キャビンの平伏状態における横面図A side view of a vehicle having a vehicle width changing device according to an embodiment of the present disclosure in a flat state of a cabin 図６Ａに示す車両の、キャビンの平伏状態における上面図6A is a top view of the vehicle shown in FIG. 6A in the flat state of the cabin. 図６Ａに示す車両の、キャビンの平伏状態における正面図6A is a front view of the vehicle shown in FIG. 本開示の実施の形態に係る車幅変更装置の横幅が広がった場合の、キャビンの平伏状態における上面図The top view in the flat state of the cabin when the width of the vehicle width changing device according to the embodiment of the present disclosure is widened 図６Ａに示す車両の、キャビンの起立状態における横面図6A is a lateral view of the vehicle shown in FIG. 図６Ａに示す車両の、キャビンの起立状態における上面図6A is a top view of the vehicle shown in FIG. 6A in the standing state of the cabin. 図６Ａに示す車両の、キャビンの起立状態における正面図Front view of the vehicle shown in FIG. 6A in the standing state of the cabin 図６Ａに示す車両の、キャビンの起立状態における斜視図6A is a perspective view of the vehicle shown in FIG. 6A in a standing state of the cabin.
　本開示の実施の形態の説明に先立ち、従来の技術における問題点を簡単に説明する。一般に、車両の走行安定性は、車幅を大きくすればするほど向上する。しかしながら、小型電気自動車は、小型であるが故に車幅も狭くなることが多い。車幅が狭いと、特に高速走行中の曲線走行時において、車両の走行安定性が損なわれやすい。走行安定性を確保するために、高速走行中の操舵に制限を加える、操舵時に減速する等の構成が設けられた小型電気自動車も存在する。しかしながら、そのような構成により、車両の運転操作の自由度や快適性が損なわれてしまう。また、車幅が大きく、且つ、車長が短いと、特に高速走行中の直線走行時において、車両の走行安定性が損なわれやすい。 Prior to the description of the embodiment of the present disclosure, the problems in the prior art will be briefly described. Generally, the running stability of a vehicle is improved as the vehicle width is increased. However, since a small electric vehicle is small, the vehicle width is often narrow. When the vehicle width is narrow, the running stability of the vehicle is likely to be impaired, particularly during curved running during high speed running. In order to ensure running stability, there are also small electric vehicles provided with a configuration such as limiting the steering during high-speed running or decelerating during steering. However, such a configuration impairs the degree of freedom and comfort of driving operation of the vehicle. In addition, when the vehicle width is large and the vehicle length is short, the running stability of the vehicle is likely to be impaired particularly during straight running during high speed running.
　以下、本開示の実施の形態について、図面を参照して詳細に説明する。 Hereinafter, embodiments of the present disclosure will be described in detail with reference to the drawings.
　図１は、車幅変更装置１１００を有する車両１０００の、キャビン１２００の平伏状態における斜視図である。車両１０００は、車幅変更装置１１００と、キャビン１２００とを有する。車両１０００の走行中は、キャビン１２００は平伏状態である。 FIG. 1 is a perspective view of a vehicle 1000 having a vehicle width changing device 1100 in a flat state of a cabin 1200. FIG. The vehicle 1000 includes a vehicle width changing device 1100 and a cabin 1200. While the vehicle 1000 is traveling, the cabin 1200 is in a flat state.
　車幅変更装置１１００は、図２を示して後述するように、車幅変更装置１１００の縦幅および横幅を変化させることができる。車幅変更装置１１００の縦幅および横幅の変化に伴い、車両１０００の縦幅（車長）および横幅（車幅）が変化する。なお、車両１０００の縦幅（車長）および横幅（車幅）は、後述する車輪を含む幅である。 The vehicle width changing device 1100 can change the vertical width and the horizontal width of the vehicle width changing device 1100 as will be described later with reference to FIG. The vertical width (vehicle length) and the horizontal width (vehicle width) of the vehicle 1000 change with changes in the vertical width and the horizontal width of the vehicle width changing device 1100. In addition, the vertical width (vehicle length) and the horizontal width (vehicle width) of the vehicle 1000 are widths including wheels to be described later.
　キャビン１２００は、乗員または荷物を格納する。キャビン１２００は、カバー１２１０と、座席１２２０と、ハンドル１２３０とを有する。 The cabin 1200 stores passengers or luggage. The cabin 1200 includes a cover 1210, a seat 1220, and a handle 1230.
　カバー１２１０は、車両１０００の運転手を外界から遮断し、車両１０００の走行時に前方からの風から運転手を保護する。一例において、カバー１２１０は、その一部または全部が透明である。透明な部分において、車両１０００の運転手の視界が確保される。カバー１２１０の材料は、これらの機能が確保される限りにおいて、特に制限されないが、例えば強化プラスチックである。 The cover 1210 blocks the driver of the vehicle 1000 from the outside world, and protects the driver from the wind from the front when the vehicle 1000 travels. In one example, the cover 1210 is partially or entirely transparent. The visibility of the driver of the vehicle 1000 is ensured in the transparent portion. The material of the cover 1210 is not particularly limited as long as these functions are ensured, but is, for example, reinforced plastic.
　座席１２２０は、車両１０００の運転手が座ることができる。図１に示した車両１０００は定員が２名であり、座席１２２０は２つ設けられている。車両１０００の定員は１名であってもよく、その場合は１つの座席１２２０が中央部に設けられてもよい。 The driver of the vehicle 1000 can sit on the seat 1220. The vehicle 1000 shown in FIG. 1 has a capacity of two people and two seats 1220 are provided. The capacity of the vehicle 1000 may be one, and in that case, one seat 1220 may be provided in the central portion.
　ハンドル１２３０は、車両１０００の運転手が車両１０００を操舵するのに使用する。一例において、ハンドル１２３０は、カバー１２１０に対して固定される。こうすると、車両１０００の運転手が車両１０００から降車する際に、ハンドル１２３０が邪魔にならないので都合が良い。ハンドル１２３０は、キャビン１２００の床に対して固定されてもよい。車両１０００が運転手による操舵を要しない自動運転車の場合には、ハンドル１２３０は省略しても構わない。 The handle 1230 is used by the driver of the vehicle 1000 to steer the vehicle 1000. In one example, the handle 1230 is fixed relative to the cover 1210. This is convenient because the handle 1230 does not get in the way when the driver of the vehicle 1000 gets off the vehicle 1000. The handle 1230 may be fixed with respect to the floor of the cabin 1200. If the vehicle 1000 is an autonomous driving vehicle that does not require steering by the driver, the handle 1230 may be omitted.
　図２は、本実施の形態による車幅変更装置１１００の構造を示す図である。図３は、車幅変更装置１１００が有する第１の車軸１１１０ａおよび第２の車軸１１１０ｂの中央部分の拡大図である。図４は、車幅変更装置１１００が有する車軸交差角度調節部３０００のブロック図を示す。 FIG. 2 is a diagram showing a structure of the vehicle width changing device 1100 according to the present embodiment. FIG. 3 is an enlarged view of a central portion of the first axle 1110a and the second axle 1110b that the vehicle width changing device 1100 has. FIG. 4 is a block diagram of the axle crossing angle adjusting unit 3000 included in the vehicle width changing device 1100.
　図２には、車幅変更装置１１００が有する第１の車軸１１１０ａと、第２の車軸１１１０ｂと、車輪１１２０ａ，１１２０ｂと、車軸交差部１１３０と、キャビン支持部１１３５とが示されている。図２において、車輪１１２０ａ，１１２０ｂは車両１０００の進行方向を向いている。 FIG. 2 shows a first axle 1110a, a second axle 1110b, wheels 1120a and 1120b, an axle intersection 1130, and a cabin support 1135 that the vehicle width changing device 1100 has. In FIG. 2, the wheels 1120 a and 1120 b face the traveling direction of the vehicle 1000.
　第１の車軸１１１０ａおよび第２の車軸１１１０ｂは、それぞれ両端に車輪１１２０ａ，１１２０ｂが接続される。そして、第２の車軸１１１０ｂは、第１の車軸１１１０ａに交差して第１の車軸１１１０ａに対して水平面内で回転可能であるように設けられる。 Wheels 1120a and 1120b are connected to both ends of first axle 1110a and second axle 1110b, respectively. The second axle 1110b is provided so as to intersect the first axle 1110a and be rotatable in a horizontal plane with respect to the first axle 1110a.
