JP2013233895A - Vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle capable of inclining a vehicle body by a simple configuration, in the configuration of taking a turn by inclining the vehicle body.SOLUTION: A vehicle 1 includes a vehicle body 2, a front wheel 7, a pair of right and left rear wheels 9, a pair of rear arms 15 disposed parting right and left, an in-wheel motor 17 individually rotating the right and left rear wheels 9, a front support part 6 supported by the vehicle body 2 to be rotatable in a left-right direction to rotatably support the front wheel 7, and a control part 18. Each rear arm 15 includes one end part 15A coupled to the vehicle body 2 and the other end part 15B rotatably supporting the rear wheel 9, and is vertically rotatable around the one end part 15A. The control part 18 controls the in-wheel motor 17 to generate a driving force difference between the right and left rear wheels 9 in order to turn the vehicle body 2 by inclining it in the left-right direction.

Description

  The present invention relates to a vehicle.

A small passenger car such as a so-called personal mobility vehicle has been proposed (see, for example, Patent Documents 1 and 2 below). Such a small passenger car can turn left and right by leaning the vehicle body to the left and right.
The vehicle of Patent Document 1 includes a main body part on which an occupant gets on, a support part that supports the main body part from below, a pair of left and right drive wheels that are rotatably supported by the support part, and a drive motor that drives each drive wheel. A link mechanism that tilts the vehicle body to the left and right, a link motor that operates the link mechanism, and a control device for the link motor. In the vehicle of Patent Document 1, when the link motor operates the link mechanism according to the control of the control device, the camber angle of each drive wheel changes and the vehicle body tilts in the turning direction.

  In the vehicle of Patent Document 2, a front vehicle body provided with a pair of left and right front wheels and a rear vehicle body provided with a pair of left and right rear wheels are connected in a rollable manner, and the pair of left and right front wheels are connected via a steering device. Connected to the bar handle. In the vehicle of Patent Document 2, when the driver turns the bar handle to steer the left and right front wheels, the front vehicle body tilts.

JP 2010-260531 A Japanese Patent Laid-Open No. 2003-26068

  The vehicle of Patent Document 1 requires a complicated link mechanism, a link motor (a dedicated actuator for tilting the vehicle body), and a link motor control device in order to tilt the vehicle body. Moreover, in the vehicle of patent document 2, in order to incline a vehicle body, a bar handle and a steering device are required. That is, in the vehicles of Patent Documents 1 and 2, the configuration for inclining the vehicle body is complicated, and there is a concern about an increase in cost, an increase in weight, and an increase in size.

  The present invention has been made under such a background, and an object of the present invention is to provide a vehicle in which the vehicle body can be tilted with a simple configuration in a configuration in which the vehicle body is tilted and turned.

  The invention described in claim 1 is a pair of rear arms (15) arranged in the left-right direction in a vehicle (1) having a vehicle body (2), a front wheel (7), and a pair of left and right rear wheels (9). A pair of rear arms that have one end portion (15A) coupled to the vehicle body and the other end portion (15B) that rotatably supports the rear wheel, and that can pivot up and down about the one end portion. And a drive unit (17) for individually rotating the rear wheel on the left and right sides, a front support unit (6) that is supported by the vehicle body so as to be pivotable to the left and right, and rotatably supports the front wheel, and the vehicle body. The vehicle includes a control means (18) for controlling the driving unit so that a driving force difference is generated between the left and right rear wheels in order to turn the vehicle tilting left and right.

The invention according to claim 2 is a vehicle according to claim 1, characterized in that it includes a trailing arm type rear suspension (8) having the rear arm as a trailing arm.
According to a third aspect of the present invention, the trailing arm extends downward from the vehicle body, and a crossing angle (θ) of the trailing arm with respect to a horizontal line (Z) extending in the front-rear direction is 0 ° to 90 °. The vehicle according to claim 2, wherein

A fourth aspect of the present invention is the vehicle according to any one of the first to third aspects, wherein the drive unit includes an in-wheel motor attached to each of the left and right rear wheels.
The invention according to claim 5 includes a double wishbone type front suspension (5) interposed between the front support portion and the vehicle body, according to any one of claims 1 to 4. It is a vehicle.

