JP2008120386A - Traveling vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a traveling vehicle capable of controlling an occupant loading part to an optional attitude. <P>SOLUTION: The traveling vehicle 1 comprises a vehicle body 32, a wheel 35 which is rotatably supported by the vehicle body 32 and disposed on one axis, the occupant loading part 33 for loading an occupant M, which is supported by the vehicle body 32, and a vehicle body attitude control means 120 for controlling a vehicle body attitude. The vehicle further comprises an actuator 36 for relatively moving the vehicle body 32 and the occupant loading part 33. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a traveling vehicle in which a posture of a passenger of a vehicle having wheels arranged on one axis can be freely changed.

  Conventionally, as a saddle mounted on a carriage having two wheels arranged on the left and right, a movable permanent magnet to which a passenger's load is applied, and a repulsive magnetic pole are arranged opposite to the movable permanent magnet and the carriage There is a vehicle apparatus having a structure in which a movable permanent magnet is levitated from a fixed permanent magnet for levitating by a magnetic spring composed of a movable permanent magnet and a levitating fixed permanent magnet. (Patent Document 1).

  FIGS. 7A and 7B are conceptual diagrams showing states of the traveling vehicle 1 and the occupant M during conventional acceleration. In the figure, 1 is a traveling vehicle, 2 is a vehicle body, 3 is a seat as an example of mounting means, 4 is an axle, 5 is a wheel, G1 is the center of gravity of the whole, G2 is the center of gravity of the occupant, g is gravity, and Fi is inertial force. , Ff is a forward force, V is a vertical axis, E is a balance axis, B is a vehicle body axis, S is a boarding axis, and P is a grounding point.

  In FIG. 7A, a traveling vehicle 1 is a vehicle in which an axle 4 and wheels 5 are connected to a vehicle body 2 and a seat 3 is placed thereon. When the traveling vehicle 1 accelerates, an inertial force Fi acts on the vehicle body 2 and the occupant M. Therefore, if the vehicle 1 is accelerated as it is, the vehicle body 2 and the occupant M fall backward due to the influence of the inertial force Fi. Therefore, it is necessary to place the entire center of gravity G1 on the balance axis E to prevent overturning.

  Next, FIG. 8A and FIG. 8B are views showing the state of the traveling vehicle 1 and the occupant M during the conventional turning. In the figure, 1 is a traveling vehicle, 2 is a vehicle body, 3 is a seat as an example of mounting means, 4 is an axle, 5 is a wheel, G1 is the center of gravity of the whole, G2 is the center of gravity of the occupant, g is gravity, and Fc is centrifugal force , V is a vertical axis, E is a balance axis, B is a vehicle body axis, S is a riding axis, and T is a tread.

In FIG. 8A, a traveling vehicle 1 is a vehicle in which an axle 4 and wheels 5 are connected to a vehicle body 2 and a seat 3 is placed thereon. When the traveling vehicle 1 turns, the centrifugal force Fc acts on the vehicle body 2 and the occupant M. Therefore, if the vehicle 1 is accelerated as it is, the vehicle body 2 and the occupant M fall outside due to the influence of the centrifugal force Fc. Therefore, by tilting the vehicle body 2 inwardly from the vertical axis V and placing the entire center of gravity G1 on the balance axis E, it is necessary to prevent overturning and maintain balance.
JP 2005-145296 A

  However, as shown in FIG. 7 (b), when the vehicle body 2 is tilted forward more than the balance axis E and kept in balance, a forward force Ff acts on the occupant. In this case, although the vehicle is accelerating, the forward force Ff is felt, and the forward force Ff is unnatural for the occupant.

  Further, the state of the occupant M at the time of turning is as shown in FIG. The center of gravity G2 of the occupant is located outside the tread T when the vehicle body 2 is inclined more inward than the vertical axis V, and may be in contact with an obstacle. In addition, the occupant's field of view is inclined, or the occupant's sense of turning is dull, which may affect operations such as speed and steering.

  This invention solves the said subject, Comprising: It aims at providing the traveling vehicle which controls a passenger | crew mounting part to arbitrary attitude | positions.