　第１の車軸１１１０ａと第２の車軸１１１０ｂとは、車軸交差部１１３０において交差し、車軸交差部１１３０において中央モータ１１４０（図４参照）に接続される。車軸交差部１１３０は、好ましくは第１の車軸１１１０ａと第２の車軸１１１０ｂの長軸方向の中心部分に設けられる。 The first axle 1110a and the second axle 1110b intersect at an axle intersection 1130 and are connected to a central motor 1140 (see FIG. 4) at the axle intersection 1130. The axle crossing portion 1130 is preferably provided at a central portion in the major axis direction of the first axle 1110a and the second axle 1110b.
　中央モータ１１４０は、第１の車軸１１１０ａおよび第２の車軸１１１０ｂを回転させて、第１の車軸１１１０ａおよび第２の車軸１１１０ｂが交差する角度θを調節する。角度θは、中央モータ１１４０の駆動により増減する。角度θが小さくなると、車幅変更装置１１００の縦幅が広がり、車両１０００の横幅が狭まる。角度θが大きくなると、車幅変更装置１１００の横幅が広がり、車両１０００の縦幅が狭まる。角度θを変化させることにより、車幅変更装置１１００および車両１０００の縦幅および横幅を変化させることができる。 The central motor 1140 rotates the first axle 1110a and the second axle 1110b to adjust the angle θ at which the first axle 1110a and the second axle 1110b intersect. The angle θ is increased or decreased by driving the central motor 1140. When the angle θ decreases, the vertical width of the vehicle width changing device 1100 increases and the horizontal width of the vehicle 1000 decreases. As the angle θ increases, the lateral width of the vehicle width changing device 1100 increases and the vertical width of the vehicle 1000 decreases. By changing the angle θ, the vertical width and the horizontal width of the vehicle width changing device 1100 and the vehicle 1000 can be changed.
　一例において、第１の車軸１１１０ａと中央モータ１１４０とが第１のギア機構（図示せず）を介して接続され、第２の車軸１１１０ｂと中央モータ１１４０とが第２のギア機構（図示せず）を介して接続される。中央モータ１１４０が第１の車軸１１１０ａをキャビン１２００に対してθ／２だけ回転させ、第２の車軸１１１０ｂをキャビン１２００に対して第１の車軸１１１０ａの回転方向と反対方向にθ／２だけ回転させる。なお、例えば、第１の車軸１１１０ａと中央モータ１１４０とが固定されており、中央モータ１１４０の駆動により、第２の車軸１１１０ｂが回転する構成であってもよい。この場合は、第２の車軸１１１０ｂをθだけ回転させればよい。 In one example, the first axle 1110a and the central motor 1140 are connected via a first gear mechanism (not shown), and the second axle 1110b and the central motor 1140 are connected to a second gear mechanism (not shown). ). The central motor 1140 rotates the first axle 1110a with respect to the cabin 1200 by θ / 2, and the second axle 1110b rotates with respect to the cabin 1200 by θ / 2 in a direction opposite to the rotation direction of the first axle 1110a. Let For example, the first axle 1110a and the central motor 1140 may be fixed, and the second axle 1110b may be rotated by driving the central motor 1140. In this case, the second axle 1110b may be rotated by θ.
　一例において、車輪１１２０ａ，１１２０ｂは、それぞれ第１の車軸１１１０ａおよび第２の車軸１１１０ｂと、インホイールモータを介して接続される。当該インホイールモータは、車輪１１２０ａ，１１２０ｂを回転駆動することにより車両１０００を推進する。インホイールモータを使用することにより、車輪１１２０ａ，１１２０ｂを個別に駆動することができ、曲線走行時における車両１０００の走行安定性を確保することができる。また、車両１０００の停車時にインホイールモータを回生ブレーキとして動作させることにより、車輪１１２０ａ，１１２０ｂに車両１０００を制動するためのブレーキディスクを別途設ける必要がなくなり、車両１０００を軽量化することができる。 In one example, the wheels 1120a and 1120b are connected to the first axle 1110a and the second axle 1110b, respectively, via an in-wheel motor. The in-wheel motor propels the vehicle 1000 by rotationally driving the wheels 1120a and 1120b. By using the in-wheel motor, the wheels 1120a and 1120b can be individually driven, and traveling stability of the vehicle 1000 during curved traveling can be ensured. Further, by operating the in-wheel motor as a regenerative brake when the vehicle 1000 is stopped, it is not necessary to separately provide a brake disc for braking the vehicle 1000 on the wheels 1120a and 1120b, and the vehicle 1000 can be reduced in weight.
　車輪１１２０ａ，１１２０ｂは、それぞれ第１の車軸１１１０ａおよび第２の車軸１１１０ｂの端部に設けられた回転中心の周りに角度を変更可能に設けられる。一例において、第１の車軸１１１０ａおよび第２の車軸１１１０ｂの両端部にアクチュエータが設けられる。車両１０００の直線走行時は、車輪１１２０ａ，１１２０ｂを車両１０００の進行方向を向くように、アクチュエータが車輪１１２０ａ，１１２０ｂの角度を変更する。車両１０００の曲線走行時は、車両の車輪１１２０ａ，１１２０ｂの回転軸の延長が車両１０００の走行軌跡の曲率中心を通るように、アクチュエータが車輪１１２０ａ，１１２０ｂの角度を個別に変更する。アクチュエータに代えて、車輪１１２０ａ，１１２０ｂが一定の方向を向くように、中央モータ１１４０の駆動に連動して車輪１１２０ａ，１１２０ｂの角度を変更するギア機構を有してもよい。 Wheels 1120a and 1120b are provided such that the angles can be changed around the rotation centers provided at the ends of the first axle 1110a and the second axle 1110b, respectively. In one example, actuators are provided at both ends of the first axle 1110a and the second axle 1110b. When the vehicle 1000 travels in a straight line, the actuator changes the angles of the wheels 1120a and 1120b so that the wheels 1120a and 1120b face the traveling direction of the vehicle 1000. When the vehicle 1000 travels in a curved line, the actuator individually changes the angles of the wheels 1120a and 1120b so that the extension of the rotation shafts of the wheels 1120a and 1120b of the vehicle passes through the center of curvature of the travel locus of the vehicle 1000. Instead of the actuator, a gear mechanism may be provided that changes the angles of the wheels 1120a and 1120b in conjunction with the driving of the central motor 1140 so that the wheels 1120a and 1120b are directed in a certain direction.
　一例において、車両１０００の停車時には、アクチュエータは、車輪１１２０ａ，１１２０ｂの向きを、車両１０００の横幅方向に向ける。こうすると、車両１０００の停車時に、車両１０００が横幅方向に移動することができ、特に縦列駐車の際に、より狭いスペースに車両１０００を容易に駐車することができる。 In one example, when the vehicle 1000 is stopped, the actuator directs the directions of the wheels 1120a and 1120b in the lateral width direction of the vehicle 1000. If it carries out like this, when the vehicle 1000 stops, the vehicle 1000 can move to a horizontal width direction, and when carrying out parallel parking especially, the vehicle 1000 can be parked easily in a narrower space.
　一例において、車輪１１２０ａ，１１２０ｂは、空気タイヤで構成される。こうすると、車両１０００の他の車両または障害物への衝突時に、車輪１１２０ａ，１１２０ｂが衝突のキャビン１２００への衝撃を緩和するバンパーとして働き、車両１０００の安全性を高めることができる。 In one example, the wheels 1120a and 1120b are composed of pneumatic tires. In this way, when the vehicle 1000 collides with another vehicle or an obstacle, the wheels 1120a and 1120b function as bumpers that reduce the impact of the collision on the cabin 1200, and the safety of the vehicle 1000 can be improved.