According to a sixth aspect of the present invention, the rotation shaft (6D) of the front support portion extends downward from the vehicle body, and the caster angle (α) of the front wheel is 0 ° to 30 °. The vehicle according to any one of claims 1 to 5, which is characterized.
In addition, in the above, the numbers in parentheses represent reference numerals of corresponding components in the embodiments described later, but the scope of the claims is not limited by these reference numerals.

  According to the first aspect of the present invention, when a driving force difference is generated between the left and right rear wheels, the front and rear positions of the left and right rear wheels are shifted, and accordingly, the pair of rear arms that individually support the rear wheels ( The inclination angle (with respect to the horizontal plane) is different. In one rear arm with a relatively large inclination angle, one end pushes up the vehicle body, and in the other rear arm with a relatively small inclination angle, one end portion pulls down the vehicle body, so the other side is more than the one side. The vehicle body tilts to the left and right so that the vehicle becomes lower, thereby turning the vehicle.

Further, since the front support portion naturally rotates in the direction in which the vehicle body tilts according to the tilt of the vehicle body, the front wheel supported by the front support portion Steer naturally in the direction of the slope. That is, it is not necessary to provide a complicated mechanism for turning the front wheels.
In this way, the vehicle body can be tilted with a simple configuration that only causes a difference in driving force between the rear wheels of the pair of rear arms that rotate up and down.

According to the second aspect of the present invention, since the pair of rear arms (trailing arms) can be smoothly rotated by the trailing arm type rear suspension, the vehicle body can be smoothly inclined (turned).
According to the third aspect of the present invention, the pair of rear arms (trailing arms) can be smoothly rotated, so that the vehicle body can be smoothly inclined (turned).

According to invention of Claim 4, a rear wheel can be separately rotated on either side with an in-wheel motor.
According to the fifth aspect of the present invention, smooth rotation of the front support portion (in other words, smooth steering of the front wheels) can be realized by the double wishbone type front suspension.
According to the sixth aspect of the invention, smoother steering of the front wheels can be realized.

FIG. 1 is a schematic perspective view of a vehicle 1 according to an embodiment of the present invention. FIG. 2 is a side view of the main part of the front (front side) portion of the vehicle 1 as viewed from the side. FIG. 3 is a main part rear view of the rear (rear side) portion of the vehicle 1 as viewed from the rear. FIG. 4 is a main part side view of the rear portion of the vehicle 1 as viewed from the side. FIG. 5A is a schematic perspective view of the vehicle 1 in a turning state. FIG. 5B is a main part rear view of the rear portion of the vehicle 1 in a turning state as viewed from the rear. FIG. 5C is a front view of a main part of the front portion of the vehicle 1 in a turning state as viewed from the front. FIG. 6 is a schematic diagram for explaining a situation where the vehicle 1 gets over the level difference Q. FIG. 7 is a schematic perspective view of the vehicle 1 according to a modification.

Embodiments of the present invention will be specifically described below with reference to the drawings.
FIG. 1 is a schematic perspective view of a vehicle 1 according to an embodiment of the present invention. FIG. 2 is a side view of the main part of the front portion of the vehicle 1 as viewed from the side. FIG. 3 is a main part rear view of the rear portion of the vehicle 1 as viewed from the rear. FIG. 4 is a main part side view of the rear portion of the vehicle 1 as viewed from the side.
In addition, when specifying the front-back, left-right direction in the vehicle 1, the line of sight of the driver who got on the vehicle 1 is used as a reference. That is, in FIG. 1, the left front side of the paper is the front side of the vehicle 1, the right back side of the paper is the rear side of the vehicle 1, the right front side of the paper is the left side of the vehicle 1, and the left back side of the paper is On the right.

