JP2017178305A - Vehicle width changing device and vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an electric vehicle width changing device that secures running stability of a vehicle without deteriorating a degree of freedom in driving operation of the vehicle and comfort.SOLUTION: The vehicle width changing device for changing a vertical width and a horizontal width of a vehicle includes: a first axle of which both ends are connected to tires; a second axle of which both ends are connected to tires, crossing with the first axle and configured so as to be rotatable within a horizontal plane relative to the first axle; and an axle crossing angle adjustment part for adjusting a crossing angle of the first axle and the second axle.SELECTED DRAWING: Figure 2

Description

  The present disclosure relates to a vehicle width changing device and a vehicle.

  2. Description of the Related Art Conventionally, with the miniaturization and high performance of batteries and motors, electric vehicles (EVs) that use electric power using the batteries and motors as a driving force source have attracted attention. In particular, the development of small electric vehicles (micro EVs) that take advantage of the fact that batteries and motors are easier to miniaturize than engines that use fuel is being developed.

  Some of such small electric vehicles have a compact structure by making the frame structure of the movable body foldable and raising the main frame and the swing arm at the time of folding (see Patent Document 1). While the moving body is traveling, the main frame and the swing arm are deformed in the vertical plane, thereby functioning as a suspension arm for absorbing vibration or impact from the road surface.

Japanese Patent Laying-Open No. 2015-128921

  Generally, the running stability of a vehicle is improved as the vehicle width is increased. However, since a small electric vehicle is small, the vehicle width is often narrow. If the vehicle width is narrow, there is a problem that the running stability of the vehicle is likely to be impaired, especially during curved running during high speed running. In order to ensure running stability, there are also small electric vehicles having a configuration such as limiting steering during high-speed running or decelerating during steering. However, such a configuration impairs the degree of freedom and comfort of driving operation of the vehicle. Further, when the vehicle width is large and the vehicle length is short, there is a problem that the running stability of the vehicle is liable to be lost particularly during straight running during high speed running.

  An object of the present disclosure is to provide a vehicle width changing device and a vehicle that ensure traveling stability of the vehicle without impairing the degree of freedom and comfort of driving operation of the vehicle.

  A vehicle width changing device that changes a vertical width and a horizontal width of a vehicle according to an aspect of the present disclosure, the first axle having tires connected to both ends, and the second axle having tires connected to both ends. The second axle provided so as to be able to rotate in a horizontal plane with respect to the first axle intersecting with the first axle, the first axle and the second axle intersecting each other. An axle crossing angle adjusting unit that adjusts the angle is adopted.

  According to the present disclosure, it is possible to provide a vehicle width changing device and a vehicle that ensure driving stability of a vehicle without impairing the degree of freedom and comfort of driving operation of the vehicle.

It is a perspective view in the flat state of a cabin of a vehicle provided with a vehicle width changing device of this indication. It is a figure which shows the structure of the vehicle width change apparatus of this indication. It is an enlarged view of the center part of the 1st axle or the 2nd axle with which the vehicle width changing device of this indication is provided. The block diagram of the axle crossing angle adjustment part with which the vehicle width change device of this indication is provided is shown. It is an operation | movement flowchart of the axle crossing angle adjustment part with which the vehicle width change apparatus of this indication is provided. It is a side view in the flat state of a cabin of a vehicle provided with a vehicle width changing device of this indication. It is a top view in the flat state of a cabin of a vehicle provided with a vehicle width changing device of this indication. It is a front view in the flat state of a cabin of a vehicle provided with a vehicle width changing device of this indication. It is a top view in the flat state of a cabin when the width of the vehicle width changing device of the present disclosure is widened. It is a side view in the standing state of a cabin of vehicles provided with a vehicle width change device of this indication. It is a top view in a standing state of a cabin of a vehicle provided with a vehicle width changing device of the present disclosure. It is a front view in the standing state of a cabin of vehicles provided with a vehicle width change device of this indication. It is a perspective view in a standing state of a cabin of a vehicle provided with a vehicle width changing device of the present disclosure.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

(Embodiment)
FIG. 1 is a perspective view of a vehicle 1000 provided with a vehicle width changing device 1100 in a flat state of a cabin 1200. The vehicle 1000 includes a vehicle width changing device 1100 and a cabin 1200. While the vehicle 1000 is traveling, the cabin 1200 is in a flat state.