　一例において、キャビン１２００の底面の一部が、第１の車軸１１１０ａ上に設けられた第１の摺動面（図示せず）および第２の車軸１１１０ｂ上に設けられた第２の摺動面（図示せず）において面接触する。キャビン１２００は、第１の摺動面および第２の摺動面の上で、摺動可能に支持される。そして、中央モータ１１４０を駆動して、第１の車軸１１１０ａおよび第２の車軸１１１０ｂが交差する角度θを大きくし、キャビン１２００を第１の車軸１１１０ａおよび第２の車軸１１１０ｂに対して摺動させる。こうすると、キャビン１２００の前部を第１の車軸１１１０ａおよび第２の車軸１１１０ｂの上部から車軸１１１０ａおよび第２の車軸１１１０ｂの間に移動させることにより、キャビン１２００を平伏状態から起立状態に遷移させることができる（図８参照）。また、中央モータ１１４０を駆動して、第１の車軸１１１０ａおよび第２の車軸１１１０ｂが交差する角度θを小さくし、キャビン１２００を第１の車軸１１１０ａおよび第２の車軸１１１０ｂに対して摺動させる。こうすると、キャビン１２００の前部を第１の車軸１１１０ａおよび第２の車軸１１１０ｂの間からそれらの上部に移動させることにより、キャビン１２００を起立状態から平伏状態に遷移させることができる。したがって、キャビン１２００を平伏状態から起立状態に遷移させるために独立したモータを有する必要がなく、車両１０００の構成を簡素化することができる。第１の摺動面および第２の摺動面は、第１の車軸１１１０ａおよび第２の車軸１１１０ｂに設けられた切欠部（図示せず）の表面を、例えばフッ素樹脂加工することにより形成する。面接触に代えて、第１の車軸１１１０ａおよび第２の車軸１１１０ｂの上部にベアリングを設け、そのベアリングを介してキャビン１２００が底面において第１の車軸１１１０ａおよび第２の車軸１１１０ｂに点接触あるいは線接触してもよい。 In one example, a part of the bottom surface of the cabin 1200 includes a first sliding surface (not shown) provided on the first axle 1110a and a second sliding surface provided on the second axle 1110b. Surface contact occurs (not shown). The cabin 1200 is slidably supported on the first sliding surface and the second sliding surface. Then, the central motor 1140 is driven to increase the angle θ at which the first axle 1110a and the second axle 1110b intersect, and the cabin 1200 is slid with respect to the first axle 1110a and the second axle 1110b. . Thus, the cabin 1200 is shifted from the flat state to the standing state by moving the front part of the cabin 1200 from the upper part of the first axle 1110a and the second axle 1110b to the axle 1110a and the second axle 1110b. (See FIG. 8). Further, the central motor 1140 is driven to reduce the angle θ at which the first axle 1110a and the second axle 1110b intersect, and the cabin 1200 is slid with respect to the first axle 1110a and the second axle 1110b. . In this way, the cabin 1200 can be shifted from the standing state to the flat state by moving the front part of the cabin 1200 from between the first axle 1110a and the second axle 1110b to the upper part thereof. Therefore, it is not necessary to have an independent motor for causing the cabin 1200 to transition from the flat state to the standing state, and the configuration of the vehicle 1000 can be simplified. The first sliding surface and the second sliding surface are formed by processing, for example, fluororesin on the surfaces of notches (not shown) provided on the first axle 1110a and the second axle 1110b. . Instead of surface contact, bearings are provided on the upper portions of the first axle 1110a and the second axle 1110b, and the cabin 1200 is point-contacted or lined with the first axle 1110a and the second axle 1110b on the bottom surface via the bearings. You may touch.
　キャビン支持部１１３５は、上部に搭載されるキャビン１２００を支持する。キャビン支持部１１３５は、上部においてキャビン１２００を支持する限りにおいて、その構造に制限はなく、例えば、キャビン支持部１１３５は、キャビン１２００の底部に設けられた凸部を摺動可能に受容する貫通孔１１３２ａ，１１３２ｂ（図３参照）である。車軸交差部１１３０の上部とキャビン１２００の底面とが接する場合、例えば接する面をフッ素樹脂加工することにより、または車軸交差部１１３０の上部に設けられたベアリングを介して、互いに滑動可能であるように形成する。 The cabin support part 1135 supports the cabin 1200 mounted on the upper part. The structure of the cabin support portion 1135 is not limited as long as it supports the cabin 1200 at the upper portion. For example, the cabin support portion 1135 has a through hole that slidably receives a convex portion provided at the bottom of the cabin 1200. 1132a and 1132b (see FIG. 3). When the upper portion of the axle crossing portion 1130 and the bottom surface of the cabin 1200 are in contact with each other, for example, the contacted surface can be slid with each other by processing a fluororesin or via a bearing provided on the upper portion of the axle crossing portion 1130. Form.
　一例において、キャビン支持部１１３５は、平伏状態のキャビン１２００を落ちないように支えて固定するロック部材（図示せず）を有する。こうすると、例えば車両１０００の走行中に第１の車軸１１１０ａおよび第２の車軸１１１０ｂが交差する角度θが変化しても、キャビン１２００を平伏状態に維持することができる。 In one example, the cabin support 1135 has a lock member (not shown) that supports and fixes the flat cabin 1200 so as not to fall. In this way, for example, even when the angle θ at which the first axle 1110a and the second axle 1110b intersect while the vehicle 1000 is traveling, the cabin 1200 can be maintained in a flat state.
　図３に示すように、一例において、第１の車軸１１１０ａおよび第２の車軸１１１０ｂは、同一形状を有する。第１の車軸１１１０ａおよび第２の車軸１１１０ｂは、それぞれ中央部分に円環形状の台座部１１３０ａおよび台座部１１３０ｂを有する。台座部１１３０ａおよび台座部１１３０ｂの中心部分には、キャビン１２００の底部に設けられた凸部を摺動可能に受容するために、それぞれ円環の中心軸に沿って貫通孔１１３２ａおよび貫通孔１１３２ｂが設けられている。 As shown in FIG. 3, in one example, the first axle 1110a and the second axle 1110b have the same shape. The first axle 1110a and the second axle 1110b have an annular pedestal 1130a and pedestal 1130b, respectively, at the center. In the central part of the pedestal part 1130a and the pedestal part 1130b, a through-hole 1132a and a through-hole 1132b are respectively provided along the central axis of the ring to slidably receive the convex part provided at the bottom of the cabin 1200. Is provided.
　第１の車軸１１１０ａの台座部１１３０ａの上部には、上下をひっくり返した第２の車軸１１１０ｂの台座部１１３０ｂが嵌合するように、窪みが設けられる。上下をひっくり返した第２の車軸１１１０ｂの台座部１１３０ｂの下部にも、同様に第１の車軸１１１０ａの台座部１１３０ａが嵌合するように、窪みが設けられる。 A recess is provided on the upper portion of the pedestal portion 1130a of the first axle 1110a so that the pedestal portion 1130b of the second axle 1110b turned upside down is fitted. A recess is provided in the lower portion of the pedestal portion 1130b of the second axle 1110b turned upside down so that the pedestal portion 1130a of the first axle 1110a is similarly fitted.
　台座部１１３０ａ，１１３０ｂの上面部は、互いに滑動可能であるように形成される。台座部１１３０ａ，１１３０ｂの側面部と窪みの側面部１１３４ａ，１１３４ｂとも、互いに滑動可能であるように形成される。例えば、当該上面部および側面部をフッ素樹脂加工することにより、互いに滑動可能であるように形成する。また、台座部１１３０ａ，１１３０ｂの上表面にボールベアリングを設け、そのボールベアリングを介して台座部１１３０ａ，１１３０ｂを互いに滑動可能であるように接続してもよい。 The upper surface portions of the pedestal portions 1130a and 1130b are formed so as to be slidable with respect to each other. The side surface portions of the pedestal portions 1130a and 1130b and the side surface portions 1134a and 1134b of the depressions are formed to be slidable with respect to each other. For example, the upper surface portion and the side surface portion are formed so as to be slidable with each other by processing a fluororesin. Further, ball bearings may be provided on the upper surfaces of the pedestal portions 1130a and 1130b, and the pedestal portions 1130a and 1130b may be connected to be slidable with each other via the ball bearings.
　第１の車軸１１１０ａおよび第２の車軸１１１０ｂは、必ずしも同一形状を有さなくてもよい。例えば、第１の車軸１１１０ａの中心部に貫通孔１１３２ａに代えて凸部（図示せず）を設け、第２の車軸１１１０ｂの貫通孔１１３２ｂが当該凸部を摺動可能に受容してもよい。さらに、キャビン１２００の底部に凹部を設け、当該凹部がさらに当該凸部を摺動可能に受容してもよい。この場合、当該凸部が、キャビン支持部１１３５として働く。 The first axle 1110a and the second axle 1110b do not necessarily have the same shape. For example, a convex portion (not shown) may be provided at the center of the first axle 1110a instead of the through hole 1132a, and the through hole 1132b of the second axle 1110b may be slidably received. . Further, a recess may be provided at the bottom of the cabin 1200, and the recess may further receive the protrusion so as to be slidable. In this case, the convex portion functions as the cabin support portion 1135.
　図４に示すように、車軸交差角度調節部３０００は、第１の車軸１１１０ａおよび第２の車軸１１１０ｂが交差する角度θを調節する。車軸交差角度調節部３０００は、中央モータ１１４０および中央モータ制御部３０１０を有する。 As shown in FIG. 4, the axle crossing angle adjusting unit 3000 adjusts the angle θ at which the first axle 1110a and the second axle 1110b intersect. The axle crossing angle adjusting unit 3000 includes a central motor 1140 and a central motor control unit 3010.
