JP2007230393A - Vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle capable of avoiding the contact or the risk of the contact with the other vehicle and a body by deforming the body accompanied by the inclination of the vehicle body of the other vehicle body in the vehicle provided with the body traveling in cooperation with the other vehicle turned while inclining the vehicle body and covering the vehicle body of the other vehicle body. <P>SOLUTION: When the turning information of an occupant vehicle 10 is received by an information communication device 154, the body 111 is deformed by a body deformation device 153 (C actuator 153C) based on the received turning information. Thereby, even if traveling in cooperation with the occupant vehicle 10 turned while inclining an occupant part 11 so as to accomplish the enhancement of turning performance, the contact of the occupant part 11 and the body 111 or fear of the contact can be avoided by deforming the body accompanied by the inclination of the vehicle body occupant part 11 of the occupant vehicle 10. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a vehicle including a body that travels in conjunction with another vehicle that turns with the vehicle body tilted and covers the vehicle body of the other vehicle, and in particular, by deforming the body as the vehicle body of the other vehicle is inclined. Further, the present invention relates to a vehicle capable of avoiding contact or fear of contact between another vehicle and the body.

  In recent years, in view of the problem of depletion of energy resources, there has been a strong demand for fuel saving of vehicles. Therefore, various studies for reducing fuel consumption by reducing the size of vehicles have been conducted. For example, as disclosed in Japanese Patent Application Laid-Open No. 2005-145296, it can be said that the configuration in which the vehicle is configured as a single-seat two-wheeled vehicle is the most efficient in terms of fuel saving by reducing the size of the vehicle.

  However, a vehicle that has been downsized to reduce fuel consumption is lightweight and has a narrow wheel tread width, so the turning inner wheel side tends to float due to centrifugal force during turning, and if the vehicle does not decelerate sufficiently, the vehicle rolls over. .

  Therefore, the inventor of the present application has reached a technology that uses a structure in which an occupant part on which an occupant gets in is inclined toward the turning inner wheel (however, not known at the time of filing this application). According to this technique, the center of gravity position of the vehicle can be moved to the turning inner wheel side by inclining the occupant riding the occupant portion toward the turning inner wheel side, and accordingly, the resistance force against the centrifugal force is increased accordingly. Thus, it is possible to prevent the turning inner ring from floating up.

  By the way, it can be said that a single-seater vehicle is the most efficient for reducing fuel consumption by downsizing the vehicle. On the other hand, for example, when two people go out, each single-seat vehicle must be operated. It can be said that it is extremely complicated. For this reason, a technique has been developed in which two or more vehicles are linked and run together to link each of the vehicles (however, not known at the time of filing this application).

Therefore, the inventor of the present application has devised a method for overcoming the occupant from damages such as wind and rain by using the technology to run a vehicle equipped with a body for protecting the occupant.
JP 2005-145296 A

  However, in this case, if the above-described technique (a structure in which the occupant part is inclined toward the turning inner ring side) is employed to prevent the turning inner wheel from being lifted, the occupant riding on the occupant part may come into contact with the body. There was a problem that there was.

  The present invention has been made to solve the above-described problems, and relates to a vehicle including a body that travels in conjunction with another vehicle that turns with the vehicle body tilted and covers the vehicle body of the other vehicle. It is an object of the present invention to provide a vehicle capable of avoiding the contact between the other vehicle and the body or the risk of contact by deforming the body with the inclination of the vehicle body.

  In order to solve this object, a vehicle according to claim 1 travels in association with another vehicle that turns with the vehicle body tilted, and a body that covers at least a part of the vehicle body in the other vehicle; Body deformation means for deforming the body based on turning information of the other vehicle.

  The vehicle according to a second aspect is the vehicle according to the first aspect, wherein the body is configured by a link mechanism, and the body deforming means deforms the body by inclining the link mechanism.

  The vehicle according to a third aspect is the vehicle according to the first or second aspect, wherein the turning information is an amount of inclination of the vehicle body based on a turning operation of the other vehicle.

  The vehicle according to claim 4 is the vehicle according to any one of claims 1 to 3, wherein the position information detecting means for detecting position information of the other vehicle and the position of the other vehicle detected by the position information detecting means. Contact determining means for determining whether or not an interval between the other vehicle and the body is equal to or less than a predetermined interval based on the information and the turning information, and the body deforming means is controlled by the contact determining means. The vehicle according to any one of claims 1 to 3, wherein the body is deformed when it is determined that an interval between the other vehicle and the body is equal to or less than a predetermined interval.

  According to the vehicle of the first aspect, the body is deformed by the body deforming means based on the turning information of the other vehicle. As a result, even when traveling in cooperation with other vehicles turning with the vehicle body tilted, the body can be deformed as the vehicle body of the other vehicle is tilted, thereby avoiding the possibility of contact or contact between the other vehicle and the body. There is an effect that can be done.

  Here, for example, even when traveling in conjunction with another vehicle configured to improve the turning performance by inclining the occupant portion on which the occupant rides toward the turning inner wheel, the other vehicle ( If it is possible to avoid the contact between the passenger and the body or the risk of contact with the body, the passenger's part of the other vehicle can be tilted toward the turning inner wheel as much as necessary, and the turning performance of the other vehicle is improved accordingly. There is an effect that can be achieved.

  According to the vehicle of the second aspect, in addition to the effect produced by the vehicle of the first aspect, the body is constituted by a link mechanism, and the body is deformed by tilting the link mechanism by the body deforming means. Thereby, there is an effect that the structure for deforming the body can be simplified. That is, by configuring the body with a link mechanism, it is possible to deform the body if there is at least one actuator (body deformation means). As a result, it is possible to reduce the vehicle weight and reduce vehicle costs such as component costs and assembly costs.

  Further, for example, when the body is deformed by tilting the link mechanism by the actuator, the actuator is driven and controlled based on the turning information of the other vehicle, so that the time lag between the tilt of the body of the other vehicle and the deformation of the body. There is an effect that can be suppressed.

  According to the vehicle of the third aspect, in addition to the effect produced by the vehicle of the first or second aspect, the body is deformed by the body deformation means based on the lean amount of the vehicle body based on the turning operation of the other vehicle. As a result, the body can be deformed according to the lean amount of the vehicle body of the other vehicle, so that there is an effect that the contact between the other vehicle and the body or the possibility of contact can be avoided with high accuracy.

  According to the vehicle of the fourth aspect, in addition to the effect produced by the vehicle according to any one of the first to third aspects, the other vehicle is based on the position information detected by the position information detecting means and the turning information of the other vehicle. When the contact determination means determines whether the distance between the vehicle and the body is equal to or less than the predetermined interval, the body is deformed when the contact determination means determines that the distance between the other vehicle and the body is equal to or less than the predetermined interval. To do. Thereby, it is possible to prevent the body from being unnecessarily deformed and to reduce the control cost.

  Further, since the body is deformed only when the contact determining means determines that the distance between the other vehicle and the body is equal to or less than the predetermined distance, the durability of the body can be improved accordingly.

  DESCRIPTION OF EXEMPLARY EMBODIMENTS Hereinafter, preferred embodiments of the invention will be described with reference to the accompanying drawings. FIG. 1A is a front view of a linkage vehicle 1 according to a first embodiment having a body vehicle 110 that is an embodiment of a vehicle according to the present invention, and FIG. 1B is a side view of the linkage vehicle 1. FIG. In FIG. 1, a state in which the occupant P gets on the occupant portion 11 of the occupant vehicle 10 is illustrated. In addition, arrows UD, LR, and FB in FIG. 1 indicate the up-down direction, the left-right direction, and the front-rear direction of the linkage vehicle 1, respectively.

  First, a schematic configuration of the linkage vehicle 1 will be described with reference to FIG. The linking vehicle 1 includes a passenger vehicle 10 having an occupant portion 11 for the occupant P to ride on, and a body 111 having a body 111 for covering the occupant portion 11 of the occupant vehicle 10 and protecting the occupant P riding on the occupant portion 11. The vehicle 110 includes a vehicle 110, and the occupant vehicle 10 and the body vehicle 110 are linked to each other so as to travel together. When turning, the occupant 11 of the occupant vehicle 10 is tilted toward the turning inner wheel. At the same time, by deforming the body 111 of the body vehicle 110, it is possible to improve the turning performance of the occupant vehicle 10 while avoiding the contact or contact between the occupant 11 and the body 111. (See FIG. 12 (a)).

  In addition, the body vehicle 110 is information that will be described later on traveling information (for example, traveling direction, traveling speed, turning direction, turning radius, etc.) transmitted from the information communication device 54 (see FIG. 2) of the passenger vehicle 10 described later. Based on the travel information received by the communication device 154 (see FIG. 6), the rotation drive device 152 (L motor 152L and R motor 152R, see FIG. 6) and the body deformation device 153 (C actuator 153C, FIG. 6) is controlled so as to be able to travel in conjunction with the occupant vehicle 10.

  Next, a detailed configuration of the occupant vehicle 10 will be described with reference to FIG. The occupant vehicle 10 mainly includes an occupant portion 11 on which the occupant P is to ride, and left and right wheels 12L and 12R provided below the occupant portion 11 (arrow D side).

  As shown in FIG. 1, the occupant section 11 mainly includes a seat 11a, an armrest 11b, and a footrest 11c. The seat 11a is a part on which the occupant P is seated, and mainly includes a seat surface portion 11a1 that supports the bottom portion of the occupant P and a back surface portion 11a2 that supports the back portion of the occupant P.