  The vehicle width changing device 1100 can change the vertical width and the horizontal width of the vehicle width changing device 1100 as will be described later with reference to FIG. The vertical width (vehicle length) and the horizontal width (vehicle width) of the vehicle 1000 change with changes in the vertical width and the horizontal width of the vehicle width changing device 1100. In addition, the vertical width (vehicle length) and the horizontal width (vehicle width) of the vehicle 1000 are widths including tires described later.

  The cabin 1200 stores a passenger or luggage. The cabin 1200 includes a cover 1210, a seat 1220, and a handle 1230.

  The cover 1210 blocks the driver of the vehicle 1000 from the outside world and protects the driver from the wind from the front when the vehicle 1000 is traveling. In one example, the cover 1210 is partially or entirely transparent. The visibility of the driver of the vehicle 1000 is ensured in the transparent portion. The material of the cover 1210 is not particularly limited as long as these functions are ensured, but is, for example, reinforced plastic.

  The driver of the vehicle 1000 can sit on the seat 1220. The vehicle 1000 shown in FIG. 1 has two seats and two seats 1220. The capacity of the vehicle 1000 may be one, and in that case, one seat 1220 may be provided in the central portion.

  The handle 1230 is used by the driver of the vehicle 1000 to steer the vehicle 1000. In one example, the handle 1230 is fixed relative to the cover 1210. This is convenient because the handle 1230 does not get in the way when the driver of the vehicle 1000 gets off the vehicle 1000. The handle 1230 may be fixed with respect to the floor of the cabin 1200. If the vehicle 1000 is an autonomous driving vehicle that does not require steering by the driver, the handle 1230 may be omitted.

  FIG. 2 is a diagram illustrating a structure of the vehicle width changing device 1100 of the present disclosure. FIG. 3 is an enlarged view of a central portion of the first axle 1110a and the second axle 1110b included in the vehicle width changing device 1100 of the present disclosure. FIG. 4 is a block diagram of the axle crossing angle adjustment unit 3000 included in the vehicle width changing device 1100 of the present disclosure.

  FIG. 2 shows a first axle 1110a, a second axle 1110b, tires 1120a and 1120b, an axle intersection 1130, and a cabin support 1135 that the vehicle width changing device 1100 includes. In FIG. 2, tires 1120 a and 1120 b face the traveling direction of vehicle 1000.

  Tires 1120a and 1120b are connected to both ends of first axle 1110a and second axle 1110b, respectively. The second axle 1110b is provided so as to intersect the first axle 1110a and be rotatable in a horizontal plane with respect to the first axle 1110a.

  The first axle 1110a and the second axle 1110b intersect at an axle intersection 1130 and are connected to the central motor 1140 at the axle intersection 1130. The axle crossing portion 1130 is preferably provided at a central portion in the major axis direction of the first axle 1110a and the second axle 1110b.

  The central motor 1140 rotates the first axle 1110a and the second axle 1110b to adjust the angle θ at which the first axle 1110a and the second axle 1110b intersect. The angle θ is increased or decreased by driving the central motor 1140. When the angle θ decreases, the vertical width of the vehicle width changing device 1100 increases and the horizontal width of the vehicle 1000 decreases. As the angle θ increases, the lateral width of the vehicle width changing device 1100 increases and the vertical width of the vehicle 1000 decreases. By changing the angle θ, the vertical width and the horizontal width of the vehicle width changing device 1100 and the vehicle 1000 can be changed.

  In one example, the first axle 1110a and the central motor 1140 are connected via a first gear mechanism (not shown), and the second axle 1110b and the central motor 1140 are connected to a second gear mechanism (not shown). ). The central motor 1140 rotates the first axle 1110a with respect to the cabin 1200 by θ / 2, and the second axle 1110b rotates with respect to the cabin 1200 by θ / 2 in a direction opposite to the rotation direction of the first axle 1110a. Let For example, the first axle 1110a and the central motor 1140 may be fixed, and the second axle 1110a may be rotated by driving the central motor 1140. In this case, the second axle 1110a may be rotated by θ.

  In one example, the tires 1120a and 1120b are connected to the first axle 1110a and the second axle 1110b via in-wheel motors, respectively. The in-wheel motor propels the vehicle 1000 by rotationally driving the tires 1120a and 1120b. By using the in-wheel motor, the tires 1120a and 1120b can be individually driven, and traveling stability of the vehicle 1000 during curved traveling can be ensured. Further, by operating the in-wheel motor as a regenerative brake when the vehicle 1000 is stopped, it is not necessary to separately provide a brake disk for braking the vehicle 1000 on the tires 1120a and 1120b, and the vehicle 1000 can be reduced in weight.