　中央モータ制御部３０１０は、中央モータ１１４０の駆動を制御する。中央モータ制御部３０１０は、中央モータ１１４０を制御できる限りにおいて、その構成に特に制限はなく、例えば車載コンピュータである。 Central motor control unit 3010 controls driving of central motor 1140. The central motor control unit 3010 is not particularly limited in its configuration as long as the central motor 1140 can be controlled, and is, for example, an in-vehicle computer.
　一例において、中央モータ制御部３０１０は、中央モータ１１４０をショートブレーキとして動作させる。これにより、車両１０００の衝突時に、衝突による衝撃力が吸収されるように中央モータ１１４０が第１の車軸１１１０ａおよび第２の車軸１１１０ｂに抗力を加えることができる。また、車両１０００の停車時に、第１の車軸１１１０ａ、第２の車軸１１１０ｂおよびキャビン支持部１１３５により支持されているキャビン１２００の起立動作の速度を低下させることができる。 In one example, the central motor control unit 3010 operates the central motor 1140 as a short brake. Thereby, at the time of the collision of the vehicle 1000, the central motor 1140 can apply a drag force to the first axle 1110a and the second axle 1110b so that the impact force due to the collision is absorbed. Further, when the vehicle 1000 is stopped, the speed of the standing operation of the cabin 1200 supported by the first axle 1110a, the second axle 1110b, and the cabin support portion 1135 can be reduced.
　車両位置検出部３０２０は、車両の位置を検出する。車両位置検出部３０２０は、車両の位置を検出することができる限りにおいて、その構成に特に制限はなく、例えば公知のＧＰＳ（Ｇｌｏｂａｌ　Ｐｏｓｉｔｉｏｎｉｎｇ　Ｓｙｓｔｅｍ）装置である。 Vehicle position detection unit 3020 detects the position of the vehicle. The vehicle position detection unit 3020 is not particularly limited in its configuration as long as the position of the vehicle can be detected. For example, the vehicle position detection unit 3020 is a known GPS (Global Positioning System) device.
　地図情報保持部３０３０は、地図情報を保持する。地図情報保持部３０３０は、地図情報を保持することができる限りにおいて、その構成に特に制限はなく、例えば公知のカーナビゲーションシステムである。 The map information holding unit 3030 holds map information. The map information holding unit 3030 is not particularly limited in its configuration as long as map information can be held, and is a known car navigation system, for example.
　一例において、中央モータ制御部３０１０は、車両位置検出部３０２０から車両の位置を示す情報の入力を受け付け、地図情報保持部３０３０から地図情報の入力を受け付ける。次いで、中央モータ制御部３０１０は、当該位置と、当該地図情報に基づいて、車両１０００が直線走行するか曲線走行するかを予測する。中央モータ制御部３０１０は、車両１０００の高速走行時において、車両１０００が直線走行すると予測した場合、車幅変更装置１１００の縦幅を広げるように中央モータ１１４０の駆動を制御する。こうすると、特に車両１０００の自動運転時または半自動運転時において、直線走行する車両１０００の走行安定性を高めることができる。中央モータ制御部３０１０は、車両１０００の高速走行時において、車両１０００が曲線走行すると予測した場合、車幅変更装置１１００の横幅を広げるように中央モータ１１４０の駆動を制御する。こうすると、特に車両１０００の自動運転時または半自動運転時において、曲線走行する車両１０００の走行安定性を高めることができる。 In one example, the central motor control unit 3010 receives input of information indicating the position of the vehicle from the vehicle position detection unit 3020, and receives input of map information from the map information holding unit 3030. Next, the central motor control unit 3010 predicts whether the vehicle 1000 travels in a straight line or a curve based on the position and the map information. The central motor control unit 3010 controls the driving of the central motor 1140 so as to widen the vertical width of the vehicle width changing device 1100 when the vehicle 1000 is predicted to travel in a straight line when the vehicle 1000 is traveling at high speed. In this way, it is possible to improve the running stability of the vehicle 1000 that travels in a straight line, particularly during the automatic operation or semi-automatic operation of the vehicle 1000. The central motor control unit 3010 controls the driving of the central motor 1140 so as to widen the lateral width of the vehicle width changing device 1100 when the vehicle 1000 is predicted to travel in a curved line when the vehicle 1000 is traveling at high speed. In this way, it is possible to improve the running stability of the vehicle 1000 that travels in a curved line, particularly during the automatic operation or semi-automatic operation of the vehicle 1000.
　前後方衝突検出部３０４０は、車両１０００の前方または後方における他の車両または障害物への衝突を検出または予測する。前後方衝突検出部３０４０は、車両１０００の前方または後方における他の車両または障害物への衝突を検出または予測できる限りにおいて、その構成に特に制限はない。例えば、前後方衝突検出部３０４０は、車両１０００の前方および後方に設けられた赤外線レーダーまたは超音波ソナーを含み、赤外線レーダーまたは超音波ソナーによって測定された他の車両または障害物への距離が所定の閾値以下である場合、衝突を検出する。ここで、当該所定の閾値は、衝突を検出することができる限り、任意に定めることができる。また、前後方衝突検出部３０４０は、当該赤外線レーダーまたは超音波ソナーによって測定された他の車両または障害物への距離が所定の閾値以下であり、かつ距離が減少している場合、衝突を予測する。ここで、当該所定の閾値は、衝突を予測することができる限り、任意に定めることができる。 The front / rear collision detection unit 3040 detects or predicts a collision with another vehicle or an obstacle in front of or behind the vehicle 1000. The configuration of the front-rear collision detection unit 3040 is not particularly limited as long as it can detect or predict a collision with another vehicle or an obstacle in front of or behind the vehicle 1000. For example, the front-rear collision detection unit 3040 includes infrared radar or ultrasonic sonar provided in front and rear of the vehicle 1000, and a distance to another vehicle or obstacle measured by the infrared radar or ultrasonic sonar is predetermined. If it is less than the threshold value, a collision is detected. Here, the predetermined threshold value can be arbitrarily determined as long as a collision can be detected. The front-rear collision detection unit 3040 predicts a collision when the distance to another vehicle or obstacle measured by the infrared radar or ultrasonic sonar is less than a predetermined threshold and the distance is decreased. To do. Here, the predetermined threshold value can be arbitrarily determined as long as a collision can be predicted.
　一例において、中央モータ制御部３０１０は、前後方衝突検出部３０４０から車両１０００の前方または後方における他の車両または障害物への衝突を検出したことを示す情報または当該衝突を予測したことを示す情報の入力を受け付ける。次いで、中央モータ制御部３０１０は、衝突を検出したまたは予測したと判定した場合、車幅変更装置１１００の縦幅を広げるように中央モータ１１４０の駆動を制御する。こうすると、前方または後方における他の車両または障害物への衝突によるキャビン１２００への衝撃をより緩和することができるので、車両１０００の安全性を高めることができる。 In one example, the central motor control unit 3010 is information indicating that a collision with another vehicle or an obstacle in front or rear of the vehicle 1000 is detected from the front / rear collision detection unit 3040 or information indicating that the collision is predicted. Accepts input. Next, when it is determined that the collision has been detected or predicted, the central motor control unit 3010 controls the driving of the central motor 1140 so as to increase the vertical width of the vehicle width changing device 1100. In this way, the impact on the cabin 1200 due to a collision with another vehicle or obstacle ahead or behind can be further mitigated, and thus the safety of the vehicle 1000 can be improved.
　側方衝突検出部３０５０は、車両１０００の側方における他の車両または障害物への衝突を検出または予測する。側方衝突検出部３０５０は、車両１０００の側方における他の車両または障害物への衝突を検出または予測できる限りにおいて、その構成に特に制限はない。例えば、側方衝突検出部３０５０は、車両１０００の側方に設けられた赤外線レーダーまたは超音波ソナーを含み、赤外線レーダーまたは超音波ソナーによって測定された他の車両または障害物への距離が所定の閾値以下である場合、衝突を検出する。ここで、当該所定の閾値は、衝突を検出することができる限り、任意に定めることができる。また、側方衝突検出部３０５０は、当該赤外線レーダーまたは超音波ソナーによって測定された他の車両または障害物への距離が所定の閾値以下であり、かつ距離が減少している場合、衝突を予測する。ここで、当該所定の閾値は、衝突を予測することができる限り、任意に定めることができる。 Side collision detection unit 3050 detects or predicts a collision with another vehicle or obstacle on the side of vehicle 1000. The side collision detection unit 3050 is not particularly limited in its configuration as long as a collision with another vehicle or an obstacle on the side of the vehicle 1000 can be detected or predicted. For example, the side collision detection unit 3050 includes an infrared radar or ultrasonic sonar provided on the side of the vehicle 1000, and a distance to another vehicle or obstacle measured by the infrared radar or ultrasonic sonar is predetermined. If it is below the threshold, a collision is detected. Here, the predetermined threshold value can be arbitrarily determined as long as a collision can be detected. In addition, the side collision detection unit 3050 predicts a collision when the distance to another vehicle or obstacle measured by the infrared radar or ultrasonic sonar is less than a predetermined threshold and the distance is decreased. To do. Here, the predetermined threshold value can be arbitrarily determined as long as a collision can be predicted.