  As shown in FIG. 1, a pair of armrests 11 b for supporting the upper arm portion of the occupant P are provided on both the left and right sides (the arrow L side and the arrow R side) of the seat 11 a. A travel changeover switch 50 is disposed on one side (arrow L side) of the armrest 11b. The occupant P switches the travel changeover switch 50 (on or off) to perform the leading travel as the leading vehicle or the dependent traveling as the dependent vehicle in the linked traveling with the other vehicle (for example, the body vehicle 110). Instruct them what to do. A joystick device 51 is disposed on the other side (arrow R side) of the armrest 11b. The occupant P operates the joystick device 51 to instruct the traveling state of the occupant vehicle 10 (for example, the traveling direction, the traveling speed, the turning direction, or the turning radius).

  As shown in FIG. 1, a footrest 11 c for supporting the foot portion of the occupant P is provided below the front side (arrow F side) of the seat 11 a. In addition, a case 11d for storing a control device 70 (see FIG. 2), which will be described later, is disposed on the rear side (arrow B side) of the seat 11a, and on the bottom side (arrow D side) of the seat 11 A battery device (not shown) serving as a driving source for a rotational driving device 52 and an actuator device 53 described later is disposed.

  The left and right wheels 12L and 12R are supported by a wheel support device 30 described later, and the wheel support device 30 is connected to the occupant portion 11 via an occupant portion support member 40 described later (see FIG. 3). . The detailed configuration will be described later.

  Next, the electrical configuration of the passenger vehicle 10 will be described with reference to FIG. FIG. 2 is a block diagram showing an electrical configuration of the occupant vehicle 10. The control device 70 is a control device for controlling each part of the occupant vehicle 10, and includes a CPU 71, a ROM 72, and a RAM 73 as shown in FIG. 2, and these are connected to the input / output port 75 via the bus line 74. ing. A plurality of devices such as a joystick device 51 are connected to the input / output port 75.

  The CPU 71 is an arithmetic unit that controls each unit connected by the bus line 74. The ROM 72 is a non-rewritable nonvolatile memory that stores a control program executed by the CPU 71 (for example, a flowchart of the turning control process shown in FIG. 10) and fixed value data, and the RAM 73 executes the control program. It is a memory for storing various work data, flags, etc. sometimes rewritable.

  As described above, the travel changeover switch 50 is a switch for instructing whether to perform the lead travel as the lead vehicle or the slave travel as the subordinate vehicle in the linked travel with the other vehicle. The CPU 71 determines that it is instructed to perform the initiative traveling when the traveling changeover switch 50 is turned on by the occupant P, and determines that it is instructed to perform the dependent traveling when it is turned off. The travel changeover switch 50 is configured by a lock type switch that can maintain an on state and an off state, respectively. For example, when the occupant P switches from the off state to the on state, the on state is maintained until the next switch to the off state.

  As described above, the joystick device 51 is a device for the occupant P to operate when driving the occupant vehicle 10, and includes an operation lever (see FIG. 1) operated by the occupant P and an operation state of the operation lever. Are mainly provided with a front / rear sensor 51a and a left / right sensor 51b, and a processing circuit (not shown) for processing the detection results of the sensors 51a and 51b and outputting the result to the CPU 71.

  The front / rear sensor 51a is a sensor for detecting the operation state (operation amount) of the operation lever in the front / rear direction (arrow FB direction, see FIG. 1), and the CPU 71 is based on the detection result of the front / rear sensor 51a. The rotational drive device 52 is driven and controlled. Thus, the occupant vehicle 10 travels in the traveling direction and the traveling speed instructed by the occupant P.

  The left / right sensor 51b is a sensor for detecting the operation state (operation amount) of the operation lever in the left / right direction (arrow LR direction, see FIG. 1), and the CPU 71 is based on the detection result of the left / right sensor 51b. The rotational drive device 52 and the actuator device 53 are driven and controlled. Thus, the occupant vehicle 10 is turned in the turning direction and the turning radius designated by the occupant.

  That is, when the operating lever is operated in the left-right direction, the CPU 71 determines the turning direction and the turning radius based on the detection result of the left-right sensor 51b, and the camber angles are given to the left and right wheels 12L, 12R. In addition, the actuator device 53 is driven and controlled (see FIG. 5B), and the rotational drive device 52 is driven and controlled so that the left and right wheels 12L and 12R are differentiated according to the turning radius. In this way, in this embodiment, the occupant vehicle 10 is turned by giving camber angles to the left and right wheels 12L, 12R to generate camber thrust. Therefore, the center lines of the left and right wheels 12L and 12R are held parallel to each other and are not steered left and right. However, a steering mechanism may be provided.

  The rotational drive device 52 is a drive device for rotationally driving the left and right wheels 12L and 12R. The rotational motor 52L applies rotational drive force to the left wheel 12L, and applies rotational drive force to the right wheel 12R. The motor mainly includes an R motor 52R, and a drive circuit and a drive source (both not shown) that drive and control each of the motors 52L and 52R based on a command from the CPU 71. In the present embodiment, each of the motors 52L and 52R is configured by an electric motor, and each wheel 12L and 12R is provided as an in-wheel motor. In this manner, the L motor 52L and the R motor 52R are configured to apply the rotational driving force to the left and right wheels 12L and 12R, respectively, so that, for example, a differential device is provided and the differential device and the left and right wheels 12L and 12R. The left and right wheels 12L and 12R can be differentiated without providing a complicated configuration such as connecting them with a constant velocity joint.

  The actuator device 53 is a drive device for tilting the wheel support device 30, and the F actuator 53 </ b> F disposed on the front side of the wheel support device 30 (see FIG. 4, arrow F side) and the rear of the wheel support device 30. B actuator 53B disposed on the side (see FIG. 4, arrow B side), a drive circuit and a drive source (none of which are shown) for driving and controlling each of the actuators 53F and 53B based on a command from the CPU 71 It is mainly equipped with. In the present embodiment, each actuator 53F, 53B is a telescopic electric actuator, that is, a ball screw mechanism (a screw shaft having a helical thread groove on the outer peripheral surface and a spiral corresponding to the thread groove of the screw shaft. , A nut fitted to the screw shaft, a large number of rolling elements loaded so as to be able to roll between the screw grooves of the nut and the screw shaft, and the screw shaft or nut And an electric motor capable of expanding and contracting using a mechanism in which the screw shaft and the nut move relative to each other when the screw shaft or the nut is driven to rotate by the electric motor.

  As described above, the information communication device 54 transmits and receives various types of information such as the traveling state of the passenger vehicle 10 instructed by the occupant P from the joystick device 51 to other vehicles (for example, the body vehicle 110) existing within a predetermined distance. The apparatus mainly includes an infrared port 54a for transmitting / receiving information by infrared rays and a processing circuit (not shown) for outputting information transmitted / received by the infrared port 54a to the CPU 71.

  The position information detection device 55 is a device for detecting a relative position with respect to another vehicle (for example, the body vehicle 110) existing within a predetermined distance, and detects a relative position and a relative distance with respect to the other vehicle using ultrasonic waves. And a processing circuit (not shown) for processing the detection result of the ultrasonic sensor 55a and outputting it to the CPU 71.

  The posture detection device 56 is a device for detecting the inclination angle of the occupant section 11, and processes the gyro sensor 56a for detecting the angular velocity and the inclination angle of the occupant section 11, and the detection result of the gyro sensor 56a. A processing circuit (not shown) for outputting to the CPU 71 is mainly provided.

  The other input / output device 57 shown in FIG. 2 includes, for example, a detection device (not shown) that detects the travel speed and travel distance of the occupant vehicle 10, and the travel speed and travel distance detected by the detection device. For example, a display device (not shown) that displays the above and notifies the passenger P or an acceleration sensor (not shown) that detects acceleration acting on the passenger vehicle 10 is exemplified.

  Next, the wheel support device 30 will be described with reference to FIGS. 3 and 4. FIG. 3 is a front view of the wheel support device 30, and FIG. 4 is a top view of the wheel support device 30. In FIG. 3, for ease of understanding, the drawing is simplified and the footrest 11c is not shown, and the left and right wheels 12L and 12R are viewed in cross section. In FIG. 4, the occupant portion 11 is not shown, and the left and right wheels 12L and 12R and a portion of the occupant support member 40 are viewed in cross section.

  As described above, the wheel support device 30 is a device for supporting the left and right wheels 12L and 12R. As shown in FIGS. 3 and 4, the R motor 52R and the L motor 52L, and the R motor 52R and The upper link 31 whose both ends are pivotally supported by the L motor 52L, and the lower link 32 whose both ends are pivotally supported by the L motor 52R and the L motor 52L, like the upper link 31, are mainly configured. .

  As described above, the R motor 52R is a driving device for applying a rotational driving force to the right wheel 12R. As shown in FIGS. 3 and 4, the outer side of the passenger vehicle 10 (arrow R side). Are provided with a hub 52a and an upper pivot support plate 52b and a lower pivot support plate 52c on the inner side (arrow L side) of the occupant vehicle 10, respectively. Since the R motor 52R and the L motor 52L have the same configuration, the L motor 52L is assigned the same reference numeral and the description thereof is omitted.

  The hub 52a is a part to which the wheel 12Ra of the right wheel 12R is fastened and fixed by a hub nut and a hub bolt, and is formed in a disc-like body concentric with the axis of the drive shaft of the R motor 52R. When the drive shaft of the R motor 52R is rotationally driven, the rotation is transmitted to the wheel 12Ra via the hub 52a, and as a result, the right wheel 12R is rotationally driven.