  The tires 1120a and 1120b are provided so that the angles can be changed around the rotation centers provided at the ends of the first axle 1110a and the second axle 1110b, respectively. In one example, actuators are provided at both ends of the first axle 1110a and the second axle 1110b. When the vehicle 1000 travels in a straight line, the actuator changes the angles of the tires 1120a and 1120b so that the tires 1120a and 1120b face the traveling direction of the vehicle 1000. When the vehicle 1000 is traveling in a curved line, the actuator individually changes the angles of the tires 1120a and 1120b so that the extension of the rotation shafts of the tires 1120a and 1120b of the vehicle passes through the center of curvature of the traveling locus of the vehicle 1000. Instead of the actuator, a gear mechanism may be provided that changes the angles of the tires 1120a and 1120b in conjunction with the driving of the central motor 1140 so that the tires 1120a and 1120b are directed in a certain direction.

  In one example, when the vehicle 1000 is stopped, the actuator directs the tires 1120a and 1120b in the lateral width direction of the vehicle 1000. If it carries out like this, when the vehicle 1000 stops, the vehicle 1000 can move to a horizontal width direction, and when carrying out parallel parking especially, the vehicle 1000 can be parked easily in a narrower space.

  In one example, the tires 1120a and 1120b are pneumatic tires. Thus, when the vehicle 1000 collides with another vehicle or an obstacle, the tires 1120a and 1120b function as bumpers that reduce the impact of the collision on the cabin 1200, and the safety of the vehicle 1000 can be improved.

  In one example, a part of the bottom surface of the cabin 1200 includes a first sliding surface (not shown) provided on the first axle 1110a and a second sliding surface provided on the second axle 1110b. Surface contact occurs (not shown). The cabin 1200 is slidably supported on the first sliding surface and the second sliding surface. Then, the central motor 1140 is driven to increase the angle θ at which the first axle 1110a and the second axle 1110b intersect, and the cabin 1200 is slid with respect to the first axle 1110a and the second axle 1110b. . If it carries out like this, the cabin 1200 can be changed from a prone state to an upright state by moving the front part of the cabin 1200 between them from the upper part of the 1st axle 1110a and the 2nd axle 1110b. Further, the central motor 1140 is driven to reduce the angle θ at which the first axle 1110a and the second axle 1110b intersect, and the cabin 1200 is slid with respect to the first axle 1110a and the second axle 1110b. . In this way, the cabin 1200 can be shifted from the standing state to the flat state by moving the front part of the cabin 1200 from between the first axle 1110a and the second axle 1110b to the upper part thereof. Therefore, it is not necessary to provide an independent motor for transitioning the cabin 1200 from the flat state to the standing state, and the configuration of the vehicle 1000 can be simplified. The first sliding surface and the second sliding surface are formed by processing, for example, fluororesin on the surfaces of notches (not shown) provided on the first axle 1110a and the second axle 1110b. . Instead of surface contact, bearings are provided on the upper portions of the first axle 1110a and the second axle 1110b, and the cabin 1200 is point-contacted or lined with the first axle 1110a and the second axle 1110b on the bottom surface via the bearings. You may touch.

  The cabin support portion 1135 supports the cabin 1200 mounted on the upper portion. The structure of the cabin support portion 1135 is not limited as long as it supports the cabin 1200 at the upper portion. For example, the cabin support portion 1135 has a through hole that slidably receives a convex portion provided at the bottom of the cabin 1200. 1132a and 1132b. When the upper portion of the axle crossing portion 1130 and the bottom surface of the cabin 1200 are in contact with each other, for example, the contacted surface can be slid with each other by processing a fluororesin or via a bearing provided on the upper portion of the axle crossing portion 1130. Form.

  In one example, the cabin support 1135 includes a lock member (not shown) that supports and fixes the flat cabin 1200 so as not to fall. In this way, for example, even when the angle θ at which the first axle 1110a and the second axle 1110b intersect while the vehicle 1000 is traveling, the cabin 1200 can be maintained in a flat state.

  Please refer to FIG. In one example, the first axle 1110a and the second axle 1110b have the same shape. The first axle 1110a and the second axle 1110b have an annular pedestal 1130a and pedestal 1130b, respectively, at the center. In the central part of the pedestal part 1130a and the pedestal part 1130b, a through-hole 1132a and a through-hole 1132b are respectively provided along the central axis of the ring to slidably receive the convex part provided at the bottom of the cabin 1200. Is provided.