The vehicle 1 is assumed to be, for example, a small vehicle (so-called personal mobility vehicle or commuter) with a single passenger smaller than a light vehicle.
Referring to FIG. 1, vehicle 1 includes a vehicle body 2, a seat 3, an operation lever 4, a front suspension 5, a front support portion 6, a front wheel 7, a rear suspension 8, and a rear wheel 9. It is out. Each of the front suspension 5, the front support 6, the front wheel 7, the rear suspension 8, and the rear wheel 9 is provided as a pair on the left and right. Here, in each of the front suspension 5, the front support portion 6, the front wheel 7, the rear suspension 8, and the rear wheel 9, when referring to the left one, "L" may be appended to the end of each symbol, When referring to the right side, "R" may be added to the end of each symbol (the same applies to the rear arm 15 and the in-wheel motor 17 described later).

In this embodiment, the vehicle body 2 is formed in a longitudinal box shape in the front-rear direction, but the shape of the vehicle body 2 can be arbitrarily set as long as a predetermined strength is maintained.
The seat 3 is fixed to the upper part of the vehicle body 2. The operation lever 4 is a so-called joystick, for example, and is attached to the front side of the seat 3 in the upper part of the vehicle body 2. The driver can move the vehicle 1 as desired by sitting on the seat 3 and operating the operation lever 4. In this embodiment, if the operation lever 4 is tilted forward, the vehicle 1 can be moved forward, and if the operation lever 4 is tilted left front, the vehicle 1 can be turned left and the operation lever 4 is moved right front. If it is brought down, the vehicle 1 can be turned to the right (details will be described later). In FIG. 2 and subsequent figures, the illustration of the seat 3 and the operation lever 4 may be omitted for convenience of explanation.

One front suspension 5 is provided on each of the left and right sides of the front portion of the vehicle body 2. Each front suspension 5 is of a double wishbone type and includes a pair of upper and lower arms 10, an upright 11, and a shock absorber 12.
The pair of upper and lower arms 10 protrudes outward from the front portion of the vehicle body 2 in the left-right direction. The base portion of each arm 10 is connected to the vehicle body 2 via a swing shaft 13 extending in the front-rear direction, and each arm 10 can swing up and down around the swing shaft 13. The upright 11 extends between the top and bottom ends of the pair of upper and lower arms 10 (ends on the side farthest from the vehicle body 2) while extending up and down. The upright 11 and each tip portion of the pair of upper and lower arms 10 are connected via a swing shaft 14 extending in the front-rear direction, and the upright 11 is connected to the pair of upper and lower arms 10 via the swing shaft 14. It can swing relative to each other.

  The shock absorber 12 is disposed, for example, between a pair of upper and lower arms 10 and extends obliquely upward from the lower arm 10 and is connected to the vehicle body 2. That is, the shock absorber 12 is installed between the lower arm 10 and the vehicle body 2. The shock absorber 12 is constituted by a spring or a damper extending obliquely upward, and can be elastically expanded and contracted. In FIG. 2 and subsequent figures, the illustration of the shock absorber 12 may be omitted for convenience of explanation.

In the left and right front suspensions 5, when the pair of upper and lower arms 10 swings up and down around the swing shaft 13, the shock absorber 12 expands and contracts. Then, when the shock absorber 12 tries to return to the original state, the posture before the pair of upper and lower arms 10 swings is returned.
The front support 6 is attached to the uprights 11 of the left and right front suspensions 5 one by one. Therefore, each front suspension 5 that supports the front support 6 in the upright 11 is interposed between the front support 6 and the vehicle body 2.

  The front support portion 6 has, for example, a rod shape, and has a proximal end portion 6A and a distal end portion 6B. The base end portion 6 </ b> A is fixed to the upright 11. The front support portion 6 extends downward from the base end portion 6A (vehicle body 2). The base end portion 6 </ b> A is an upper end portion of the front support portion 6, and the distal end portion 6 </ b> B is a lower end portion of the front support portion 6. The center of rotation of the front wheel 7 is attached to the tip 6B. The front wheel 7 is rotatably supported by the tip portion 6B.

  As shown in FIG. 1, when the vehicle 1 is viewed from the front side, the front support portion 6 is halfway in the vehicle width direction (left-right direction) of the vehicle body 2 (left side in the case of the right front support portion 6). In the case of the left front support 6, it is bent to the right). Note that the front wheel 7 attached to the front end portion 6B is not in contact with the crank-shaped portion 6C of the front support portion 6.