  The upper shaft support plate 52b and the lower shaft support plate 52c are members for supporting the end portions of the upper link 31 and the lower link 32, respectively. As shown in FIGS. It is fixed to the side of the arrow L by welding.

  The upper link 31 and the lower link 32 are members for constituting a four-link parallel link mechanism together with the R motor 52R and the L motor 52L, and are configured in the same shape as a substantially rectangular plate-like body in front view. ing. According to the wheel support device 30 configured as described above, both ends of the upper link 31 are rotatably supported by the upper shaft support plates 52b of the R motor 52R and the L motor 52L, respectively. Both ends of the lower link 32 are rotatably supported by the lower shaft support plate 52c of the R motor 52R and the L motor 52L, respectively, so that the upper link 31, the lower link 32, the R motor 52R, and the L motor 52L The wheel support device 30 is configured as a four-node parallel link mechanism. Therefore, the camber angle can be given to the left and right wheels 12L and 12R by inclining the wheel support device 30.

  Thus, since the R motor 52R and the L motor 52L are configured to serve as the rotation drive device 52 and the wheel support device 30, the number of parts can be reduced and the structure can be simplified. As a result, it is possible to reduce weight and reduce parts / assembly costs.

  As shown in FIGS. 3 and 4, an F actuator 53 </ b> F and a B actuator 53 </ b> B are provided on the front side (arrow F side) and the rear side (arrow B side) of the wheel support device 30, respectively. As described above, the F actuator 53F and the B actuator 53B are drive devices for inclining the wheel support device 30, and both ends thereof are connected to joint portions of the wheel support device 30 that are not adjacent to each other.

  That is, as shown in FIGS. 3 and 4, the F actuator 53F has its lower end (main body side) supported on the lower shaft support plate 52c of the R motor 52R via the support shaft 80Fc, while its upper end side. The (rod side) is pivotally supported on the upper pivot support plate 52b of the L motor 52L via the support shaft 80Fb. As a result, the F actuator 53F is knocked on the diagonal line of the wheel support device 30.

  As shown in FIG. 4, the B actuator 53B has its lower end (main body side) supported on the lower shaft support plate 52c of the L motor 52L via a support shaft 80Bd, while its upper end side (rod side). ) Is supported on the upper shaft support plate 52b of the R motor 52R via the support shaft 80Ba. As a result, the B actuator 53 </ b> B is knocked on the diagonal line of the wheel support device 30. That is, the F actuator 53F and the B actuator 53B are arranged in a direction crossing each other.

  As described above, since the F actuator 53F and the B actuator 53B are arranged so as to intersect with each other, the wheel support device 30 is equal in any direction compared to the case where they are arranged in the same direction. The tilting can be performed by the driving force, and the tilt driving can be stabilized. In the present embodiment, the wheel support device 30 is inclined by two actuators (F actuator 53F and B actuator 53B), but the two actuators (F actuator 53F and B actuator 53B) are included. You may comprise only any one actuator.

  As shown in FIGS. 3 and 4, springs 60 </ b> F and 60 </ b> B are disposed on the front side (arrow F side) and the rear side (arrow B side) of the wheel support device 30, respectively. The springs 60 </ b> F and 60 </ b> B are members for urging the wheel support device 30 to return to the neutral position even when the wheel support device 30 is inclined in any direction, and are metal coil springs. Are configured in the same shape.

  Both ends of these springs 60F and 60B are connected to joint portions of the wheel support device 30 that are not adjacent to each other, as in the case of the F actuator 53F and the B actuator 53B described above.

  That is, as shown in FIGS. 3 and 4, the lower end of the spring 60F is pivotally supported by the lower shaft support plate 52c of the L motor 52L via the support shaft 80Fd, while the upper end of the spring 60F is the upper shaft of the R motor 52R. The support plate 52b is pivotally supported via a support shaft 80Fa. Thereby, the spring 60F is knocked on the diagonal line of the wheel support device 30 while being orthogonal to the F actuator 53F.

  As shown in FIG. 4, the lower end of the spring 60B is supported by the lower shaft support plate 52c of the R motor 52R via the support shaft 80Bc, while the upper end side of the spring 60B is the upper shaft support plate 52b of the L motor 52L. Is supported by a support shaft 80Bb. As a result, the spring 60B is struck on the diagonal line of the wheel support device 30 while being orthogonal to the B actuator 53B.

  Thus, even if the wheel support device 30 is provided with the springs 60F and 60B and the wheel support device 30 is inclined in any direction, the wheel support device 30 can be urged to return to the neutral position. It is unnecessary to always drive the actuator 53F and the B actuator 53B to hold the wheel support device 30 in the neutral position. Therefore, control and driving for holding the wheel support device 30 in the neutral position are unnecessary, and the control cost and driving cost can be reduced.

  Next, the occupant support member 40 will be described with reference to FIGS. 3 and 4. The passenger | crew part support member 40 is a member which connects the wheel support apparatus 30 and the passenger | crew part 11 as above-mentioned, and is provided with the 1st member 41 and the 2nd member 42 as shown in FIG.3 and FIG.4. ing. The first member 41 is a member that is pivotally supported by the upper link 31 and the lower link 32 of the wheel support device 30, and is substantially U from the steel material as viewed in the direction of the arrow L in FIG. 3 and FIG. 4 (or viewed in the direction of the arrow R). It is formed in a letter shape, and its upper end is connected to the second member 42. The 2nd member 42 is a member for supporting the passenger | crew part 11 (seat 11a) from the bottom face side (arrow D side, refer FIG. 3), and is formed in the front view substantially U shape from the steel material.

  According to this occupant support member 40, the first member 41 is rotatably supported at the substantially central part of the upper link 31 and the lower link 32, so that the occupant part 11 is accompanied by the inclination of the wheel support device 30. Can be tilted (see FIG. 5B).

  Next, with reference to FIG. 5, operation | movement of the wheel support apparatus 30 comprised as mentioned above is demonstrated. FIG. 5 is a schematic diagram for explaining the tilting operation of the wheel support device 30, corresponding to the front view of the wheel support device 30, (a) being in a neutral position, and (b) being tilted. Each state is shown. In FIG. 5, the L motor 52L, the R motor 52R, and the like are schematically illustrated, and the springs 60F, 60B, and the like are not illustrated.

  As shown in FIG. 5A, when the wheel support device 30 is in the neutral position, the camber angles of the left and right wheels 12L and 12R are 0 °. The inclination angle of the vehicle body support member 40 is also 0 °. When the F actuator 53F is driven to extend, the wheel support device 30 is tilted as shown in FIG. 5B, and predetermined camber angles θR, θL are given to the left and right wheels 12L, 12R. A predetermined inclination angle θA is given to the vehicle body support member 40. In the present embodiment, since the wheel support device 30 is configured as a parallel link mechanism, the camber angles θR, θL and the inclination angle θA all have the same value.

  Next, returning to FIG. 1, the detailed configuration of the body vehicle 110 will be described. The body vehicle 110 mainly includes a body 111 that covers the occupant part 11 of the occupant vehicle 10 and protects the occupant P that has boarded the occupant part 11, and left and right wheels 112 </ b> L and 112 </ b> R that support the body 111. Has been.

  As shown in FIG. 1, the body 111 mainly includes an upper frame member 111a, a lower frame member 111b, and four side column members 111c. The upper frame member 111a is a member that forms a skeleton of the ceiling portion of the body 111, and is made of a steel material in a rectangular frame shape. The lower frame member 111b is a member that forms a skeleton of the floor portion of the body 111, and is made of a steel material in a rectangular frame shape. The side column member 111c is a member for forming a four-node parallel link mechanism together with the upper frame member 111a and the lower frame member 111b, and is configured in the same shape as a substantially rectangular columnar body in front view. . According to the body 111 configured as described above, both ends of the side column member 111c are on the front side (arrow F side) both ends and the rear side (arrow B side) both ends of the upper frame member 111a and the lower frame member 111b. Each of the side column members 111c, the upper frame member 111a, and the lower frame member 111b is pivotally supported to form the body 111 as a four-node parallel link mechanism.

  Further, on the upper surface side (arrow U side) and front surface side (arrow F side) of the body 111, flat plates 111d and 111e made of transparent synthetic resin are provided, and the occupant P is formed by the flat plates 111d and 111e. Can be protected from damage such as wind and rain. The flat plate 111e is fixed only to the upper frame member 111a and is formed with a width dimension larger than the width dimension of the body 111. As a result, the body 111 can be deformed, and even when the body 111 is deformed, the passenger P can be protected from wind and rain damage.

  Further, as shown in FIG. 1, the body 111 is provided with a C actuator 153C. The C actuator 153C is a driving device for deforming the body 111 (see FIG. 9B), and both ends thereof are connected to adjacent nodes of the body 111.

  That is, as shown in FIG. 1, the C actuator 153C has its lower end (main body side) pivotally supported by one side column member 111c of the four side column members 111c via the support shaft 180a. The upper end side (rod side) is pivotally supported by the upper frame member 111a via a support shaft (not shown).

  The left and right wheels 112L, 112R are supported by a wheel support device 130 described later, and the wheel support device 130 is connected to the body 111 via a connection member 140 described later (see FIG. 9). The detailed configuration will be described later.