  A recess is provided on the upper portion of the pedestal portion 1130a of the first axle 1110a so that the pedestal portion 1130b of the second axle 1110b turned upside down is fitted. A recess is provided in the lower portion of the pedestal portion 1130b of the second axle 1110b turned upside down so that the pedestal portion 1130a of the first axle 1110a is similarly fitted.

  The upper surface portions of the pedestal portions 1130a and 1130b are formed so as to be slidable with respect to each other. The side surface portions of the pedestal portions 1130a and 1130b and the side surface portions 1134a and 1134b of the depressions are formed so as to be slidable with respect to each other. For example, the upper surface portion and the side surface portion are formed so as to be slidable with each other by processing a fluororesin. Further, ball bearings may be provided on the upper surfaces of the pedestal portions 1130a and 1130b, and the pedestal portions 1130a and 1130b may be connected to be slidable with each other via the ball bearings.

  The first axle 1110a and the second axle 1110b do not necessarily have the same shape. For example, a convex portion (not shown) may be provided at the center of the first axle 1110a instead of the through hole 1132a, and the through hole 1132b of the second axle 1110b may be slidably received. . Further, a recess may be provided at the bottom of the cabin 1200, and the recess may further receive the protrusion so as to be slidable. In this case, the convex portion functions as the cabin support portion 1135.

  Please refer to FIG. The axle crossing angle adjusting unit 3000 adjusts an angle θ at which the first axle 1110a and the second axle 1110b intersect. The axle angle adjustment device 3000 includes a central motor 1140 and a central motor control unit 3010.

  Central motor control unit 3010 controls driving of central motor 1140. The central motor control unit 3010 is not particularly limited in its configuration as long as the central motor 1140 can be controlled, and is, for example, an in-vehicle computer.

  In one example, the central motor control unit 3010 operates the central motor 1140 as a short brake. Thereby, at the time of the collision of the vehicle 1000, the central motor 1140 can apply a drag force to the first axle 1110a and the second axle 1110b so that the impact force due to the collision is absorbed. Further, when the vehicle 1000 is stopped, the speed of the standing operation of the cabin 1200 supported by the first axle 1110a, the second axle 1110b, and the cabin support portion 1135 can be reduced.

  The vehicle position detection unit 3020 detects the position of the vehicle. The vehicle position detection unit 3020 is not particularly limited in its configuration as long as it can detect the position of the vehicle, and is a known GPS device, for example.

  The map information holding unit 3030 holds map information. The map information holding unit 3030 is not particularly limited in its configuration as long as map information can be held, and is a known car navigation system, for example.

  In one example, central motor control unit 3010 receives input of information indicating the position of the vehicle from vehicle position detection unit 3020 and receives input of map information from map information holding unit 3030. Next, the central motor control unit 3010 predicts whether the vehicle 1000 travels in a straight line or a curve based on the position and the map information. The central motor control unit 3010 controls the driving of the central motor 1140 so as to widen the vertical width of the vehicle width changing device 1100 when the vehicle 1000 is predicted to travel in a straight line when the vehicle 1000 is traveling at high speed. In this way, it is possible to improve the running stability of the vehicle 1000 that travels in a straight line, particularly during the automatic operation or semi-automatic operation of the vehicle 1000. The central motor control unit 3010 controls the driving of the central motor 1140 so as to widen the lateral width of the vehicle width changing device 1100 when the vehicle 1000 is predicted to travel in a curved line when the vehicle 1000 is traveling at high speed. In this way, it is possible to improve the running stability of the vehicle 1000 that travels in a curved line, particularly during the automatic operation or semi-automatic operation of the vehicle 1000.

  The front-rear collision detection unit 3040 detects or predicts a collision with another vehicle or an obstacle in front of or behind the vehicle 1000. The configuration of the front-rear collision detection unit 3040 is not particularly limited as long as it can detect or predict a collision with another vehicle or an obstacle in front of or behind the vehicle 1000. For example, the front-rear collision detection unit 3040 includes infrared radar or ultrasonic sonar provided in front and rear of the vehicle 1000, and a distance to another vehicle or obstacle measured by the infrared radar or ultrasonic sonar is predetermined. If it is less than the threshold value, a collision is detected. Here, the predetermined threshold value can be arbitrarily determined as long as a collision can be detected. The front-rear collision detection unit 3040 predicts a collision when the distance to another vehicle or obstacle measured by the infrared radar or ultrasonic sonar is less than a predetermined threshold and the distance is decreased. To do. Here, the predetermined threshold value can be arbitrarily determined as long as a collision can be predicted.