  Therefore, the present invention provides a vehicle body, a wheel rotatably supported on the vehicle body, arranged on one axis, an occupant mounting portion that supports the vehicle body and mounts an occupant, and a vehicle body posture control that controls the vehicle body posture. A travel vehicle comprising: an actuator that relatively moves the vehicle body and the occupant mounting portion.

  Further, the actuator is characterized in that the occupant mounting portion is translated with respect to the vehicle body.

  Further, the actuator is characterized in that the occupant mounting portion is moved in a traveling direction.

  Accordingly, the present invention provides a vehicle body, a wheel rotatably supported on the vehicle body, arranged on one axis, an occupant mounting portion that supports the vehicle body and mounts an occupant, and a vehicle body posture that controls the vehicle body posture In the traveling vehicle having the control means, the actuator includes an actuator that relatively moves the vehicle body and the occupant mounting portion, so that the acceleration experienced by the occupant when the acceleration of the traveling vehicle changes can be arbitrarily set. The occupant can be moved smoothly, and the occupant's posture can be set freely.

  Moreover, since the said actuator moves the said passenger | crew mounting part in parallel with respect to a vehicle body, it becomes possible to move with a simple structure.

  Moreover, since the said actuator moves the said passenger | crew mounting part in the advancing direction, when the acceleration of a running vehicle changes, it becomes possible to set arbitrarily the acceleration which a passenger | crew senses.

Hereinafter, an embodiment as an example of the present invention will be described with reference to the drawings.
FIG. 1 or FIG. 2 is a conceptual diagram of this embodiment. FIG. 1 is a diagram illustrating a state of an occupant after control during acceleration according to the present embodiment, and FIG. 2 is a diagram illustrating a state of the occupant after control during turning according to the present embodiment. The same reference numerals as those shown in FIG. 7 and FIG.

  In this case, the traveling vehicle 1 includes an angular velocity meter 121 and an accelerometer 122 as examples of a vehicle body posture detection unit that detects the posture of the vehicle body, and a vehicle body posture control unit that controls the vehicle body posture detected by the angular velocity meter 121 and the accelerometer 122. 120 is controlled to be able to run. The seat posture control unit 130 as an example of the occupant posture control unit includes an inclination angle detected by the seat relative inclination angle measurement device 131 as an example of the occupant posture detection unit, a vehicle body posture detected by the vehicle body posture detection unit 120, In particular, the posture of the seat 3 as an example of the occupant mounting portion is controlled in response to the acceleration / deceleration detected by the accelerometer 120 or the operation of the operation means 123 such as a joystick.

  FIG. 1 is a diagram illustrating a state of the occupant M after control during acceleration. In the figure, 1 is a traveling vehicle, 2 is a vehicle body, 3 is a seat as an example of an occupant mounting portion, G2 is the center of gravity of the occupant, E is a balance axis, B is a vehicle body axis, and S is a boarding axis. As shown in FIG. 1, the seat is inclined backward so that the boarding axis S has the same inclination angle as the equilibrium axis E.

  By controlling in this way, inertia force is not applied to the occupant M, and it feels like a stationary state. Further, if the seat 3 is controlled to be tilted further rearward, a backward force can be felt and acceleration can be experienced. That is, by changing the posture of the seat 3 of the occupant M, when the acceleration of the traveling vehicle 1 changes, the occupant M can be moved smoothly and the posture of the occupant M can be freely set. It is possible to arbitrarily set the acceleration experienced by the occupant M.

  FIG. 2 shows the state of the occupant M after control during turning. The seat 3 is rotated to the side, and the vehicle body axis B is controlled so that the posture of the occupant M is in the vertical direction when viewed from the front.

  By controlling in this way, it becomes possible for the occupant M to turn in an upright state, and the occupant M never comes out of the tread T. Further, it is possible to turn so as to feel a certain amount of centrifugal force, and it is possible to realize that the vehicle is turning. That is, by changing the posture of the seat 3 of the occupant M, the occupant M can be smoothly moved with respect to changes in the turning radius and speed of the traveling vehicle 1, and the posture of the occupant M can be freely set. can do.