  Next, the electrical configuration of the body vehicle 110 will be described with reference to FIG. FIG. 6 is a block diagram showing an electrical configuration of the body vehicle 110. The control device 170 is a control device for controlling each part of the body vehicle 110 and includes a CPU 171, a ROM 172, and a RAM 173 as shown in FIG. 6, and these are connected to the input / output port 175 via the bus line 174. ing. A plurality of devices such as a body deformation device 153 are connected to the input / output port 175.

  The CPU 171 is an arithmetic device that controls each unit connected by the bus line 174. The ROM 172 is a non-rewritable nonvolatile memory storing a control program executed by the CPU 171 (for example, a flowchart of the turning control process shown in FIG. 11) and fixed value data, and the RAM 173 executes the control program. It is a memory for storing various work data, flags, etc. sometimes rewritable.

  The rotation driving device 152 is a driving device for rotating the left and right wheels 112L and 112R, and applies an L motor 152L that applies a rotation driving force to the left wheel 112L and a rotation driving force to the right wheel 112R. The motor mainly includes an R motor 152R, and a drive circuit and a drive source (both not shown) that drive and control each of the motors 152L and 152R based on a command from the CPU 171. In the present embodiment, the L motor 152L and the R motor 152R are constituted by electric motors, and the wheels 112L and 112R are arranged as in-wheel motors. In this manner, the L motor 152L and the R motor 152R are configured to apply the rotational driving force to the left and right wheels 112L and 112R, respectively, so that, for example, a differential device is provided and the differential device and the left and right wheels 112L and 112R are provided. The left and right wheels 112L and 112R can be differentially provided without providing a complicated configuration such as connecting them with a constant velocity joint.

  As described above, the body deforming device 153 is a driving device for deforming the body 111, and the C actuator 153C disposed on the body 111 (see FIG. 1) and the C actuator 153C according to a command from the CPU 171. It mainly includes a drive circuit and a drive source (both not shown) that perform drive control based on the drive circuit. In the present embodiment, the C actuator 153C is a telescopic electric actuator, that is, a ball screw mechanism (a screw shaft having a helical thread groove on the outer peripheral surface and a helical shape corresponding to the thread groove of the screw shaft. A nut having a thread groove on the inner peripheral surface and fitted to the screw shaft, a large number of rolling elements loaded so as to be able to roll between the screw grooves of the nut and the screw shaft, and the screw shaft or the nut are rotated. And an electric motor that can be extended and retracted by using a mechanism in which the screw shaft and the nut move relative to each other when the screw shaft or the nut is rotationally driven by the electric motor.

  As described above, the information communication device 154 transmits and receives various information such as the traveling state of the occupant vehicle 10 instructed by the occupant P from the joystick device 51 to other vehicles (for example, the occupant vehicle 10) existing within a predetermined distance. The apparatus mainly includes an infrared port 154a for transmitting and receiving information by infrared rays, and a processing circuit (not shown) for outputting information transmitted and received by the infrared port 154a to the CPU 171.

  The position information detection device 155 is a device for detecting a relative position with respect to another vehicle (for example, the occupant vehicle 10) existing within a predetermined distance, and detects a relative position and a relative distance with respect to the other vehicle using ultrasonic waves. And a processing circuit (not shown) for processing the detection result of the ultrasonic sensor 155a and outputting the result to the CPU 171.

  As other input / output devices 157 shown in FIG. 6, for example, a detection device (not shown) for detecting the traveling speed or traveling distance of the body vehicle 110 or an acceleration for detecting acceleration acting on the body vehicle 110 is used. Examples include sensors (not shown).

  Next, the wheel support device 130 will be described with reference to FIG. FIG. 7A is a front view of the wheel support device 130, and FIG. 7B is a top view of the wheel support device 130. In FIG. 7A, for ease of understanding, the drawing is simplified to omit the illustration of the body 111, and the left and right wheels 112L and 112R are viewed in cross section. In FIG. 7B, the body 111 is not shown, and the left and right wheels 12L, 12R and a part of the connecting member 140 are viewed in cross section.

  As described above, the wheel support device 130 is a device for supporting the left and right wheels 112L and 112R. As shown in FIG. 7, the R motor 152R and the L motor 152L, and the R motor 152R and the L motor 152L. The upper link 131 is pivotally supported at both ends thereof, and the lower link 132 is pivotally supported at both ends by the R motor 152R and the L motor 152L, similar to the upper link 131.

  As described above, the R motor 152R is a driving device for applying a rotational driving force to the right wheel 112R. As shown in FIG. 7, the R motor 152R is a hub on the outer side (arrow R side) of the subordinate vehicle 10. The upper shaft support plate 152b and the lower shaft support plate 152c are respectively disposed on the inner side (arrow L side) of the subordinate vehicle 110. Since the R motor 152R and the L motor 152L have the same configuration, the L motor 152L is assigned the same reference numeral and the description thereof is omitted.

  The hub 152a is a portion where the wheel 112Ra of the right wheel 112R is fastened and fixed by a hub nut and a hub bolt, and is formed in a disc shape concentric with the axis of the drive shaft of the R motor 152R. When the drive shaft of the R motor 152R is rotationally driven, the rotation is transmitted to the wheel 112Ra via the hub 152a, and as a result, the right wheel 112R is rotationally driven.

  The upper shaft support plate 152b and the lower shaft support plate 152c are members for supporting the end portions of the upper link 131 and the lower link 132, respectively. As shown in FIG. 7, the side surface of the R motor 152R (the side surface of the arrow L) ) Is fixed by welding.

  The upper link 131 and the lower link 132 are members for constituting a four-link parallel link mechanism together with the R motor 152R and the L motor 152L, and are configured in the same shape as a substantially rectangular plate-like body in front view. ing. According to the wheel support device 130 configured as described above, both ends of the upper link 131 are rotatably supported by the upper shaft support plates 152b of the R motor 152R and the L motor 152L, respectively, and similarly to the upper link 131. The both ends of the lower link 132 are rotatably supported by the lower shaft support plate 152c of the R motor 152R and the L motor 152L, respectively, so that the upper link 131 and the lower link 132 and the R motor 152R and the L motor 152L The wheel support device 130 is configured as a four-joint parallel link mechanism. Therefore, camber angles can be given to the left and right wheels 112L and 112R by inclining the wheel support device 130.

  Thus, since the R motor 152R and the L motor 152L are configured to serve as the rotation drive device 152 and the wheel support device 130, the number of components can be reduced and the structure can be simplified. As a result, it is possible to reduce weight and reduce parts / assembly costs.

  Next, the connecting member 140 will be described with reference to FIG. FIG. 8A is a front view of the connecting member 140, and FIG. 8B is a side view of the connecting member 140. As described above, the connecting member 140 is a member that connects the wheel support device 130 and the body 111, and includes a first member 141 and a second member 142 as shown in FIG. The first member 141 is a member that is pivotally supported by the upper link 131 and the lower link 132 of the wheel support device 130, and is formed in a substantially U shape in a side view as shown in FIG. Is connected to the second member 142. As shown in FIG. 8A, the through hole 141a drilled above the first member 141 (arrow U side) is a part that is pivotally supported by the upper link 131, and the first member 141 has The through-hole 141b drilled downward (arrow D side) is a part pivotally supported by the lower link 132.

  The second member 142 is a member that is pivotally supported by the body 111 (upper frame member 111a), and is formed in a substantially T shape in a side view. As shown in FIG. 8A, the through hole 142a drilled above the second member 142 (arrow U side) is a part pivotally supported by the upper frame member 111a of the body 111. The through hole 142b drilled below the two members 142 (arrow D side) is a part that is pivotally supported by the lower frame member 111b of the body 111.

  According to the connecting member 140, the first member 141 is rotatably supported at substantially the center of the upper link 131 and the lower link 132, and the second member 142 is supported by the upper frame member 111a and the lower frame member of the body 111. By being pivotally supported by 111b, the wheel support device 130 can be tilted along with the deformation of the body 111, and as a result, camber angles can be imparted to the left and right wheels 112L, 112R ( (See FIG. 9B).

  Next, the operation of the wheel support device 130 configured as described above will be described with reference to FIG. FIG. 9 is a schematic diagram for explaining the tilting operation of the wheel support device 130, corresponding to the front view of the wheel support device 130, in which (a) is in a neutral position and (b) is tilted. Each state is shown. In FIG. 9, the L motor 152L, the R motor 152R, and the like are schematically illustrated, and the flat plates 111d, 111e, and the like are not illustrated.

  As shown in FIG. 9A, when the body 111 is in the neutral position, the inclination angle of the connecting member 140 is 0 °. Further, the inclination angle of the wheel support device 130 is also 0 °, and the camber angles of the left and right wheels 112L and 112R are 0 °. When the C actuator 153C is driven to extend, as shown in FIG. 9B, the body 111 is given a predetermined inclination angle θB, and the connecting member 140 is also given an equivalent inclination angle θB. . Thereby, the wheel support device 130 is inclined, and predetermined camber angles θR and θL are given to the left and right wheels 112L and 112R. In the present embodiment, since the wheel support device 130 is configured as a parallel link mechanism, the camber angles θR, θL and the inclination angle θB all have the same value.

  Next, processing executed by the control device 70 of the passenger vehicle 10 will be described with reference to FIG. FIG. 10 is a flowchart showing a turning control process executed by the control device 70 of the occupant vehicle 10. Here, the description of FIG. 10 will be made with reference to FIG. 12 as appropriate. FIG. 12A is a front view of the linkage vehicle 1 and shows a state during a left turn. FIG. 12B is a front view of the linkage vehicle in which the body of the body vehicle is not deformed, and shows a state of turning left as in FIG. That is, both FIG. 12A and FIG. 12B show a state where the vehicle travels forward toward the front side of the paper and turns toward the right side of the paper. In FIG. 12B, only the body of the body vehicle is schematically illustrated. In FIG. 12A, for ease of understanding, the drawings are simplified to omit illustration of the flat plates 111d and 111e, and only main components are denoted by reference numerals.