  In one example, the central motor control unit 3010 is information indicating that a collision with another vehicle or an obstacle in front or rear of the vehicle 1000 is detected from the front / rear collision detection unit 3040 or information indicating that the collision is predicted. Accepts input. Next, when it is determined that the collision has been detected or predicted, the central motor control unit 3010 controls the driving of the central motor 1140 so as to increase the vertical width of the vehicle width changing device 1100. In this way, the impact on the cabin 1200 due to a collision with another vehicle or obstacle ahead or behind can be further mitigated, and thus the safety of the vehicle 1000 can be improved.

  The side collision detection unit 3050 detects or predicts a collision with another vehicle or an obstacle on the side of the vehicle 1000. The side collision detection unit 3050 is not particularly limited in its configuration as long as a collision with another vehicle or an obstacle on the side of the vehicle 1000 can be detected or predicted. For example, the side collision detection unit 3050 includes an infrared radar or ultrasonic sonar provided on the side of the vehicle 1000, and a distance to another vehicle or obstacle measured by the infrared radar or ultrasonic sonar is predetermined. If it is below the threshold, a collision is detected. Here, the predetermined threshold value can be arbitrarily determined as long as a collision can be detected. In addition, the side collision detection unit 3050 predicts a collision when the distance to another vehicle or obstacle measured by the infrared radar or ultrasonic sonar is less than a predetermined threshold and the distance is decreased. To do. Here, the predetermined threshold value can be arbitrarily determined as long as a collision can be predicted.

  In one example, the central motor control unit 3010 receives information indicating that a collision with another vehicle or an obstacle on the side of the vehicle 1000 from the side collision detection unit 3050 has been detected or information indicating that the collision has been predicted. Accept input. Next, when it is determined that the collision has been detected or predicted, the central motor control unit 3010 controls the driving of the central motor 1140 so as to widen the lateral width of the vehicle width changing device 1100. In this way, the impact on the cabin 1200 due to a collision with another vehicle or an obstacle on the side can be further reduced, so that the safety of the vehicle 1000 can be improved.

  The cross wind detection unit 3060 detects the strength of the cross wind. The configuration of the cross wind detection unit 3060 is not particularly limited as long as the cross wind intensity can be detected. For example, the crosswind detection unit 3060 includes pressure gauges provided at the front, side, and rear of the vehicle, and detects the strength of the crosswind based on the values of the pressure gauges.

  In one example, the central motor control unit 3010 receives input of information indicating the strength of the cross wind from the cross wind detection unit 3060. Next, when the central motor control unit 3010 determines that the cross wind intensity is equal to or greater than a predetermined threshold, the central motor control unit 3010 determines that a strong cross wind has been detected, and drives the central motor 1140 so as to increase the lateral width of the vehicle width changing device 1100. To control. Here, the predetermined threshold value can be arbitrarily determined as long as a strong cross wind can be detected. In this way, even when a strong crosswind is blowing, the traveling safety of the vehicle 1000 can be improved.

  The speed detection unit 3070 detects the traveling speed of the vehicle. The speed detection unit 3070 is not particularly limited in its configuration as long as the travel speed of the vehicle can be detected. For example, the speed detection unit 3070 is a speedometer that detects the travel speed of the vehicle from the rotational speeds of the tires 1120a and 1120b.

  In one example, central motor control unit 3010 receives input of information indicating the speed of vehicle 1000 from speed detection unit 3070. Next, central motor control unit 3010 determines whether or not vehicle 1000 is traveling at a high speed based on the speed of vehicle 1000. For example, when the speed of the vehicle 1000 is higher than a predetermined speed, the central motor control unit 3010 determines that the vehicle 1000 is traveling at a high speed.

  Steering angle detector 3080 detects the steering angle of vehicle 1000. As long as the steering angle of the vehicle 1000 can be detected, the configuration of the steering angle detection unit 3080 is not particularly limited, and is a steering angle sensor provided on the handle 1230.