　一例において、中央モータ制御部３０１０は、側方衝突検出部３０５０から車両１０００の側方における他の車両または障害物への衝突を検出したことを示す情報または当該衝突を予測したことを示す情報の入力を受け付ける。次いで、中央モータ制御部３０１０は、衝突を検出したまたは予測したと判定した場合、車幅変更装置１１００の横幅を広げるように中央モータ１１４０の駆動を制御する。こうすると、側方における他の車両または障害物への衝突によるキャビン１２００への衝撃をより緩和することがでるので、車両１０００の安全性を高めることができる。 In one example, the central motor control unit 3010 receives information indicating that a collision with another vehicle or an obstacle on the side of the vehicle 1000 from the side collision detection unit 3050 has been detected or information indicating that the collision has been predicted. Accept input. Next, when it is determined that the collision has been detected or predicted, the central motor control unit 3010 controls the driving of the central motor 1140 so as to widen the lateral width of the vehicle width changing device 1100. In this way, the impact on the cabin 1200 due to a collision with another vehicle or an obstacle on the side can be further reduced, so that the safety of the vehicle 1000 can be improved.
　横風検出部３０６０は、横風の強度を検出する。横風検出部３０６０は、横風の強度を検出できる限りにおいて、その構成に特に制限はない。例えば、横風検出部３０６０は、車両の前方、側方、および後方に設けられた圧力計を含み、それらの圧力計の値に基づいて、横風の強度を検出する。 The cross wind detection unit 3060 detects the strength of the cross wind. The configuration of the cross wind detection unit 3060 is not particularly limited as long as the cross wind intensity can be detected. For example, the crosswind detection unit 3060 includes pressure gauges provided at the front, side, and rear of the vehicle, and detects the strength of the crosswind based on the values of these pressure gauges.
　一例において、中央モータ制御部３０１０は、横風検出部３０６０から、横風の強度を示す情報の入力を受け付ける。次いで、中央モータ制御部３０１０は、横風の強度が所定の閾値以上であると判定した場合に、強い横風を検出したと判断し、車幅変更装置１１００の横幅を広げるように中央モータ１１４０の駆動を制御する。ここで、当該所定の閾値は、強い横風を検出することができる限り、任意に定めることができる。こうすると、強い横風が吹いている場合であっても、車両１０００の走行安全性を高めることができる。 In one example, the central motor control unit 3010 receives input of information indicating the strength of the cross wind from the cross wind detection unit 3060. Next, when the central motor control unit 3010 determines that the cross wind intensity is equal to or greater than a predetermined threshold, the central motor control unit 3010 determines that a strong cross wind has been detected, and drives the central motor 1140 so as to increase the lateral width of the vehicle width changing device 1100. To control. Here, the predetermined threshold value can be arbitrarily determined as long as a strong cross wind can be detected. In this way, even when a strong crosswind is blowing, the traveling safety of the vehicle 1000 can be improved.
　速度検出部３０７０は、車両の走行速度を検出する。速度検出部３０７０は、車両の走行速度を検出することができる限りにおいて、その構成に特に制限はなく、例えば車輪１１２０ａ，１１２０ｂの回転速度から車両の走行速度を検出する速度計である。 Speed detector 3070 detects the traveling speed of the vehicle. The speed detection unit 3070 is not particularly limited in its configuration as long as the travel speed of the vehicle can be detected. For example, the speed detection unit 3070 is a speedometer that detects the travel speed of the vehicle from the rotational speeds of the wheels 1120a and 1120b.
　一例において、中央モータ制御部３０１０は、速度検出部３０７０から車両１０００の速度を示す情報の入力を受け付ける。次いで、中央モータ制御部３０１０は、車両１０００の速度に基づいて、車両１０００の高速走行時か否かを判定する。例えば、中央モータ制御部３０１０は、車両１０００の速度が所定の速度より高い場合、車両１０００の高速走行時と判定する。 In one example, the central motor control unit 3010 receives input of information indicating the speed of the vehicle 1000 from the speed detection unit 3070. Next, central motor control unit 3010 determines whether or not vehicle 1000 is traveling at a high speed based on the speed of vehicle 1000. For example, the central motor control unit 3010 determines that the vehicle 1000 is traveling at a high speed when the speed of the vehicle 1000 is higher than a predetermined speed.
　操舵角検出部３０８０は、車両１０００の操舵角を検出する。操舵角検出部３０８０は、車両１０００の操舵角を検出できる限りにおいて、その構成に特に制限はなく、ハンドル１２３０に設けられた操舵角センサである。 Steering angle detection unit 3080 detects the steering angle of the vehicle 1000. As long as the steering angle of the vehicle 1000 can be detected, the configuration of the steering angle detection unit 3080 is not particularly limited, and is a steering angle sensor provided on the handle 1230.
　一例において、中央モータ制御部３０１０は、操舵角検出部３０８０から車両１０００の操舵角を示す情報の入力を受け付け、当該操舵角に基づき、車両１０００が直線走行しているか曲線走行しているかを判定する。次いで、中央モータ制御部３０１０は、車両１０００の高速走行時において、車両１０００が直線走行していると判定した場合、車幅変更装置１１００の縦幅を広げるように中央モータ１１４０の駆動を制御する。こうすると、直線走行する車両１０００の走行安定性を高めることができる。また、中央モータ制御部３０１０は、車両１０００の高速走行時において、車両１０００が曲線走行していると判定した場合、車幅変更装置１１００の横幅を広げるように中央モータ１１４０の駆動を制御する。こうすると、曲線走行する車両１０００の走行安定性を高めることができる。 In one example, the central motor control unit 3010 receives input of information indicating the steering angle of the vehicle 1000 from the steering angle detection unit 3080, and determines whether the vehicle 1000 is traveling straight or curved based on the steering angle. To do. Next, the central motor control unit 3010 controls the driving of the central motor 1140 so as to widen the vertical width of the vehicle width changing device 1100 when it is determined that the vehicle 1000 is traveling in a straight line when the vehicle 1000 is traveling at high speed. . This can improve the running stability of the vehicle 1000 that travels in a straight line. Further, central motor control unit 3010 controls driving of central motor 1140 so as to increase the lateral width of vehicle width changing device 1100 when it is determined that vehicle 1000 is traveling in a curved line when vehicle 1000 is traveling at a high speed. In this way, traveling stability of the vehicle 1000 traveling in a curve can be improved.
　一例において、車両１０００が直線走行する場合、中央モータ制御部３０１０は、車両１０００の速度に応じて、車両１０００の車幅を変化させる。こうすると、直線走行する車両１０００の走行安定性を高めることができる。 In one example, when the vehicle 1000 travels linearly, the central motor control unit 3010 changes the vehicle width of the vehicle 1000 according to the speed of the vehicle 1000. This can improve the running stability of the vehicle 1000 that travels in a straight line.
　一例において、中央モータ制御部３０１０は、車両１０００のアクセルペダル（図示せず）の踏下状態に応じて、車両１０００の車幅を変化させる。こうすると、車両１０００がアクセルペダルの踏下に応答して加速を始める前に車両１０００の車幅を変化させることができるので、車両１０００の走行安定性がより向上する。 In one example, the central motor control unit 3010 changes the vehicle width of the vehicle 1000 according to a stepping state of an accelerator pedal (not shown) of the vehicle 1000. In this way, the vehicle 1000 can change the vehicle width before the vehicle 1000 starts accelerating in response to the depression of the accelerator pedal, so that the running stability of the vehicle 1000 is further improved.
　一例において、中央モータ制御部３０１０は、車両１０００の速度および操舵角から、リアルタイムに最適な車幅を計算し、車両１０００の車幅が計算された車幅に一致するように、中央モータ１１４０の駆動を制御する。計算式は、実験またはシミュレーション等で適宜決定してもよい。こうすると、車両１０００の走行安定性をより向上することができる。 In one example, the central motor control unit 3010 calculates an optimal vehicle width in real time from the speed and steering angle of the vehicle 1000, and the central motor 1140 is configured so that the vehicle width of the vehicle 1000 matches the calculated vehicle width. Control the drive. The calculation formula may be appropriately determined by experiment or simulation. In this way, the running stability of the vehicle 1000 can be further improved.