  The turning control process shown in FIG. 10 is a process that is repeatedly executed by the CPU 71 (for example, at intervals of 0.2 ms) while the control device 70 is powered on. In relation to the turning control process, the CPU 71 first determines whether or not to perform the initiative traveling as the initiative vehicle in the associated traveling with the body vehicle 110, that is, whether or not the traveling changeover switch 50 is turned on (S11). As a result, if it is determined that the travel changeover switch 50 is not turned on, that is, is turned off (S11: No), the initiative traveling as the initiative vehicle is not performed in the associated traveling with the body vehicle 110. Therefore, this turning control process is terminated.

  On the other hand, in the process of S11, when it is determined that the travel changeover switch 50 is turned on (S11: Yes), this means that the initiative traveling as the initiative vehicle is performed in the association traveling with the body vehicle 110. Next, the relative position with respect to the body vehicle 110 is detected by the position information detection device 55 (S12), and the process proceeds to S13 and subsequent steps.

  Next, it is determined whether or not there is a turning instruction from the occupant P, that is, whether or not the joystick device 51 (operation lever) is operated in the left-right direction (S13). As a result, when it is determined that the joystick device 51 is not operated in the left-right direction (S13: No), this means that there is no turning instruction by the occupant P, and thus this turning control process is terminated. Note that the operation of the joystick device 51 in the left-right direction is detected by the left-right sensor 51b as described above.

  On the other hand, in the process of S13, when it is determined that the joystick device 51 is operated in the left-right direction (S13: Yes), this means that there is a turning instruction from the occupant P, so the joystick device 51 ( The operation state (operation amount) in the front / rear direction of the operation lever) and the operation state (operation amount) in the left / right direction are detected by the front / rear sensor 51a and the left / right sensor 51b (S14, S15), and the process proceeds to S16 and subsequent steps. .

  In the processing after S16, first, based on the operation state (operation amount) in the front-rear direction and the operation state (operation amount) in the left-right direction of the joystick device 51 (operation lever) detected in the processing of S14 and S15, The rotation speeds of the L motor 52L and the R motor 52R are calculated (S16). That is, the rotation speeds of the L motor 52L and the R motor 52R are calculated so that the occupant vehicle 10 can travel in the traveling direction and the traveling speed corresponding to the operation state of the joystick device 51 in the front-rear direction. The differential between the L motor 52L and the R motor 52R (the difference between the rotational speeds of the left and right wheels 12L, 12R) is calculated so that the occupant vehicle 10 can turn with the turning direction and the turning radius corresponding to the operation state in the direction.

  Next, the passenger vehicle 10 is turned based on the operation state (operation amount) in the front-rear direction and the operation state (operation amount) in the left-right direction of the joystick device 51 (operation lever) detected in the processes of S14 and S15. The centrifugal force generated in this case is calculated, and the inclination angle θA (see FIG. 5B) toward the turning inner wheel of the occupant 11 that balances the centrifugal force is calculated (S17). However, in the present embodiment, as described above, since the inclination angle θA of the occupant portion 11 and the camber angles θR and θL all have the same value (see FIG. 5B), the camber angle θR or the camber angle θL is set to be the same. It may be calculated. Note that a formula for calculating the centrifugal force generated in the occupant vehicle 10 and a formula for calculating the inclination angle θA of the occupant section 11 are stored in advance in the ROM 72 (not shown).

  After calculating the inclination angle θA of the occupant 11, whether or not the calculated inclination angle θA is a value within an allowable range, that is, an inclination angle that allows the wheel support device 30 to be structurally inclined, and Then, it is determined whether or not the occupant vehicle 10 has an inclination angle that does not fall inside the turn (S18). If the calculated inclination angle θA is within the allowable range (S18: Yes), the process proceeds to S20. However, the calculated inclination angle θA exceeds the inclination angle that can be inclined due to the structure of the wheel support device 30. If the inclination angle of the occupant vehicle 10 is inclining (S18: No), the inclination angle θA of the occupant portion 11 can be inclined due to the structure of the wheel support device 30 or the occupant vehicle 10 is overturned. After recalculating the limit inclination angle that can be avoided (S19), the process proceeds to S20 and subsequent steps. Note that the tilt angle that can be tilted due to the structure of the wheel support device 30 and the limit tilt angle at which the passenger vehicle 10 can be prevented from falling are stored in advance in the ROM 72 (not shown).

  In the processing after S20, first, based on the operation state (operation amount) in the front-rear direction and the operation state (operation amount) in the left-right direction of the joystick device 51 (operation lever) detected in the processing of S14 and S15, The rotation speeds of the L motor 152L and the R motor 152R of the body vehicle 110 are calculated (S20). That is, the rotational speeds of the L motor 152L and the R motor 152R are calculated so that the body vehicle 110 can travel in the traveling direction and the traveling speed corresponding to the operation state of the joystick device 51 in the front-rear direction, and The differential between the L motor 152L and the R motor 152R (the difference in the number of revolutions of the left and right wheels 112L and 112R) is calculated so that the body vehicle 110 can turn with the turning direction and the turning radius corresponding to the operation state in the direction.

  Next, the inclination angle θB (see FIG. 9B) of the body 111 is calculated based on the inclination angle θA of the occupant portion 11 calculated in the processing of S17 or S19 (S21). The calculation of the inclination angle θB of the body 111 based on the inclination angle θA of the occupant part 11 is a table that stores a relational expression between the inclination angle θA of the occupant part 11 and the inclination angle θB of the body 111 stored in advance in the ROM 72. (Not shown). However, the inclination angle θB of the body 111 stored in this table is set such that the inclination angle at which the body 111 can be structurally inclined is the maximum inclination angle of the body 111.

  After the inclination angle θB of the body 111 is calculated, the occupant 11 and the body 111 are brought into contact with or contacted at the calculated inclination angle θB of the body 111 based on the relative position with the body vehicle 110 detected in the process of S12. It is determined whether or not fear can be avoided (S22). The determination as to whether or not the occupant part 11 and the body 111 are in contact with each other or the possibility of contact can be avoided is based on whether the relative inclination angle between the occupant part 11 and the body 111 is stored in the ROM 72 in advance. When the predetermined relative inclination angle with respect to 111 is exceeded, that is, when the interval between the occupant portion 11 and the body 111 is equal to or less than the predetermined interval, it is determined that the occupant portion 11 and the body 111 may contact or contact each other. .

  As a result of the process of S22, when it is determined that the contact between the occupant unit 11 and the body 111 can be avoided (S22: Yes), the process proceeds to the process after S24, but the occupant unit 11 and the body 111 are moved. If it is determined that the contact with the vehicle or the risk of contact cannot be avoided (S22: No), the inclination angle θB of the body 111 is recalculated based on the relative position to the body vehicle 110 detected in the process of S12. Later (S23), the process proceeds to S24 and subsequent steps. Note that the recalculation of the inclination angle θB of the body 111 based on the relative position with the body vehicle 110 is a table (not shown) that stores a correction coefficient corresponding to the relative distance from the body vehicle 110 stored in advance in the ROM 72. Is performed by multiplying the inclination angle θB of the body 111 calculated in the process of S21 by a correction coefficient.

  In the processing after S24, first, the vehicle speed of the L motor 152L and the R motor 152R calculated in the processing of S20 and the inclination angle θB of the body 111 calculated in the processing of S21 or S23 are determined by the information communication device 54 to the body vehicle 110. (S24). Next, based on the rotation speeds of the L motor 52L and the R motor 52R calculated in the process of S16, drive control (rotation speed control) of the rotation drive device 52 (L motor 52L and R motor 52R) is performed (S25). Based on the inclination angle θA of the occupant portion 11 calculated in the processing of S17 or S19, drive control (control of the expansion / contraction amount) of the actuator device 53 (F actuator 53F and B actuator 53B) is performed (S26), and this turning control is performed. The process ends.

  As a result, the left and right wheels 12L and 12R can be differentiated, and as shown in FIG. 12A, camber angles are given to the left and right wheels 12L and 12R, and the left and right wheels 12L and 12R are camber thrust. Therefore, the occupant vehicle 10 can be turned based on the turning instruction from the occupant P.

  Further, in this case, the occupant support member 40 connected to the occupant unit 11 is moved to the left and right wheels 12L and 12R simultaneously with the inclination of the left and right wheels 12L and 12R as the wheel support device 30 is inclined. It can be inclined in the same direction. As a result, as shown in FIG. 12 (a), the occupant portion 11 can be tilted toward the turning inner wheel and the center of gravity of the occupant vehicle 10 can be moved toward the turning inner wheel. The counter force against the arrow A) can be increased, and lifting of the turning inner wheel (the left wheel 12L in FIG. 12A) can be prevented. As a result, the turning performance of the passenger vehicle 10 can be improved.

  Next, processing executed by the control device 170 of the body vehicle 110 will be described with reference to FIG. FIG. 11 is a flowchart showing a turning control process executed by the control device 170 of the body vehicle 110. Here, in the description of FIG. 11 as well, as in the case of FIG.