  In one example, the central motor control unit 3010 receives input of information indicating the steering angle of the vehicle 1000 from the steering angle detection unit 3080, and determines whether the vehicle 1000 is traveling straight or curved based on the steering angle. To do. Next, the central motor control unit 3010 controls the driving of the central motor 1140 so as to widen the vertical width of the vehicle width changing device 1100 when it is determined that the vehicle 1000 is traveling in a straight line when the vehicle 1000 is traveling at high speed. . This can improve the running stability of the vehicle 1000 that travels in a straight line. Further, central motor control unit 3010 controls driving of central motor 1140 so as to increase the lateral width of vehicle width changing device 1100 when it is determined that vehicle 1000 is traveling in a curved line when vehicle 1000 is traveling at a high speed. In this way, traveling stability of the vehicle 1000 traveling in a curve can be improved.

  In one example, when vehicle 1000 travels in a straight line, central motor control unit 3010 changes the vehicle width of vehicle 1000 according to the speed of vehicle 1000. This can improve the running stability of the vehicle 1000 that travels in a straight line.

  In one example, central motor control unit 3010 changes the vehicle width of vehicle 1000 according to the depression state of an accelerator pedal (not shown) of vehicle 1000. In this way, the vehicle 1000 can change the vehicle width before the vehicle 1000 starts accelerating in response to the depression of the accelerator pedal, so that the running stability of the vehicle 1000 is further improved.

  In one example, the central motor control unit 3010 calculates an optimal vehicle width in real time from the speed and steering angle of the vehicle 1000, and the central motor 1140 is configured so that the vehicle width of the vehicle 1000 matches the calculated vehicle width. Control the drive. The calculation formula may be appropriately determined by experiment or simulation. In this way, the running stability of the vehicle 1000 can be further improved.

  FIG. 5 is an operation flowchart of the axle crossing angle adjusting unit 3000. In step S1010, the central motor control unit 3010 determines whether the front / rear collision detection unit 3040 has detected or predicted a collision from the front or rear. When it determines with having detected or estimated (S1010: YES), it progresses to step S1020 and the central motor control part 3010 expands the vertical width of the vehicle width change apparatus 1100, or maintains the state expanded. Otherwise (S1010: NO), the process proceeds to step S1030.

  In step S1030, central motor control unit 3010 determines whether side collision detection unit 3050 has detected or predicted a side collision. When it determines with having detected or estimated (S1030: YES), it progresses to step S1040 and the central motor control part 3010 expands the width of the vehicle width change apparatus 1100, or maintains the state expanded. Otherwise (S1030: NO), the process proceeds to step S1050.

  In step S1050, the central motor control unit 3010 determines whether the cross wind detection unit 3060 has detected a strong cross wind. When it determines with having detected (S1050: YES), it progresses to step S1040 and the central motor control part 3010 expands the lateral width of the vehicle width change apparatus 1100, or maintains the state expanded. Otherwise (S1050: NO), the process proceeds to step S1060.

  In step S1060, central motor control unit 3010 determines whether vehicle 1000 is traveling along a curve. If it is determined that the vehicle is traveling on a curve (S1060: YES), the process proceeds to step S1070. Otherwise (S1060: NO), the process proceeds to step S1080.

  In step S1070, central motor control unit 3010 determines whether vehicle 1000 is traveling at a high speed. If it is determined that the vehicle is traveling at a high speed (S1070: YES), the process proceeds to step S1040, and the central motor control unit 3010 increases the lateral width of the vehicle width changing device 1100 or maintains the expanded state. Otherwise (S1070: NO), the process proceeds to step S1090.

  In step S1080, the central motor control unit 3010 determines whether or not the curve traveling is predicted. When it determines with having predicted curve driving | running | working (S1080: YES), it progresses to step S1070. Otherwise (S1080: NO), the process proceeds to step S1090.

  In step S <b> 1090, central motor control unit 3010 determines whether vehicle 1000 shifts to a boarding / alighting mode in which an occupant can get on / off from vehicle 1000. If it is determined to shift to the getting-on / off mode (S1090: YES), the process proceeds to step S1040, and the width of the vehicle width changing device 1100 is increased or maintained. When that is not right (S1090: NO), it progresses to step S1020 and maintains the state which extended the vertical width of the vehicle width change apparatus 1100, or was extended. Further, when shifting to the getting on / off mode, a lock member (not shown) that supports and fixes the flat cabin 1200 so as not to fall is released.

  FIG. 6A is a side view of the vehicle 1200 including the vehicle width changing device 1100 of the present disclosure in the flat state of the cabin 1200. FIG. 6B is a top view of the vehicle 1000 including the vehicle width changing device 1100 of the present disclosure in the flat state of the cabin 1200. FIG. 6C is a front view of the vehicle 1200 including the vehicle width changing device 1100 of the present disclosure in the flat state of the cabin 1200. The vehicle width changing device 1100 shown in FIGS. The flat state of the cabin 1200 is a state in which the cabin 1200 is laid sideways relative to a standing state of the cabin 1200 described later.