　図５は、車軸交差角度調節部３０００の動作フローチャートである。ステップＳ１０１０において、中央モータ制御部３０１０は、前後方衝突検出部３０４０が前方または後方からの衝突を検出または予測したか否かを判定する。前方または後方からの衝突を検出または予測したと判定した場合（Ｓ１０１０：ＹＥＳ）、ステップＳ１０２０に進み、中央モータ制御部３０１０は、車幅変更装置１１００の縦幅を広げるまたは広げた状態を維持する。そうでない場合（Ｓ１０１０：ＮＯ）、ステップＳ１０３０に進む。 FIG. 5 is an operation flowchart of the axle crossing angle adjusting unit 3000. In step S1010, the central motor control unit 3010 determines whether the front / rear collision detection unit 3040 has detected or predicted a collision from the front or rear. When it is determined that a collision from the front or the rear is detected or predicted (S1010: YES), the process proceeds to step S1020, and the central motor control unit 3010 maintains the state in which the vertical width of the vehicle width changing device 1100 is widened or widened. . Otherwise (S1010: NO), the process proceeds to step S1030.
　ステップＳ１０３０において、中央モータ制御部３０１０は、側方衝突検出部３０５０が側方からの衝突を検出または予測したか否かを判定する。側方からの衝突を検出または予測したと判定した場合（Ｓ１０３０：ＹＥＳ）、ステップＳ１０４０に進み、中央モータ制御部３０１０は、車幅変更装置１１００の横幅を広げるまたは広げた状態を維持する。そうでない場合（Ｓ１０３０：ＮＯ）、ステップＳ１０５０に進む。 In step S1030, the central motor control unit 3010 determines whether the side collision detection unit 3050 has detected or predicted a side collision. When it is determined that a side collision has been detected or predicted (S1030: YES), the process proceeds to step S1040, and the central motor control unit 3010 maintains the state in which the lateral width of the vehicle width changing device 1100 is widened or widened. Otherwise (S1030: NO), the process proceeds to step S1050.
　ステップＳ１０５０において、中央モータ制御部３０１０は、横風検出部３０６０が強い横風を検出したか否かを判定する。強い横風を検出したと判定した場合（Ｓ１０５０：ＹＥＳ）、ステップＳ１０４０に進み、中央モータ制御部３０１０は、車幅変更装置１１００の横幅を広げるまたは広げた状態を維持する。そうでない場合（Ｓ１０５０：ＮＯ）、ステップＳ１０６０に進む。 In step S1050, the central motor control unit 3010 determines whether the cross wind detection unit 3060 has detected a strong cross wind. When it is determined that a strong cross wind has been detected (S1050: YES), the process proceeds to step S1040, and the central motor control unit 3010 widens or widens the lateral width of the vehicle width changing device 1100. Otherwise (S1050: NO), the process proceeds to step S1060.
　ステップＳ１０６０において、中央モータ制御部３０１０は、車両１０００が曲線走行しているか否かを判定する。曲線走行していると判定した場合（Ｓ１０６０：ＹＥＳ）、ステップＳ１０７０に進む。そうでない場合（Ｓ１０６０：ＮＯ）、ステップＳ１０８０に進む。 In step S1060, central motor control unit 3010 determines whether vehicle 1000 is traveling along a curve. If it is determined that the vehicle is traveling on a curve (S1060: YES), the process proceeds to step S1070. Otherwise (S1060: NO), the process proceeds to step S1080.
　ステップＳ１０７０において、中央モータ制御部３０１０は、車両１０００が高速走行中か否かを判定する。高速走行中であると判定した場合（Ｓ１０７０：ＹＥＳ）、ステップＳ１０４０に進み、中央モータ制御部３０１０は、車幅変更装置１１００の横幅を広げるまたは広げた状態を維持する。そうでない場合（Ｓ１０７０：ＮＯ）、ステップＳ１０９０に進む。 In step S1070, central motor control unit 3010 determines whether or not vehicle 1000 is traveling at a high speed. If it is determined that the vehicle is traveling at a high speed (S1070: YES), the process proceeds to step S1040, and the central motor control unit 3010 increases the lateral width of the vehicle width changing device 1100 or maintains the expanded state. Otherwise (S1070: NO), the process proceeds to step S1090.
　ステップＳ１０８０において、中央モータ制御部３０１０は、曲線走行を予測した否かを判定する。曲線走行を予測したと判定した場合（Ｓ１０８０：ＹＥＳ）、ステップＳ１０７０に進む。そうでない場合（Ｓ１０８０：ＮＯ）、ステップＳ１０９０に進む。 In step S1080, the central motor control unit 3010 determines whether or not a curve run is predicted. When it determines with having predicted curve driving | running | working (S1080: YES), it progresses to step S1070. Otherwise (S1080: NO), the process proceeds to step S1090.
　ステップＳ１０９０において、中央モータ制御部３０１０は、車両１０００が、乗員が車両１０００から乗り降り可能である乗降モードに移行するか否かを判定する。乗降モードに移行すると判定した場合（Ｓ１０９０：ＹＥＳ）、ステップＳ１０４０に進み、車幅変更装置１１００の横幅を広げるまたは広げた状態を維持する。そうでない場合（Ｓ１０９０：ＮＯ）、ステップＳ１０２０に進み、車幅変更装置１１００の縦幅を広げるまたは広げた状態を維持する。また、乗降モードに移行する際には、平伏状態のキャビン１２００を落ちないように支えて固定するロック部材（図示せず）を解除する。 In step S1090, central motor control unit 3010 determines whether or not vehicle 1000 shifts to a boarding / alighting mode in which an occupant can get on and off vehicle 1000. If it is determined to shift to the getting-on / off mode (S1090: YES), the process proceeds to step S1040, and the width of the vehicle width changing device 1100 is increased or maintained. When that is not right (S1090: NO), it progresses to step S1020 and maintains the state which extended the vertical width of the vehicle width change apparatus 1100, or was extended. Further, when shifting to the getting on / off mode, a lock member (not shown) that supports and fixes the flat cabin 1200 so as not to fall is released.
　図６Ａは、車幅変更装置１１００を有する車両１０００の、キャビン１２００の平伏状態における横面図である。図６Ｂは、車幅変更装置１１００を有する車両１０００の、キャビン１２００の平伏状態における上面図である。図６Ｃは、車幅変更装置１１００を有する車両１０００の、キャビン１２００の平伏状態における正面図である。図６Ａ～Ｃに示された車幅変更装置１１００は、縦幅が広がっている。キャビン１２００の平伏状態は、後述するキャビン１２００の起立状態よりも横に伏した状態である。 FIG. 6A is a side view of the vehicle 1200 having the vehicle width changing device 1100 in the flat state of the cabin 1200. FIG. FIG. 6B is a top view of the vehicle 1000 having the vehicle width changing device 1100 in the flat state of the cabin 1200. FIG. 6C is a front view of the vehicle 1000 having the vehicle width changing device 1100 in the flat state of the cabin 1200. The vehicle width changing apparatus 1100 shown in FIGS. 6A to 6C has an increased vertical width. The flat state of the cabin 1200 is a state in which the cabin 1200 is laid sideways relative to a standing state of the cabin 1200 described later.
　図６Ａに示される車両１０００において、車両１０００の重心は車両１０００の前側にあり、できるだけ低い位置にあるのが好ましい。こうすると、車両１０００の走行安定性がより向上する。車両１０００の重心を低くするために、第１の車軸１１１０ａおよび第２の車軸１１１０ｂは、車両１０００の中心部における高さが、第１の車軸１１１０ａおよび第２の車軸１１１０ｂの端部の高さより低くなっていてもよい。第１の車軸１１１０ａおよび第２の車軸１１１０ｂの形状を、台座部１１３０ａ，１１３０ｂの周囲に亘って下側に向かって窪ませてもよい。 6A, the center of gravity of the vehicle 1000 is on the front side of the vehicle 1000, and is preferably as low as possible. In this way, the running stability of the vehicle 1000 is further improved. In order to lower the center of gravity of the vehicle 1000, the height of the first axle 1110a and the second axle 1110b at the center of the vehicle 1000 is higher than the height of the ends of the first axle 1110a and the second axle 1110b. It may be lower. The shapes of the first axle 1110a and the second axle 1110b may be recessed downwards around the pedestals 1130a and 1130b.