  The turning control process shown in FIG. 11 is a process repeatedly executed by the CPU 171 (for example, at intervals of 0.2 ms) while the power of the control device 170 is turned on. Regarding the turning control process, the CPU 171 first determines whether the information communication device 154 has received the rotation speed of the L motor 152L and the R motor 152R and the inclination angle of the body 111 from the occupant vehicle 10 (S31). . As a result, when it is determined that the signal has not been received (S31: No), the turning control process is terminated.

  On the other hand, if it is determined in S31 that it has been received (S31: Yes), then, based on the rotational speeds of the L motor 152L and the R motor 152R received in S31, the rotation drive device 152 (L Drive control (rotational speed control) of the motor 152L and the R motor 152R is performed (S32), and the body deformation device 153 (C actuator 153C) is driven based on the inclination angle θB of the body 111 received in the process of S31. Control (control of expansion / contraction amount) is performed (S33), and this turning control process is terminated.

  Accordingly, as shown in FIG. 12A, the body 111 can be deformed, so that even when the occupant 11 is tilted to the turning inner wheel side and is traveling in conjunction with the occupant vehicle 10 turning, By deforming the body 111 in accordance with the inclination of the occupant portion 11, it is possible to avoid contact between the occupant portion 11 and the body 111 or a risk of contact. Therefore, the occupant portion 11 of the occupant vehicle 10 can be tilted toward the turning inner wheel as much as necessary, so that the turning performance of the occupant vehicle 10 can be improved accordingly. Here, when the body 111 is not deformed, the occupant portion 11 and the body 111 may contact or contact each other as shown in part B of FIG.

  Further, in this case, with the deformation of the body 111, the connecting member 140 connected to the wheel support device 130 can be inclined in the same direction as the body 111 simultaneously with the deformation of the body 111. As a result, camber angles can be given to the left and right wheels 112L and 112R to generate camber thrust on the left and right wheels 112L and 112R, so that the body vehicle 110 can be turned. Further, as the body 111 is deformed, camber angles are given to the left and right wheels 112L and 112R, so that an actuator device for tilting the left and right wheels 112L and 112R becomes unnecessary, and the structure is simplified accordingly. Can be planned.

  As described above, according to the body vehicle 110 in the present embodiment, the body 111 is configured by the four-node parallel link mechanism, and the four-node parallel link mechanism is configured by the body deforming device 153 (C actuator 153C). Since the body 111 is deformed by being inclined, the structure for deforming the body 111 can be simplified. That is, by configuring the body 111 with a four-link parallel link mechanism, the body 111 can be deformed if there is only at least one actuator (C actuator 153C). As a result, it is possible to reduce the vehicle weight and reduce vehicle costs such as component costs and assembly costs.

  Further, since the body 111 is deformed by inclining the four-link parallel link mechanism by the body deforming device 153 (C actuator 153C), the body deforming device 153 (C actuator 153C) is driven according to the turning operation of the occupant vehicle 10. By controlling, the time lag between the inclination of the occupant portion 11 of the occupant vehicle 10 and the deformation of the body 111 can be suppressed.

  Furthermore, since the occupant vehicle 10 is configured to calculate the rotation speed of the L motor 152L and the R motor 152R of the body vehicle 110 and the inclination angle θB of the body 111, the body vehicle 110 is connected to the body 111 by the information communication device 154. The body deformation device 153 (C actuator 153C) can be driven and controlled by merely receiving the inclination angle θB without having to calculate the inclination angle θB of the body 111 by itself. Therefore, the control burden on the body vehicle 110 can be reduced.

  Next, a second embodiment will be described with reference to FIGS. FIG. 13 is a flowchart showing a turning control process executed by the control device 70 of the passenger vehicle 10 in the second embodiment, and FIG. 14 is executed by the control device 170 of the body vehicle 110 in the second embodiment. It is a flowchart which shows the turning control process.

  In the first embodiment, the case where the occupant vehicle 10 calculates the rotation speeds of the L motor 152L and the R motor 152R of the body vehicle 110 and the inclination angle θB of the body 111 has been described. In the second embodiment, The body vehicle 110 calculates the rotation speed of the L motor 152L and the R motor 152R and the inclination angle θB of the body 111 by itself. In addition, the same code | symbol is attached | subjected to the part same as 1st Embodiment, and the description is abbreviate | omitted.

  First, with reference to FIG. 13, the turning control process of the passenger vehicle 10 will be described. In the second embodiment, after the process of S18 or S19 is executed, the processes after S220 are executed.

  In the processing after S220, first, the operation state in the front-rear direction (operation amount) and the operation state in the left-right direction (operation amount) of the joystick device 51 (operation lever) detected in the processing in S14 and S15, and S17 or S19. The information communication device 54 transmits the inclination angle θA of the occupant section 11 calculated in the above process to the body vehicle 110 (S220).

  Next, based on the rotation speeds of the L motor 52L and R motor 52R calculated in the process of S16, drive control (rotation speed control) of the rotation drive device 52 (L motor 52L and R motor 52R) is performed (S221). Based on the inclination angle θA of the occupant portion 11 calculated in the processing of S17 or S19, drive control (control of the expansion / contraction amount) of the actuator device 53 (F actuator 53F and B actuator 53B) is performed (S222). The process ends.

  Next, turning control processing of the body vehicle 110 will be described with reference to FIG. In the second embodiment, first, the information communication device 154 uses the joystick device 51 (operation lever) to operate in the front-rear direction (operation amount) and the operation state in the left-right direction (operation amount). It is determined whether or not the inclination angle θA is received from the occupant vehicle 10 (S231). As a result, when it is determined that the information has not been received (S231: No), the turning control process is terminated.

  On the other hand, if it is determined in S231 that it has been received (S231: Yes), then the relative position with respect to the passenger vehicle 10 is detected by the position information detection device 155 (S232), and the process proceeds to S233 and subsequent steps. To do.

  In the processing after S233, first, based on the operation state in the front-rear direction (operation amount) and the operation state in the left-right direction (operation amount) of the joystick device 51 (operation lever) received in the processing of S231, the L motor The rotation speeds of 152L and R motor 152R are calculated (S233).

  Next, based on the inclination angle θA of the occupant part 11 received in the process of S231 and the relative position of the occupant vehicle 10 detected in the process of S232, the possibility of contact or contact between the occupant part 11 and the body 111 is avoided. It is determined whether or not it is possible (S234). It should be noted that the determination as to whether or not contact between the occupant part 11 and the body 111 can be avoided is based on a calculation formula (not shown) for calculating the distance between the occupant part 11 and the body 111 stored in advance in the ROM 172. ), When the distance between the occupant part 11 and the body 111 is equal to or smaller than the predetermined distance between the occupant part 11 and the body 111 stored in advance in the ROM 172, the occupant part 11 and the body 111 come into contact or contact with each other. Judge that there is a risk of doing.

  As a result of the process of S234, when it is determined that the contact between the occupant part 11 and the body 111 can be avoided (S234: Yes), the process proceeds to the process after S238, but the occupant part 11 and the body 111 are moved. If it is determined that the contact with the vehicle or the risk of contact cannot be avoided (S234: No), the inclination angle θB of the body 111 (see FIG. 9 (FIG. 9)) based on the inclination angle θA of the occupant 11 received in the process of S231. b)) is calculated (S235). The calculation of the inclination angle θB of the body 111 based on the inclination angle θA of the occupant part 11 is a table that stores a relational expression between the inclination angle θA of the occupant part 11 and the inclination angle θB of the body 111 stored in advance in the ROM 172. (Not shown). However, the inclination angle θB of the body 111 stored in this table is set such that the inclination angle at which the body 111 can be structurally inclined is the maximum inclination angle of the body 111.

  After the inclination angle θB of the body 111 is calculated, the occupant 11 and the body 111 are brought into contact with or contacted at the calculated inclination angle θB of the body 111 based on the relative position with the occupant vehicle 10 detected in the process of S232. It is determined whether or not fear can be avoided (S236). It should be noted that the determination as to whether or not the contact between the occupant part 11 and the body 111 can be avoided is based on whether the relative inclination angle between the occupant part 11 and the body 111 is stored in the ROM 172 in advance. When the predetermined relative inclination angle with respect to 111 is exceeded, that is, when the interval between the occupant portion 11 and the body 111 is equal to or less than the predetermined interval, it is determined that the occupant portion 11 and the body 111 may contact or contact each other. .

  As a result of the process of S236, when it is determined that the contact between the occupant part 11 and the body 111 can be avoided (S236: Yes), the process proceeds to the process after S238, but the occupant part 11 and the body 111 are moved. If it is determined that the contact with the passenger or the fear of contact cannot be avoided (S236: No), the inclination angle θB of the body 111 is recalculated based on the relative position to the passenger vehicle 10 detected in the process of S232. Later (S237), the process proceeds to S238 and subsequent steps. The recalculation of the inclination angle θB of the body 111 based on the relative position with respect to the occupant vehicle 10 is a table (not shown) that stores a correction coefficient corresponding to the relative distance from the occupant vehicle 10 stored in advance in the ROM 172. Is used by multiplying the inclination angle θB of the body 111 calculated in the process of S235 by the correction coefficient.

  In the processing after S238, drive control (rotational speed control) of the rotational drive device 152 (L motor 152L and R motor 152R) is performed based on the rotational speeds of the L motor 152L and R motor 152R calculated in the processing of S233. At the same time (S238), on the basis of the inclination angle θB of the body 111 calculated in the process of S235 or S237, drive control (control of the expansion / contraction amount) of the body deforming device 153 (C actuator 153C) is performed (S239). The process ends. When the process of S235 or S237 is skipped, the drive control of the body deforming device 153 (C actuator 153C) in the process of S239 is not performed.