  Each front support portion 6 is supported by an upright 11 (in other words, the vehicle body 2 to which the front suspension 5 is attached) so as to be turnable to the left and right. The rotation shaft 6D (corresponding to a so-called kingpin shaft) of each front support portion 6 and the portion of the front support portion 6 from the base end portion 6A to the crank-shaped portion 6C are on the same straight line. Further, the rotation shaft 6D of each front support portion 6 extends substantially vertically in a front view (so-called kingpin angle is about 0 °).

  As shown in FIG. 2, when viewed from the vehicle width direction, each front support portion 6 (rotating shaft 6D) extends linearly downward from the base end portion 6A (vehicle body 2 side) toward the front end portion 6B. ing. In a state where the vehicle 1 is placed on the horizontal road surface X, the crossing angle (each front wheel 7) between each front support portion 6 (rotating shaft 6D) and the vertical line (virtual line) Y when viewed from the vehicle width direction. Is set to 0 ° to 30 ° (0 ° to 30 °).

  Each front support portion 6 rotates about a rotation shaft 6D, and in conjunction with this, the front wheel 7 supported by the front end portion 6B of each front support portion 6 also rotates about the rotation shaft 6D ( Steer) (see broken line arrow in FIG. 1). Further, in order to satisfy the above-described caster angle α, the intersection S between the rotation shaft 6D and the road surface X is positioned forward of the grounding point T of the front wheel 7 on the road surface X (that is, the intersection S is in contact with the intersection S). The amount of trail E between the point T and the point T is set so as to increase in front of the ground point T).

As shown in FIG. 1, one rear suspension 8 is provided on each of the left and right sides of the rear portion of the vehicle body 2. Each rear suspension 8 is a trailing arm type. The rear suspension 8 includes a rear arm 15 that forms a trailing arm and a shock absorber 16.
A pair of rear arms 15 is provided for the left and right rear suspensions 8 as a whole, and they are spaced apart from each other (see FIG. 3). The shape and size of the pair of rear arms 15 are the same. Referring to FIG. 4, each rear arm 15 extends downward (downward on the rear side) from the vehicle body 2. In a state where the driver gets on the vehicle 1, the crossing angle θ of each rear arm 15 with respect to the horizontal line (virtual line) Z extending in the front-rear direction is set to 0 ° to 90 ° (0 ° to 90 °). Each rear arm 15 has one end 15 </ b> A connected to the vehicle body 2 and the other end 15 </ b> B farthest from the vehicle body 2. In the rear arm 15 extending downward in the rear side, the upper end portion is one end portion 15A and the lower end portion is the other end portion 15B. The position of the one end 15 </ b> A in the front-rear direction in the vehicle body 2 is the same in the left and right rear arms 15. Each rear arm 15 can be turned up and down around one end 15A. Since the left and right rear arms 15 are not connected to each other, they can rotate independently. The pair of rear arms 15 extend vertically so as to be parallel to each other in the rear view (see FIG. 3), but the distance between the left and right of the pair of rear arms 15 increases as it goes from the one end 15A to the other end 15B. It may be inclined so as to be narrowed or narrowed. The rotation center of one rear wheel 9 is attached to the other end portion 15B of each rear arm 15. That is, the other end 15B of each rear arm 15 rotatably supports one rear wheel 9.

The shock absorber 16 extends vertically, for example, and is installed between the middle part of each rear arm 15 in the length direction and the vehicle body 2. The shock absorber 16 is composed of a spring or a damper that extends in the vertical direction, and can elastically expand and contract.
In the left and right rear suspensions 8, when the rear arm 15 rotates up and down around the one end 15A, the shock absorber 16 expands and contracts. Then, when the shock absorber 16 tries to return to the original state, the posture before the rear arm 15 rotates is returned.