  Next, the configuration of such a traveling vehicle control system will be described with reference to FIG. FIG. 3 shows a control system configuration of the present embodiment. In the figure, 110 is a traveling vehicle attitude control system, 120 is a vehicle attitude control means, 121 is an angular velocity meter as an example of the vehicle attitude detection means, 122 is an accelerometer as an example of the vehicle attitude detection means, 123 is an operation means, 124 Denotes a vehicle body ECU, 125 denotes a vehicle body posture control actuator, 130 denotes a seat posture control means as an example of an occupant posture control means, 131 denotes a seat relative displacement measuring device, 132 denotes a seat ECU, and 133 denotes a seat displacement adjustment actuator.

  The vehicle body posture control means 120 calculates the vehicle body inclination angular velocity detected by the biaxial angular velocity meter 121 and the operation information from the operation means 123 such as acceleration or joystick detected by the triaxial accelerometer 122 by the vehicle body ECU 124, The vehicle body 2 is controlled by outputting the value to the vehicle body posture control actuator 125. In addition, the vehicle body posture control unit 120 connects the vehicle seat posture control unit 130, outputs the vehicle body inclination angle and acceleration from the vehicle body ECU 124 to the seat ECU 132, and the vehicle body posture angle / position target correction amount is output from the vehicle body ECU 124. To output the vehicle body posture control in consideration of the relative inclination angle of the seat 3.

  The seat posture control unit 130 can be connected to the existing vehicle body posture control unit 120, and the seat relative displacement with respect to the vehicle body and the vehicle body posture control detected by the biaxial seat relative displacement measuring device 131 as an example of the occupant posture detection unit. The seat ECU 132 calculates the vehicle body inclination angle and acceleration from the vehicle body ECU 124 of the means 120, outputs the vehicle body inclination angle target correction amount to the vehicle body ECU 124, and outputs the command value to the seat displacement adjustment actuator 133. It is something to control. As an input to the vehicle body ECU 124, the angular velocity meter 121, the accelerometer 122, or the operating means 123 may be used independently or in various combinations.

  Next, a flowchart of such a control system will be described. FIG. 4 is a control flowchart of the present embodiment. First, in step 1, the direction of acceleration is measured with the accelerometer 122 mounted on the vehicle body (S1). Next, in step 2, a target value (balance angle) of the vehicle body tilt angle is calculated (S2). Next, in step 3, the vehicle body inclination angle is calculated from the measured values of the accelerometer 122 and the angular velocity meter 121 mounted on the vehicle body (S3). Next, in step 4, sheet displacement adjustment processing described later is executed (S4). Next, in step 5, it is determined whether or not the measured value of the vehicle body tilt angle is equal to the corrected target value and whether the respective time change rates are equal (S5). As a result of the determination, if the measured value of the vehicle body tilt angle is equal to the corrected target value and the respective time change rates are also equal, the process returns to the start. As a result of the determination, if the measured value of the vehicle body tilt angle is not equal to the correction target value, or the respective time change rates are not equal, the process proceeds to step 6. In step 6, an actuator output value necessary to approach the target value of the vehicle body inclination angle is calculated (S6). Finally, based on the result calculated in step 6, in step 7, the data is output to the vehicle body posture control actuator (S7).

  Here, the sheet displacement adjustment process in step 4 will be described. First, at step 41, a target value of seat displacement is calculated from the direction of acceleration of the vehicle body and the vehicle body inclination angle (S41). Next, in step 42, the seat displacement is measured by a seat relative displacement measuring device installed between the vehicle body and the seat (S42). Next, in step 43, the correction amount of the vehicle body tilt angle target value with respect to the center of gravity movement accompanying the seat tilt is calculated (S43). Next, in step 44, it is determined whether the measured value of the sheet displacement is equal to the target value and whether the respective time change rates are also equal (S44). As a result of the determination, if the measured value and the target value of the sheet displacement and the respective time change rates are also equal, the sheet displacement adjustment process is terminated. If the measured value of the sheet displacement is not equal to the target value, or if the respective time change rates are not equal, in step 45, the actuator output value required to approach the target value of the sheet displacement is calculated (S45). ). Finally, based on the result calculated in step 45, the output is output to the seat displacement control actuator in step 46 (S46).