　一例において、座席１２２０は、乗員が座った場合に当該乗員の重心の高さが当該乗員の足の高さと一致するように配置される。座席１２２０をこのように配置することにより、走行中の車両１０００の走行中に乗員がより楽な姿勢を維持することができる。座席１２２０の位置は、乗員により調節可能であってもよい。 In one example, the seat 1220 is arranged so that the height of the center of gravity of the occupant coincides with the height of the occupant's legs when the occupant sits. By disposing the seat 1220 in this manner, the occupant can maintain a more comfortable posture while the traveling vehicle 1000 is traveling. The position of the seat 1220 may be adjustable by the occupant.
　図７は、車幅変更装置１１００が車両１０００の横幅が広がった場合の、キャビン１２００の平伏状態における上面図である。例えば、車両１０００が高速走行時に曲線走行する場合、車幅変更装置１１００は、図７に示されたように変形する。このように車両１０００の横幅が広がることにより、曲線走行する場合や横風が強い場合等、車両１０００に横向きの力が加わる場合にも、車両１０００の走行安定性を確保することができる。 FIG. 7 is a top view of the cabin 1200 in the flat state when the width of the vehicle 1000 is increased by the vehicle width changing device 1100. For example, when the vehicle 1000 travels in a curved line when traveling at a high speed, the vehicle width changing device 1100 is deformed as shown in FIG. As described above, the lateral width of the vehicle 1000 increases, so that the traveling stability of the vehicle 1000 can be ensured even when a lateral force is applied to the vehicle 1000, such as when the vehicle travels in a curved line or when the crosswind is strong.
　図８Ａは、車幅変更装置１１００を有する車両１０００の、キャビン１２００の起立状態における横面図である。図８Ｂは、車幅変更装置１１００を有する車両１０００の、キャビン１２００の起立状態における上面図である。図８Ｃは車幅変更装置１１００を有する車両１０００の、キャビン１２００の起立状態における正面図である。図８Ｄは、車幅変更装置１１００を有する車両１０００の、キャビン１２００の起立状態における斜視図である。図８Ａに示すように、カバー１２１０は開閉可能に設けられる。簡潔を旨として、図８Ｂ～図８Ｄにおいては、カバー１２１０は省略されている。起立状態のキャビン１２００からは、乗員が乗降可能であり、荷物を出し入れ可能である。図８Ａ～図８Ｄに示された車幅変更装置１１００は、横幅が広がっている。 FIG. 8A is a lateral view of the vehicle 1000 having the vehicle width changing device 1100 in a standing state of the cabin 1200. FIG. FIG. 8B is a top view of the vehicle 1000 having the vehicle width changing device 1100 in the standing state of the cabin 1200. FIG. 8C is a front view of the vehicle 1000 having the vehicle width changing device 1100 in a standing state of the cabin 1200. FIG. 8D is a perspective view of the vehicle 1000 having the vehicle width changing device 1100 in a standing state of the cabin 1200. As shown in FIG. 8A, the cover 1210 is provided to be openable and closable. For simplicity, the cover 1210 is omitted in FIGS. 8B-8D. An occupant can get on and off from the standing cabin 1200, and can load and unload luggage. The vehicle width changing device 1100 shown in FIGS. 8A to 8D has a wider width.
　一例において、キャビン１２００の起立状態における座席１２２０は、キャビン１２００の平伏状態における座席１２２０よりも、キャビン１２００内において前方に位置する。こうすると、キャビン１２００の起立状態において、乗員は座席１２２０上で自分の体を移動させることなく、座席１２２０に降車可能である。また、乗員は、車両１０００に乗車した後に、座席１２２０上で自分の体を移動させる必要がない。 In one example, the seat 1220 in the standing state of the cabin 1200 is positioned forward in the cabin 1200 relative to the seat 1220 in the flat state of the cabin 1200. Thus, in the standing state of the cabin 1200, the occupant can get off the seat 1220 without moving his / her body on the seat 1220. In addition, the passenger does not need to move his / her body on the seat 1220 after getting on the vehicle 1000.
　図８Ｂに示されるように、キャビン１２００の起立状態においては、車幅変更装置１１００の横幅が広がっている。キャビン１２００が第１の摺動面および第２の摺動面の上で摺動可能に支持されている場合、キャビン１２００は、底面において第１の摺動面および第２の摺動面上を摺動して、平伏状態から起立状態に遷移する。中央モータ制御部３０１０が中央モータ１１４０をショートブレーキとして動作させる場合、例えばショート回路が有する抵抗の値を中央モータ制御部３０１０が調節することにより、キャビン１２００が平伏状態から起立状態に遷移する速度を調節することができる。 As shown in FIG. 8B, in the standing state of the cabin 1200, the lateral width of the vehicle width changing device 1100 is widened. When the cabin 1200 is slidably supported on the first sliding surface and the second sliding surface, the cabin 1200 moves on the first sliding surface and the second sliding surface at the bottom surface. Slide to transition from the flat state to the standing state. When the central motor control unit 3010 operates the central motor 1140 as a short brake, for example, the central motor control unit 3010 adjusts the resistance value of the short circuit so that the speed at which the cabin 1200 transitions from the flat state to the standing state is increased. Can be adjusted.
　一例において、図８Ｃに示されるように、キャビン１２００の起立状態においては、座席１２２０に座った状態の乗員の足裏の高さが、車輪１１２０ａ，１１２０ｂの接地面の高さと略同じになる。こうすると、乗員は、楽に車両１０００に乗り降りすることができる。 In one example, as shown in FIG. 8C, in the standing state of the cabin 1200, the height of the soles of the occupants sitting on the seat 1220 is substantially the same as the height of the ground contact surfaces of the wheels 1120a and 1120b. In this way, the occupant can easily get on and off the vehicle 1000.
　車幅変更装置１１００の横幅を変化させることにより、車両１０００の駐車時における駐車スペースの形状の選択自由度が広がり、駐車場をより省スペース化することができる。 By changing the width of the vehicle width changing device 1100, the degree of freedom in selecting the shape of the parking space when the vehicle 1000 is parked is increased, and the parking space can be further saved.
　車幅変更装置１１００は、電気自動車の車両１０００において、車幅変更装置１１００の横幅を独立に可変させることで、乗降時、直線走行時、曲線走行時、および駐車時のそれぞれに対して、車両１０００に最適な構造に変化させることできる。これにより、安全に走行ができて、乗降が容易であり、さらに駐車が容易である電気自動車を実現した。 The vehicle width changing device 1100 can change the width of the vehicle width changing device 1100 independently in the vehicle 1000 of an electric vehicle, so that the vehicle width changes when the vehicle gets on / off, during straight running, during curved running, and when parked. The structure can be changed to an optimum value for 1000. As a result, an electric vehicle that can travel safely, is easy to get on and off, and is easy to park is realized.
　（その他の実施形態）
　上記の実施形態においては、キャビン１２００は、第１の摺動面および第２の摺動面の上で、摺動可能に支持されている。キャビン１２００は、キャビン支持部１１３５のみで支持され、キャビン支持部１１３５に設けた他のモータによって、キャビン１２００を平伏状態と起立状態との間で遷移させてもよい。また、車両１０００の曲線走行時に、当該モータによってキャビン１２００を曲線内輪方向に傾けてもよい。 (Other embodiments)
In the above embodiment, the cabin 1200 is slidably supported on the first sliding surface and the second sliding surface. The cabin 1200 may be supported only by the cabin support portion 1135, and the cabin 1200 may be changed between the flat state and the standing state by another motor provided in the cabin support portion 1135. Further, when the vehicle 1000 is traveling in a curved line, the cabin 1200 may be tilted toward the curved inner ring by the motor.
　車両位置検出部３０２０、地図情報保持部３０３０、前後方衝突検出部３０４０、側方衝突検出部３０５０、横風検出部３０６０、速度検出部３０７０、および操舵角検出部３０８０の機能は、その一部を中央モータ制御部３０１０が実行してもよい。 The functions of the vehicle position detection unit 3020, the map information holding unit 3030, the front / rear collision detection unit 3040, the side collision detection unit 3050, the crosswind detection unit 3060, the speed detection unit 3070, and the steering angle detection unit 3080 are partially The central motor control unit 3010 may execute it.
　図５に示したフローチャートにおいては、本開示に記載の特徴を包括的に説明している。フローチャート内のステップを実行する順序を適宜入れ替えてもよく、フローチャート内のいくつかのステップを省略してもよい。 The flowchart shown in FIG. 5 comprehensively explains the features described in the present disclosure. The order of executing the steps in the flowchart may be appropriately changed, and some steps in the flowchart may be omitted.
　本発明に係る車幅変更装置は、小型電気自動車の台車として使用するのに好適である。 The vehicle width changing device according to the present invention is suitable for use as a carriage of a small electric vehicle.