  Here, an in-wheel motor 17 (drive unit) is attached to each of the left and right rear wheels 9. The in-wheel motor 17 is an electrical component that constitutes the vehicle 1. The in-wheel motor 17 rotates the rear wheel 9 by receiving power from a power source (not shown) such as a battery provided in the vehicle body 2. Since the in-wheel motor 17 is attached to each rear wheel 9, the left and right rear wheels 9 rotate individually. Here, when the vehicle 1 moves forward, the in-wheel motor 17 rotates the rear wheel 9 in the counterclockwise direction in FIG. The left and right rear wheels 9 are drive wheels that are rotated by the in-wheel motor 17, whereas the front wheels 7 are driven wheels and are not given driving force.

And the vehicle 1 contains the control part 18 (control means) comprised with the microcomputer etc. FIG. The control part 18 is provided in the vehicle body 2, for example. An operation lever 4 (see FIG. 1) and an in-wheel motor 17 attached to the left and right rear wheels 9 are electrically connected to the control unit 18.
Referring to FIG. 1, as described above, when the driver tilts the operating lever 4 forward to advance the vehicle 1, the control unit 18 controls the in-wheel motors 17 </ b> L, R ( 3) is controlled so as to generate the same driving force. Thereby, since the driving force (given from the in-wheel motor 17) of the left and right rear wheels 9 is the same (because there is no driving force difference), the left and right rear wheels 9 are aligned to the left and right ( Rotate at the same rotational speed in a position that is not displaced in the front-rear direction. Therefore, the vehicle body 2 moves forward while maintaining a horizontal state without tilting left and right (see FIG. 3).

5A to 5C show the vehicle 1 in a turning state. However, for convenience of explanation, in FIG. 5A to FIG. 5C, the movement of each component is exaggerated (deformed).
When the driver tilts the operating lever 4 to the left front side in order to turn the vehicle 1 (whether traveling or stopped) (here, turning left), the control unit 18 applies driving force to the left and right rear wheels 9L, R. The left and right in-wheel motors 17L and 17R (see FIG. 3) are controlled so as to cause a difference. Specifically, in the case of left turn, the control unit 18 controls the left and right in-wheel motors 17 so that the driving force of the right in-wheel motor 17R is larger than the driving force of the left in-wheel motor 17L. To control. Then, as shown in FIG. 5A, the right rear wheel 9R having a large driving force moves forward from the left rear wheel 9L. At this time, since the right rear arm 15R is in a standing state (close to a vertical state) than the left rear arm 15L, as shown in FIG. 5B, in the rear part of the vehicle body 2, the left side is lower than the right side, The rear part tilts to the left. Accordingly, as shown in FIG. 5C, in the left front suspension 5L, the pair of upper and lower arms 10 swings upward, and in the right front suspension 5R, the pair of upper and lower arms 10 swings downward. Therefore, also in the front part of the vehicle body 2, the left side is lower than the right side, and the front part also tilts to the left side. That is, the entire vehicle body 2 is tilted to the left (see FIG. 5A). Further, as the front portion of the vehicle body 2 is tilted to the left, the left and right front wheels 7L, R are steered to the left. As a result, the vehicle 1 turns left.

  When the vehicle 1 is turned to the right, the left and right are only reversed from the case of the left turn. Specifically, the control unit 18 controls the left and right in-wheel motors 17 so that the driving force of the left in-wheel motor 17L is larger than the driving force of the right in-wheel motor 17R. Then, the left rear wheel 9L advances to the front side of the right rear wheel 9R, and in the rear part of the vehicle body 2, the right side is lower than the left side, and the rear part tilts to the right side. In response to this, the pair of upper and lower arms 10 are appropriately swung by the left and right front suspensions 5L and 5R, so that the front portion of the vehicle body 2 is also tilted to the right. That is, the entire vehicle body 2 is tilted to the right. Further, as the front portion of the vehicle body 2 is tilted to the right side, the left and right front wheels 7L, R are steered to the right side. Thereby, the vehicle 1 turns right.