  In the vehicle 1000 shown in FIG. 6A, the center of gravity of the vehicle 1000 is on the front side of the vehicle 1000, and is preferably as low as possible. In this way, the running stability of the vehicle 1000 is further improved. In order to lower the center of gravity of the vehicle 1000, the height of the first axle 1110a and the second axle 1110b at the center of the vehicle 1000 is higher than the height of the ends of the first axle 1110a and the second axle 1110b. It may be lower. The shapes of the first axle 1110a and the second axle 1110b may be recessed downwards around the pedestals 1130a and 1130b.

  In one example, the seat 1220 is arranged so that the height of the center of gravity of the occupant coincides with the height of the occupant's legs when the occupant sits. By disposing the seat 1220 in this manner, the occupant can maintain a more comfortable posture while the traveling vehicle 1000 is traveling. The position of the seat 1220 may be adjustable by the occupant.

  FIG. 7 is a top view of the cabin 1200 in a flat state when the lateral width of the vehicle 1000 is increased by the vehicle width changing device 1100 of the present disclosure. For example, when the vehicle 1000 travels in a curved line when traveling at a high speed, the vehicle width changing device 1100 is deformed as shown in FIG. As described above, the lateral width of the vehicle 1000 increases, so that the traveling stability of the vehicle 1000 can be ensured even when a lateral force is applied to the vehicle 1000, such as when the vehicle travels in a curved line or when the crosswind is strong.

  FIG. 8A is a side view of a vehicle 1000 including the vehicle width changing device 1100 of the present disclosure in a standing state of a cabin 1200. FIG. 8B is a top view of the vehicle 1000 including the vehicle width changing device 1100 of the present disclosure in a standing state of the cabin 1200. FIG. 8C is a front view of the vehicle 1000 including the vehicle width changing device 1100 according to the present disclosure in a standing state of the cabin 1200. FIG. 8D is a perspective view of a vehicle 1000 including the vehicle width changing device 1100 of the present disclosure in a standing state of the cabin 1200. As shown in FIG. 8A, the cover 1210 is provided to be openable and closable. For the sake of brevity, the cover 1210 is omitted in FIGS. An occupant can get on and off from the standing cabin 1200, and can load and unload luggage. The lateral width of the vehicle width changing device 1100 shown in FIGS.

  In one example, the seat 1220 in the standing state of the cabin 1200 is positioned forward in the cabin 1200 with respect to the seat 1220 in the flat state of the cabin 1200. Thus, in the standing state of the cabin 1200, the occupant can get off the seat 1220 without moving his / her body on the seat 1220. In addition, the passenger does not need to move his / her body on the seat 1220 after getting on the vehicle 1000.

  As shown in FIG. 8B, in the standing state of the cabin 1200, the lateral width of the vehicle width changing device 1100 is widened. When the cabin 1200 is slidably supported on the first sliding surface and the second sliding surface, the cabin 1200 moves on the first sliding surface and the second sliding surface at the bottom surface. Slide to transition from the flat state to the standing state. When the central motor control unit 3010 operates the central motor 1140 as a short brake, for example, the central motor control unit 3010 adjusts the resistance value of the short circuit so that the speed at which the cabin 1200 transitions from the flat state to the standing state is increased. Can be adjusted.

  In one example, as shown in FIG. 8C, in the standing state of the cabin 1200, the height of the soles of the occupants sitting on the seat 1220 is substantially the same as the height of the ground contact surfaces of the tires 1120a and 1120b. In this way, the occupant can easily get on and off the vehicle 1000.

  By changing the lateral width of the vehicle width changing device 1100, the degree of freedom in selecting the shape of the parking space when the vehicle 1000 is parked is increased, and the parking space can be further saved.

  The vehicle width changing device 1100 according to the present disclosure can vary the width of the vehicle width changing device 1100 independently in an electric vehicle 1000, so that the vehicle width changing device 1100 can be used for getting on and off, running straight, running on a curve, and parking. Thus, the structure can be changed to an optimum structure for the vehicle body 1000. As a result, an electric vehicle that can travel safely, is easy to get on and off, and is easy to park is realized.