  As described above, according to the body vehicle 110 in the present embodiment, the body vehicle 110 itself calculates the rotation speed of the L motor 152L and the R motor 152R and the inclination angle θB of the body 111. The vehicle 110 can calculate the inclination angle θB of the body 111 in parallel with the calculation of the inclination angle θA of the occupant section 11 by the occupant vehicle 10. Thereby, the time lag in drive control with the actuator device 53 (F actuator 53F and B actuator 53B) and the body deformation device 153 (C actuator 153C) can be suppressed.

  Further, the relative position with respect to the passenger vehicle 10 detected by the position information detection device 155, the operation state (operation amount) in the front-rear direction of the joystick device 51 (operation lever) received by the information communication device 154, and the operation in the left-right direction Based on the state (amount of operation), whether or not the occupant portion 11 and the body 111 are in contact with each other or can be prevented from being touched (whether or not the interval between the occupant portion 11 and the body 111 is equal to or less than a predetermined interval). When it is determined by the contact determination means (S234), the contact determination means (S234) cannot avoid contact or contact between the occupant part 11 and the body 111 (the interval between the occupant part 11 and the body 111 is equal to or less than a predetermined interval). ) (S234: Yes), the body 111 is deformed. Thereby, it is possible to prevent the body 111 from being unnecessarily deformed and to reduce the control cost. In addition, the body 111 is determined only when it is determined by the contact determination means (S234) that the occupant part 11 and the body 111 cannot be contacted or contacted (the distance between the occupant part 11 and the body 111 is equal to or less than a predetermined distance). Therefore, the durability of the body 111 can be improved accordingly.

  Furthermore, since the inclination angle θB of the body 111 can be calculated according to the inclination angle θA of the occupant part 11 received by the information receiving means 154 and the body 111 can be deformed, the contact or contact between the occupant part 11 and the body 111 is possible. The fear of doing so can be avoided with high accuracy.

  In the flowchart shown in FIG. 14 (turning control process), the contact determination means according to claim 4 corresponds to the process of S234.

  Next, a third embodiment will be described with reference to FIGS. 15 to 17. FIG. 15 is a front view of the linkage vehicle 200 in the third embodiment, and FIG. 16 is a flowchart showing a turning control process executed by the control device 70 of the passenger vehicle 10 in the third embodiment. FIG. 17A is a flowchart showing a turning control process executed by the control device 70 of the occupant vehicle 210, and FIG. 17B is executed by the control device 170 of the body vehicle 110 in the third embodiment. It is a flowchart which shows the turning control process. FIG. 18 shows a state where the occupant P gets on the occupant part 11 of the occupant vehicle 10 and the occupant Ps gets on the occupant part 11 of the occupant vehicle 210. In FIG. 15, the flat plates 111d and 111e are not shown.

  The linkage vehicle 1 in the first embodiment is composed of one occupant vehicle 10 and a body vehicle 110, and the case has been described in which the occupant vehicle 10 and the body vehicle 110 travel together. The third embodiment The linked vehicle 200 includes two occupant vehicles 10 and 210 and a body vehicle 110, and the two occupant vehicles 10 and 210 and the body vehicle 110 are configured to travel together. In addition, the same code | symbol is attached | subjected to the part same as 1st Embodiment, and the description is abbreviate | omitted. Further, since the occupant vehicle 10 and the occupant vehicle 210 have the same configuration, the occupant vehicle 210 is assigned the same reference numeral, and the description thereof is omitted.

  First, a schematic configuration of the linkage vehicle 200 will be described with reference to FIG. The linking vehicle 200 includes an occupant vehicle 10 on which the occupant P rides, an occupant vehicle 210 on which the occupant Ps rides, and the occupant P that covers the occupant portions 11 of the two occupant vehicles 10 and 210 and rides on the occupant portions 11. , Ps, and a body vehicle 110 having a body 111 for protecting Ps, and the two passenger vehicles 10 and 210 and the body vehicle 110 are configured to travel together.

  The occupant vehicle 210 uses the information communication device 54 (for example, the traveling direction, the traveling speed, the turning direction, or the turning radius) transmitted from the information communication device 54 (see FIG. 2) of the occupant vehicle 10. 2) and based on the received travel information, the rotation drive device 52 (L motor 52L and R motor 52R, see FIG. 2) and actuator device 53 (F actuator 53F and B actuator 53B, see FIG. 2) It is comprised so that it can drive | work with the passenger | crew vehicle 10 by driving-controlling.

  Next, with reference to FIG. 16, the turning control process of the passenger vehicle 10 will be described. In the third embodiment, first, it is determined whether or not the initiative traveling as the initiative vehicle is performed in the associated traveling with the passenger vehicle 210 and the body vehicle 110, that is, whether or not the traveling changeover switch 50 is turned on ( S311). As a result, when the travel changeover switch 50 is not turned on, that is, when it is determined that it is turned off (S311: No), the initiative traveling as the initiative vehicle in the linkage traveling with the occupant vehicle 210 and the body vehicle 110 is performed. Therefore, the turning control process is terminated.

  On the other hand, in the process of S311, when it is determined that the travel changeover switch 50 is turned on (S311: Yes), the initiative traveling as the initiative vehicle is performed in the associated traveling with the occupant vehicle 210 and the body vehicle 110. Therefore, the relative position between the passenger vehicle 210 and the body vehicle 110 is detected by the position information detection device 55 (S312), and the process proceeds to S313 and subsequent steps.

  Next, it is determined whether or not there is a turning instruction from the occupant P, that is, whether or not the joystick device 51 (operation lever) is operated in the left-right direction (S313). As a result, when it is determined that the joystick device 51 is not operated in the left-right direction (S313: No), this means that there is no turning instruction by the occupant P, and thus this turning control process is terminated. Note that the operation of the joystick device 51 in the left-right direction is detected by the left-right sensor 51b as described above.

  On the other hand, in the process of S313, when it is determined that the joystick device 51 is operated in the left-right direction (S313: Yes), it means that there is a turning instruction from the occupant P, so the joystick device 51 ( The operation state (operation amount) in the front / rear direction of the operation lever) and the operation state (operation amount) in the left / right direction are detected by the front / rear sensor 51a and the left / right sensor 51b (S314, S315), and the process proceeds to S316 and subsequent steps. .

  In the processing after S316, first, based on the operation state (operation amount) in the front-rear direction and the operation state (operation amount) in the left-right direction of the joystick device 51 (operation lever) detected in the processing of S314 and S315, The rotational speeds of the L motor 52L and the R motor 52R are sent out (S316). In the present embodiment, the calculated rotation speeds of the L motor 52L and R motor 52R, the rotation speeds of the L motor 52L and R motor 52R of the occupant vehicle 210, and the L motor 152L and R motor 152R of the body vehicle 110 are calculated. The number of rotations is the same value. However, it may be calculated individually.

  Next, the occupant vehicle 10 is turned based on the operation state (operation amount) in the front-rear direction and the operation state (operation amount) in the left-right direction of the joystick device 51 (operation lever) detected in the processes of S314 and S315. The centrifugal force generated in this case is calculated, and the inclination angle θA (see FIG. 5B) of the occupant portion 11 toward the turning inner wheel that is balanced with the centrifugal force is calculated (S317). In the present embodiment, the calculated inclination angle θA of the occupant section 11 and the inclination angle of the occupant section 11 of the occupant vehicle 210 are configured to have the same value. However, it may be calculated individually.

  After calculating the inclination angle θA of the occupant 11, whether or not the calculated inclination angle θA is a value within an allowable range, that is, an inclination angle that allows the wheel support device 30 to be structurally inclined, and Then, it is determined whether or not the occupant vehicles 10 and 210 have an inclination angle that does not fall inside the turn (S318). If the calculated inclination angle θA is within the allowable range (S318: Yes), the process proceeds to S320, but the calculated inclination angle θA exceeds the inclination angle that can be inclined due to the structure of the wheel support device 30. If it is the inclination angle that causes the occupant vehicle 10 or 210 to fall (S318: No), the inclination angle θA of the occupant portion 11 can be inclined due to the structure of the wheel support device 30 or the occupant vehicle 10, After recalculating the tilt angle to a limit that can avoid the fall of 210 (S319), the process proceeds to S320 and subsequent steps. Note that the tilt angle that can be tilted due to the structure of the wheel support device 30 and the limit tilt angle at which the occupant vehicles 10 and 210 can be prevented from falling are stored in the ROM 72 in advance.

  In the processing after S320, first, the inclination angle θB (see FIG. 9B) of the body 111 is calculated based on the inclination angle θA of the occupant portion 11 calculated in the processing of S317 or S319 (S320). The calculation of the inclination angle θB of the body 111 based on the inclination angle θA of the occupant part 11 is a table that stores a relational expression between the inclination angle θA of the occupant part 11 and the inclination angle θB of the body 111 stored in advance in the ROM 72. (Not shown). However, the inclination angle θB of the body 111 stored in this table is set such that the inclination angle at which the body 111 can be structurally inclined is the maximum inclination angle of the body 111.