  In this way, the control unit 18 controls the left and right in-wheel motors 17 so as to cause a difference in driving force between the left and right rear wheels 9L, R in order to tilt the vehicle body 2 left and right. Therefore, when a driving force difference is generated between the left and right rear wheels 9, as shown in FIG. The inclination angle (with respect to the horizontal plane) of the rear arm 15 (same as the above-mentioned intersection angle θ) is different on the left and right. In one rear arm 15 having a relatively large inclination angle (close to a vertical state), one end portion 15A pushes up the vehicle body 2 and in the other rear arm 15 having a relatively small inclination angle (a state close to horizontal). Since the one end portion 15A pulls down the vehicle body 2, the vehicle body 2 tilts to the left and right so that the other side is lower than the one side, whereby the vehicle 1 turns.

  Further, as the vehicle body 2 tilts, the front support 6 naturally rotates in the direction in which the vehicle body 2 tilts, so the front wheel 7 supported by the front support 6 is like a motorcycle such as a motorcycle. In addition, the vehicle body 2 is naturally steered in the direction in which the vehicle body 2 is inclined in accordance with the rotation of the front support portion 6 (see FIG. 5C). That is, it is not necessary to provide a complicated mechanism (steering mechanism or the like) for turning the front wheel 7.

  In this manner, the vehicle body 2 is tilted with a simple configuration that only causes a difference in driving force between the rear wheels 9 of the pair of rear arms 15 (rotated up and down) by the in-wheel motor 17 for rotationally driving the rear wheels 9. Can be made. Thereby, simplification of the structure of the vehicle 1, weight reduction, and cost reduction are attained. Furthermore, even if the center of gravity of the vehicle 1 is high, the vehicle 1 can be turned in a stable posture without being overturned by tilting the vehicle 1 when turning, thereby canceling the centrifugal force. Further, in the configuration in which the driving force of the left and right in-wheel motors 17 is controlled by the operation of the operation lever 4 in this way, a so-called steer-by-wire system (the operation of the operation lever 4 is converted into an electric signal and each input is made via the controller 18 There is also an advantage that a system for transmitting to the wheel motor 17 is easy to apply.

  In addition, since the pair of rear arms 15 (trailing arms) can be smoothly rotated by the trailing arm type rear suspension 8, the vehicle body 2 can be smoothly inclined (turned). If the intersection angle θ (see FIG. 4) of each rear arm 15 with respect to the horizontal line Z described above is 0 ° to 90 °, each rear arm 15 can be smoothly rotated. Thus, the vehicle body 2 can be smoothly inclined (turned). Can be realized. Further, the double wishbone type front suspension 5 can realize smooth rotation of the front support portion 6 (in other words, smooth turning of the front wheels 7). In particular, if the caster angle α (see FIG. 2) of the front wheel 7 is 0 ° to 30 °, smoother steering of the front wheel 7 can be realized. In the width direction of the front wheel 7, when the rotation shaft 6 </ b> D (see FIG. 1) of the front support portion 6 is aligned with the center in the width direction of the area where the front wheel 7 contacts the road surface X (with the center in the width direction). When the amount of displacement in the width direction with respect to the rotation shaft 6D is 0 (zero)), the vehicle body 2 can be more smoothly inclined (turned). And since the driver | operator can be given the refreshing feeling of driving | running | working by implement | achieving smooth turning of the vehicle body 2, the improvement of the freedom degree of driving | operation can be aimed at.

FIG. 6 is a schematic diagram for explaining a situation where the vehicle 1 gets over the level difference Q.
With reference to FIG. 6, the front wheel 7 may be provided with a brake 19. For example, on the road surface X, when there is a step Q at the tip of the traveling direction of the vehicle 1 (see the white arrow in FIG. 6), the brake 19 is operated while driving the left and right in-wheel motors 17. Then, the left and right rear wheels 9 are shifted to the front side, and the wheel base between the front wheels 7 and the rear wheels 9 is shortened. In FIG. 6, the rear wheel 9 before the wheel base is shortened is indicated by a dotted line, and the rear wheel 9 after the wheel base is shortened is indicated by a solid line. The vehicle 1 with the wheel base shortened can easily get over the step Q as compared with the case where the wheel base is long. Alternatively, the vehicle 1 can easily get over the step Q by shortening the wheel base by operating the brake 19 after the front wheel 7 gets over the step Q first.