  Next, examples will be described. 5 and 6 show examples of a translational type in which a slide actuator is applied and the displacement is adjusted. FIG. 5 is a schematic view of a state in which an occupant is mounted, FIG. 6A is an enlarged view of a seat driving portion, and FIG. 6B is a plan view of FIG.

  In the figure, 1 is a traveling vehicle, 32 is a vehicle body, 32a is an upper end portion, 32b is an intermediate portion 32c is a lower portion, 32d is a rail, 33 is a seat as an example of an occupant mounting portion, 34 is an axle, 35 is a wheel, An actuator, 36a is a rod-shaped portion, 36b is a base-shaped portion, 37 is a moving body, 38 is a spring, and 39 is a joint.

  The vehicle body 32 includes a rectangular upper end 32a, a lower part 32c connected to the axle 34, a quadrangle apex of the upper end 32a, and an intermediate part 32b connecting the lower part 32c. A rail 32d is disposed on the upper side surface. Each moving body 37 is installed on each rail 32 d, and each moving body 37 is coupled to the actuator 36. As the actuator 36, a ball screw type or electromagnetic type is applied, and two orthogonal rod-like portions 36a coupled to the moving body 37 on two opposite sides are coupled to the respective rod-like portions 36a so as to be relatively movable. And a table-like portion 36b. The spring 38 is provided between the intersection of the intermediate portion 32 b and the lower portion 32 c of the vehicle body 32 and the platform portion 36 b of the actuator 36 via a joint 39 such as a ball joint or a universal joint. The portion 36 b is biased so as to be on the extension line of the lower portion 32 c of the vehicle body 32.

  With such a structure, by controlling the actuator 36, the seat 33 can be controlled to be movable to an arbitrary position within the upper end portion 32 a of the vehicle body 32. Further, by attaching the spring 38, energy is not required for maintaining an upright posture at the time of stopping and traveling at a constant speed, and it is possible to help maintain the posture when the actuator 36 breaks down.

Conceptual diagram of the first embodiment Conceptual diagram of the first embodiment The figure which shows the control system structure of 1st embodiment. The figure which shows the control flowchart of 1st embodiment. The figure which shows the Example of 1st embodiment The figure which shows the Example of 1st embodiment Diagram showing conventional technology Diagram showing conventional technology

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... Traveling vehicle, 2 ... Vehicle body, 3 ... Seat as an example of mounting means, 4 ... Axle, 5 ... Wheel, 32 ... Vehicle body, 32a ... Upper end part, 32b ... Middle part, 32c ... Lower part, 32d ... Rail, 33 A seat as an example of an occupant mounting portion, 34 ... an axle, 35 ... a wheel, 36 ... an actuator, 36a ... a rod-like portion, 36b ... a trapezoidal portion, 37 ... a moving body, 38 ... a spring, 39 ... a joint, 110 ... a traveling vehicle Attitude control system, 120 ... body posture control means, 121 ... angular velocity meter as an example of vehicle body posture detection means, 122 ... accelerometer as an example of vehicle body posture detection means, 123 ... operation means, 124 ... body ECU, 125 ... body Attitude control actuator, 130 ... Seat attitude control means as an example of occupant attitude control means, 131 ... Seat relative displacement measuring device, 132 ... Seat ECU, 133 ... G1 ... Gravity of the occupant, G2 ... Gravity of the occupant, g ... Gravity, Fi ... Inertial force, Ff ... Forward force, V ... Vertical axis, E ... Equilibrium axis, B ... Body axis, P ... grounding point, Fc ... centrifugal force, T ... tread

Claims (3)

The car body,
A wheel rotatably supported on the vehicle body and disposed on one axis;
An occupant mounting portion that supports the vehicle body and mounts the occupant;
Vehicle body posture control means for controlling the vehicle body posture;
In a traveling vehicle having
A traveling vehicle comprising an actuator for relatively moving the vehicle body and the occupant mounting portion.   The traveling vehicle according to claim 1, wherein the actuator translates the occupant mounting portion relative to a vehicle body.   The traveling vehicle according to claim 1, wherein the actuator moves the occupant mounting portion in a traveling direction.

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