  After the inclination angle θB of the body 111 is calculated, each occupant of the occupant vehicles 10 and 210 is calculated at the calculated inclination angle θB of the body 111 based on the relative position between the occupant vehicle 210 and the body vehicle 110 detected in the process of S312. It is determined whether the contact between the part 11 and the body 111 or the possibility of contact can be avoided (S321). It should be noted that the relative inclination angle between each occupant part 11 and the body 111 is determined in advance in the ROM 72 to determine whether or not contact between each occupant part 11 of the occupant vehicles 10 and 210 and the body 111 can be avoided. When the stored relative angle between each occupant part 11 and the body 111 exceeds a predetermined relative inclination angle, that is, when the distance between each occupant part 11 and the body 111 is equal to or less than the predetermined distance, each occupant part 11 and the body 111 are Judge that there is a risk of contact or contact.

  As a result of the process of S321, when it is determined that the contact between the occupant parts 11 of the occupant vehicles 10 and 210 and the body 111 can be avoided (S321: Yes), the process proceeds to S323 and subsequent processes. When it is determined that the contact between the occupant parts 11 of the occupant vehicles 10 and 210 and the body 111 cannot be avoided (S321: No), the occupant vehicle 210 and the body vehicle 110 detected in the process of S312. Based on the relative position, the inclination angle θB of the body 111 is recalculated (S322), and the process proceeds to S323 and subsequent steps. The recalculation of the inclination angle θB of the body 111 based on the relative position between the occupant vehicle 210 and the body vehicle 110 is performed by calculating a correction coefficient corresponding to the relative distance between the occupant vehicle 210 and the body vehicle 110 stored in advance in the ROM 72. This is performed by multiplying the inclination angle θB of the body 111 calculated in the process of S320 by a correction coefficient using a stored table (not shown).

  In the processing after S323, first, the information communication device 54 uses the information communication device 54 to determine the rotation speed of the L motor 52L and the R motor 52R calculated in the processing of S316 and the inclination angle θA of the occupant portion 11 calculated in the processing of S317 or S319. 210, and the rotational speed of the L motor 152L and the R motor 152R calculated in the process of S316 and the inclination angle θB of the body 111 calculated in the process of S320 or S322 are transmitted to the body vehicle 110 by the information communication device 54. Transmit (S323). Next, based on the rotation speeds of the L motor 52L and the R motor 52R calculated in the process of S316, drive control (rotation speed control) of the rotation drive device 52 (L motor 52L and R motor 52R) is performed (S324). Based on the inclination angle θA of the occupant portion 11 calculated in the process of S317 or S319, the actuator device 53 (F actuator 53F and B actuator 53B) is driven (expansion / contraction amount control) (S325). The process ends.

  Next, turning control processing of the passenger vehicle 210 will be described with reference to FIG. In the occupant vehicle 210, first, the information communication device 54 determines whether or not the rotation speed of the L motor 52L and the R motor 52R and the inclination angle θA of the occupant portion 11 are received from the occupant vehicle 10 (S331). As a result, when it is determined that the information has not been received (S331: No), the turning control process ends.

  On the other hand, if it is determined in step S331 that it has been received (S331: Yes), then, based on the rotational speeds of the L motor 52L and the R motor 52R received in step S331, the rotational drive device 52 (L The drive control (rotation speed control) of the motor 52L and the R motor 52R is performed (S332), and the actuator device 53 (the F actuator 53F and the B actuator is based on the inclination angle θA of the occupant 11 received in the process of S331). 53B) is performed (expansion / contraction amount control) (S333), and the turning control process is terminated.

  Next, turning control processing of the body vehicle 110 will be described with reference to FIG. In the third embodiment, first, the information communication device 154 determines whether or not the rotation speeds of the L motor 152L and the R motor 152R and the inclination angle θB of the body 111 are received from the passenger vehicle 10 (S341). . As a result, when it is determined that the information has not been received (S341: No), the turning control process is terminated.

  On the other hand, if it is determined in step S341 that it has been received (S341: Yes), then, based on the rotational speeds of the L motor 152L and the R motor 152R received in step S341, the rotational drive device 152 (L Drive control (rotational speed control) of the motor 152L and the R motor 152R is performed (S342), and the body deformation device 153 (C actuator 153C) is driven based on the inclination angle θB of the body 111 received in the process of S341. Control (control of expansion / contraction amount) is performed (S343), and this turning control process is terminated.

  The present invention has been described above based on the embodiments. However, the present invention is not limited to the above embodiments, and various improvements and modifications can be made without departing from the spirit of the present invention. It can be easily guessed.

  For example, the numerical values given in the above embodiments are merely examples, and other numerical values can naturally be adopted.

  In each of the above-described embodiments, a case has been described in which the occupant vehicle 10 and the body vehicle 110 (and the occupant vehicle 210) travel in unison with each other by transmitting and receiving travel information to and from each other using the information communication devices 54 and 154. However, the present invention is not necessarily limited to this, and the occupant vehicle 10 and the body vehicle 110 (and the occupant vehicle 210) may be configured to travel in a linked manner using a connecting device that connects the bolts or the like.

  In each of the above-described embodiments, the case where the body 111 is configured as a four-joint parallel link mechanism has been described. However, the present invention is not necessarily limited to this. You may comprise as a link mechanism more than a node.

  In each of the above embodiments, in the turning control process, the inclination angle θA of the occupant 11 and the inclination angle θB of the body 111 are based on the operation state (operation amount) of the joystick device 51 (operation lever) in the left-right direction. However, the present invention is not necessarily limited to this. For example, the inclination angle θA of the occupant 11 and the inclination angle θB of the body 111 are calculated based on information detected by the posture detection device 56. You may comprise as follows. In this case, when turning, the inclination angle θA of the occupant part 11 and the inclination angle θB of the body 111 can be calculated from the inclination angle that actually acts on the occupant part 11 by centrifugal force. 11 tilt angle θA and body 111 tilt angle θB can be calculated with high accuracy.

  Further, in each of the above-described embodiments, the case where each actuator (F actuator 53F, B actuator 53B, C actuator 153C) is configured as a telescopic actuator by a ball screw mechanism has been described. However, it is naturally possible to use other mechanisms.

  Other mechanisms include, for example, a crank / slider mechanism (a rotary motion of an electric motor is converted into a swinging motion by a crank mechanism, and this swinging motion is converted into a linear motion by a slider mechanism. Mechanism), rack and pinion mechanism (configuration in which the rotational movement of the pinion by the electric motor is transmitted to the rack and the rack is linearly moved to obtain a telescopic actuator), or a cam mechanism (a non-circular cam is electrically driven) Examples include a mechanism for obtaining a telescopic actuator by causing the lifter to linearly move by sliding contact while the rotationally moving cam receives the force of the elastic spring device.

(A) is a front view of the linkage vehicle in 1st Embodiment which has the body vehicle which is one Embodiment of the vehicle in this invention, (b) is a side view of a linkage vehicle. It is the block diagram which showed the electrical structure of the passenger vehicle. It is a front view of the wheel support device of a crew member vehicle. It is a top view of the wheel support device of a crew member vehicle. It is a schematic diagram for demonstrating the inclination operation | movement of the wheel support apparatus of a passenger | crew vehicle, (a) has shown the state in a neutral position, (b) has each shown the state inclined. It is the block diagram which showed the electrical structure of the body vehicle. (A) is a front view of the wheel support apparatus of a body vehicle, (b) is a top view of the wheel support apparatus of a body vehicle. (A) is a front view of a connection member, (b) is a side view of a connection member. It is a schematic diagram for demonstrating the inclination operation | movement of the wheel support apparatus of a body vehicle, (a) has shown the state in a neutral position, (b) has each shown the state inclined. It is a flowchart which shows the turning control process performed with the control apparatus of a passenger | crew vehicle in 1st Embodiment. It is a flowchart which shows the turning control process performed with the control apparatus of the body vehicle in 1st Embodiment. (A) is a front view of the linkage vehicle during the left turn, and (b) is a front view of the linkage vehicle in which the body during the left turn is not deformed. It is a flowchart which shows the turning control process performed with the control apparatus of the passenger | crew vehicle in 2nd Embodiment. It is a flowchart which shows the turning control process performed with the control apparatus of the body vehicle in 2nd Embodiment. It is a front view of the linkage vehicle in 3rd Embodiment. It is a flowchart which shows the turning control process performed with the control apparatus of a passenger vehicle in 3rd Embodiment. (A) is a flowchart which shows the turning control process performed with the control apparatus of a passenger | crew vehicle in 3rd Embodiment, (b) is the turning performed with the control apparatus of the body vehicle in 3rd Embodiment. It is a flowchart which shows a control process.

Explanation of symbols

11 Crew (car body)
111 Body 10,210 Crew vehicle (other vehicles)
110 Body vehicle (vehicle)
153 Body deformation device (body deformation means)
153C C actuator (part of body deformation means)
155 Position information detection device (position information detection means)

Claims (4)

A vehicle that travels in conjunction with another vehicle that turns with the vehicle body tilted;
A body covering at least a part of a vehicle body in the other vehicle;
Body deformation means for deforming the body based on turning information of the other vehicle;
A vehicle comprising: The body is composed of a link mechanism,
The vehicle according to claim 1, wherein the body deforming means deforms the body by inclining the link mechanism.   The vehicle according to claim 1, wherein the turning information is an inclination amount of the vehicle body based on a turning operation of the other vehicle. Position information detecting means for detecting position information of the other vehicle;
Contact determining means for determining whether or not an interval between the other vehicle and the body is equal to or smaller than a predetermined interval based on the position information of the other vehicle detected by the position information detecting means and the turning information; Prepared,
The body deformation means deforms the body when the contact determination means determines that the distance between the other vehicle and the body is equal to or less than a predetermined distance. The vehicle described in Crab.

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