１０００　　車両
１１００　　車幅変更装置
１１１０ａ　　第１の車軸
１１１０ｂ　　第２の車軸
１１２０ａ，１１２０ｂ　　車輪
１１３０　　車軸交差部
１１３０ａ，１１３０ｂ　　台座部
１１３２ａ，１１３２ｂ　　貫通孔
１１３４ａ，１１３４ｂ　　側面部
１１３５　　キャビン支持部
１１４０　　中央モータ
１２００　　キャビン
１２１０　　カバー
１２２０　　座席
１２３０　　ハンドル
３０００　　車軸交差角度調節部
３０１０　　中央モータ制御部
３０２０　　車両位置検出部
３０３０　　地図情報保持部
３０４０　　前後方衝突検出部
３０５０　　側方衝突検出部
３０６０　　横風検出部
３０７０　　速度検出部
３０８０　　操舵角検出部 1000 Vehicle 1100 Vehicle width changing device 1110a First axle 1110b Second axle 1120a, 1120b Wheel 1130 Axle intersection 1130a, 1130b Pedestal 1132a, 1132b Through hole 1134a, 1134b Side face 1135 Cabin support 1140 Central motor 1200 Cabin 1210 Cover 1220 Seat 1230 Handle 3000 Axle crossing angle adjustment unit 3010 Central motor control unit 3020 Vehicle position detection unit 3030 Map information holding unit 3040 Front / rear collision detection unit 3050 Side collision detection unit 3060 Crosswind detection unit 3070 Speed detection unit 3080 Steering angle detection Part

Claims (10)

  1. 車両の縦幅および横幅を変化させる車幅変更装置であって、
    両端に車輪が接続される第１の車軸と、
    両端に車輪が接続されるとともに、前記第１の車軸と交差して前記第１の車軸に対して水平面内で回転可能であるように設けられた第２の車軸と、
    前記第１の車軸および前記第２の車軸が交差する角度を調節する車軸交差角度調節部と、を備えた、
    車幅変更装置。     A vehicle width changing device for changing a vertical width and a horizontal width of a vehicle,
    A first axle with wheels connected to both ends;
    Wheels connected to both ends, a second axle provided so as to be able to rotate in a horizontal plane with respect to the first axle crossing the first axle;
    An axle crossing angle adjusting unit that adjusts an angle at which the first axle and the second axle intersect.
    Vehicle width change device.
  2. 前記車軸交差角度調節部は、
    前記第１の車軸および前記第２の車軸に接続され、前記第１の車軸を前記第２の車軸に対して回転させる中央モータと、
    前記中央モータの駆動を制御する中央モータ制御部と、を有する、
    請求項１に記載の車幅変更装置。     The axle crossing angle adjuster is
    A central motor connected to the first axle and the second axle for rotating the first axle relative to the second axle;
    A central motor control unit for controlling the driving of the central motor,
    The vehicle width changing device according to claim 1.
  3. 前記中央モータ制御部は、前記中央モータをショートブレーキとして動作させる、
    請求項２に記載の車幅変更装置。     The central motor control unit operates the central motor as a short brake;
    The vehicle width changing device according to claim 2.
  4. 前記中央モータ制御部は、
    前記車両の速度を示す速度情報と、前記車両の操舵角を示す情報と、の入力を受け付け、
    前記車両の速度および前記車両の操舵角に基づいて前記車両が高速走行時に直線走行すると判定した場合に、前記車両の前記縦幅を広げるように、前記中央モータの駆動を制御し、
    前記車両の速度および前記車両の前記操舵角に基づいて前記車両が高速走行時に曲線走行すると判定した場合に、前記車両の前記横幅を広げるように、前記中央モータの駆動を制御する、
    請求項２または３に記載の車幅変更装置。     The central motor controller is
    Receiving input of speed information indicating the speed of the vehicle and information indicating a steering angle of the vehicle;
    When it is determined that the vehicle travels linearly at high speed based on the speed of the vehicle and the steering angle of the vehicle, the drive of the central motor is controlled to widen the vertical width of the vehicle,
    Controlling the driving of the central motor so as to widen the lateral width of the vehicle when it is determined that the vehicle travels in a curved line at a high speed based on the speed of the vehicle and the steering angle of the vehicle;
    The vehicle width changing device according to claim 2 or 3.
  5. 前記中央モータ制御部は、
    前記車両の位置を示す情報と、地図情報と、前記車両の速度を示す速度情報と、を受け付け、
    前記車両の位置、前記地図情報、および前記速度情報に基づいて前記車両が高速走行時に直線走行すると予測した場合に、前記車両の前記縦幅を広げるように、前記中央モータの駆動を制御し、
    前記車両の位置、前記地図情報、および前記速度情報に基づいて前記車両が高速走行時に曲線走行すると判定した場合に、前記車両の前記横幅を広げるように、前記中央モータの駆動を制御する、
    請求項２または３に記載の車幅変更装置。     The central motor controller is
    Receiving information indicating the position of the vehicle, map information, and speed information indicating the speed of the vehicle;
    When the vehicle is predicted to travel straight during high speed travel based on the vehicle position, the map information, and the speed information, the drive of the central motor is controlled to widen the vertical width of the vehicle,
    Controlling the driving of the central motor so as to widen the lateral width of the vehicle when it is determined that the vehicle travels in a curved line during high speed traveling based on the position of the vehicle, the map information, and the speed information;
    The vehicle width changing device according to claim 2 or 3.
  6. 前記中央モータ制御部は、
    前記車両の前方または後方における他の車両または障害物への衝突を検出したことを示す情報または前記衝突を予測したことを示す情報の入力を受け付け、
    前記車両の前方または後方における前記他の車両または前記障害物への衝突が検出または予測された場合に、前記車両の前記縦幅を広げるように、前記中央モータの駆動を制御する、
    請求項２または３に記載の車幅変更装置。     The central motor controller is
    Accepting input of information indicating that a collision with another vehicle or an obstacle in front of or behind the vehicle has been detected or information indicating that the collision has been predicted,
    Controlling the driving of the central motor so as to widen the vertical width of the vehicle when a collision with the other vehicle or the obstacle in front or behind the vehicle is detected or predicted;
    The vehicle width changing device according to claim 2 or 3.
  7. 前記中央モータ制御部は、
    前記車両の側方における他の車両または障害物への衝突を検出したことを示す情報または前記衝突を予測したことを示す情報の入力を受け付け、
    前記車両の側方における前記他の車両または前記障害物への衝突が検出または予測された場合に、前記車両の前記横幅を広げるように、前記中央モータの駆動を制御する、
    請求項２または３に記載の車幅変更装置。     The central motor controller is
    Receiving information indicating that a collision with another vehicle or an obstacle on the side of the vehicle has been detected or information indicating that the collision has been predicted;
    Controlling the driving of the central motor to widen the lateral width of the vehicle when a collision with the other vehicle or the obstacle on the side of the vehicle is detected or predicted;
    The vehicle width changing device according to claim 2 or 3.
  8. 前記中央モータ制御部は、
    横風の強度を示す情報の入力を受け付け、
    前記横風の強度が所定の閾値以上であると判定した場合に、前記車両の前記横幅を広げるように、前記中央モータの駆動を制御する、
    請求項２または３に記載の車幅変更装置。     The central motor controller is
    Accepts input of information indicating crosswind strength,
    Controlling the driving of the central motor to widen the lateral width of the vehicle when it is determined that the intensity of the lateral wind is equal to or greater than a predetermined threshold;
    The vehicle width changing device according to claim 2 or 3.
  9. 請求項１から８のいずれかに記載の車幅変更装置と、
    乗員または荷物を格納するキャビンと、を備え、
    前記キャビンは、起立状態と、前記起立状態よりも横に伏した平伏状態と、の間を遷移可能である、
    車両。     The vehicle width changing device according to any one of claims 1 to 8,
    A cabin for storing passengers or luggage,
    The cabin is capable of transitioning between an upright state and a flat state lying sideways than the upright state.
    vehicle.
  10. 前記キャビンは、前記第１の車軸上に設けられた第１の摺動面と、前記第２の車軸上に設けられた第２の摺動面との上で摺動可能に支持されている、
    請求項９に記載の車両。     The cabin is slidably supported on a first sliding surface provided on the first axle and a second sliding surface provided on the second axle. ,
    The vehicle according to claim 9.
PCT/JP2017/006273 2016-03-28 2017-02-21 Vehicle dimension altering device and vehicle WO2017169292A1 (en)

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JP2016-063534 2016-03-28
JP2016063534 2016-03-28
JP2017-025828 2017-02-15
JP2017025828A JP2017178305A (en) 2016-03-28 2017-02-15 Vehicle width changing device and vehicle

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