FIG. 7 is a schematic perspective view of the vehicle 1 according to a modification.
In the embodiment described above, the vehicle 1 is a four-wheeled vehicle in which each of the front wheels 7 and the rear wheels 9 is provided as a pair of left and right. However, as illustrated in FIG. 7, the vehicle 1 is a tricycle provided with only one front wheel 7. There may be. In this case, in the front support portion 6 described above, the base end portion 6 </ b> A is rotatably supported by the front end portion of the vehicle body 2. And in the front support part 6, the part from the middle of the length direction to the front-end | tip part 6B is bifurcated, and the front-end | tip part 6B exists. The front wheel 7 is rotatably supported by the front support portion 6 with its rotation center sandwiched between the two tip portions 6B. The aforementioned shock absorber 12 may be incorporated in the branched portion of the front support portion 6.

The present invention is not limited to the embodiment described above, and various modifications can be made within the scope of the claims.
For example, the in-wheel motor 17 is attached to each rear wheel 9, but a common drive unit (motor or the like) is disposed in the vehicle body 2 or the like, and the driving force generated by the drive unit is used as the left and right rear wheels. The left and right rear wheels 9 may be individually rotated so as to be separately distributed with respect to 9.

  In-wheel motors 17 are attached to the rear wheels 9 to drive each rear wheel 9 independently. However, the in-wheel motors 17 are also attached to the left and right front wheels 7 to independently drive the front wheels 7 and the rear wheels 9, respectively. It may be. In this case, when a driving force difference is generated between the front wheel 7 and the rear wheel 9, the wheel base of the vehicle 1 can be changed in the same manner as when the brake 19 is operated.

In addition to the in-wheel motor 17, a gasoline engine or the like can be used as a driving unit that applies driving force to each wheel.
Further, one rear wheel 9 is provided on each of the left and right sides, but a plurality of rear wheels 9 may be provided on each of the left and right sides. For example, the other end 15B of each rear arm 15 may support two rear wheels 9 arranged in the front and rear direction. Similarly, in the case of a four-wheeled vehicle, a plurality of front wheels 7 may be provided on the left and right.

  In this embodiment, the front suspension 5 is a double wishbone type, and the rear suspension 8 is a trailing arm type.

  DESCRIPTION OF SYMBOLS 1 ... Vehicle, 2 ... Vehicle body, 5 ... Front suspension, 6 ... Front support part, 6D ... Rotating shaft, 7 ... Front wheel, 8 ... Rear suspension, 9 ... Rear wheel, 15 ... Rear arm, 15A ... One end part, 15B ... The other end, 17 ... in-wheel motor, 18 ... control unit, Z ... horizontal line, α ... caster angle, θ ... crossing angle

Claims (6)

In a vehicle having a vehicle body, front wheels, and a pair of left and right rear wheels,
A pair of rear arms arranged to be separated from each other on the left and right sides, having one end connected to the vehicle body and the other end that rotatably supports the rear wheel, and is rotated up and down around the one end. A pair of movable rear arms,
A drive unit for individually rotating the rear wheels on the left and right sides;
A front support that is supported by the vehicle body so as to be pivotable to the left and right, and that rotatably supports the front wheel;
A vehicle including control means for controlling the drive unit so that a difference in driving force is generated between the left and right rear wheels in order to turn the vehicle body to the left and right.   The vehicle according to claim 1, further comprising a trailing arm type rear suspension in which the rear arm is a trailing arm.   The vehicle according to claim 2, wherein the trailing arm extends downward from the vehicle body, and an intersection angle of the trailing arm with respect to a horizontal line extending in the front-rear direction is 0 ° to 90 °.   The vehicle according to claim 1, wherein the driving unit includes an in-wheel motor attached to each of the left and right rear wheels.   The vehicle according to any one of claims 1 to 4, further comprising a double wishbone type front suspension interposed between the front support portion and the vehicle body.   The rotation axis of the front support portion extends downward from the vehicle body, and the caster angle of the front wheel is 0 ° to 30 °, according to any one of claims 1 to 5. vehicle.

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