(Other embodiments)
In the above embodiment, the cabin 1200 is slidably supported on the first sliding surface and the second sliding surface. The cabin 1200 may be supported only by the cabin support portion 1135, and the cabin 1200 may be changed between the flat state and the standing state by another motor provided in the cabin support portion 1135. Further, when the vehicle 1000 is traveling in a curved line, the cabin 1200 may be tilted toward the curved inner ring by the motor.

  The functions of the vehicle position detection unit 3020, the map information holding unit 3030, the front / rear collision detection unit 3040, the side collision detection unit 3050, the crosswind detection unit 3060, the speed detection unit 3070, and the steering angle detection unit 3080 are partially The central motor control unit 3010 may execute it.

  The flowchart shown in FIG. 5 comprehensively describes the features described in the present disclosure. The order of executing the steps in the flowchart may be appropriately changed, and some steps in the flowchart may be omitted.

  The vehicle width changing device according to the present invention is suitable for use as a carriage of a small electric vehicle.

1000 Vehicle 1100 Vehicle width changing device 1110a First axle 1110b Second axle 1120a Tire 1120b Tire 1130 Axle intersection 1135 Cabin support 1140 Central motor 1200 Cabin 1210 Cover 1220 Seat 1230 Handle 3000 Axle crossing angle adjustment unit 3010 Central motor control Unit 3020 vehicle position detection unit 3030 map information holding unit 3040 front-rear collision detection unit 3050 side collision detection unit 3060 crosswind detection unit 3070 speed detection unit 3080 steering angle detection unit

Claims (10)

A vehicle width changing device for changing a vertical width and a horizontal width of a vehicle,
A first axle with tires connected to both ends;
A second axle having tires connected to both ends, the second axle provided so as to be able to rotate in a horizontal plane with respect to the first axle intersecting the first axle;
An axle crossing angle adjusting unit for adjusting an angle at which the first axle and the second axle intersect;
A vehicle width changing device comprising: The axle crossing angle adjuster is
A central motor connected to the first axle and the second axle for rotating the first axle relative to the second axle;
A central motor control unit for controlling the driving of the central motor,
The vehicle width changing device according to claim 1. The central motor control unit operates the central motor as a short brake;
The vehicle width changing device according to claim 2. The central motor controller is
Receiving input of speed information indicating the speed of the vehicle and information indicating a steering angle of the vehicle;
Controlling the driving of the central motor so as to widen the vertical width of the vehicle when it is determined that the vehicle travels linearly at a high speed based on the speed of the vehicle and the steering angle of the vehicle;
Controlling the driving of the central motor so as to widen the lateral width of the vehicle when it is determined that the vehicle travels in a curved line when traveling at a high speed based on the speed of the vehicle and the steering angle of the vehicle;
The vehicle width changing device according to claim 2 or 3. The central motor controller is
Receiving information indicating the position of the vehicle, map information, and speed information indicating the speed of the vehicle;
When the vehicle is predicted to travel straight during high speed travel based on the position of the vehicle, the map information, and the speed, the drive of the central motor is controlled so as to widen the vertical width of the vehicle,
Controlling the driving of the central motor so as to widen the lateral width of the vehicle when it is determined that the vehicle travels in a curved line when traveling at high speed based on the position of the vehicle, the map information, and the speed;
The vehicle width changing device according to any one of claims 2 to 4. The central motor controller is
Accepting input of information indicating that a collision with another vehicle or an obstacle in front of or behind the vehicle has been detected or information indicating that the collision has been predicted,
Controlling the driving of the central motor so as to widen the vertical width of the vehicle when a collision with another vehicle or an obstacle in front of or behind the vehicle is detected or predicted;
The vehicle width changing device according to any one of claims 2 to 5. The central motor controller is
Receiving information indicating that a collision with another vehicle or an obstacle on the side of the vehicle has been detected or information indicating that the collision has been predicted;
Controlling the driving of the central motor so as to widen the lateral width of the vehicle when a collision with another vehicle or obstacle on the side of the vehicle is detected or predicted;
The vehicle width changing device according to any one of claims 2 to 6. The central motor controller is
Accepts input of information indicating crosswind strength,
Controlling the driving of the central motor to widen the vehicle in the vehicle width direction when it is determined that the strength of the cross wind is equal to or greater than a predetermined threshold;
The vehicle width changing device according to any one of claims 2 to 7. The vehicle width changing device according to any one of claims 1 to 8,
A cabin for storing passengers or luggage;
With
The cabin is in an upright state, and a flat state in which the side is more prone than the upright state,
Vehicles transitioning between.   The cabin is slidably supported on a first sliding surface provided on the first axle and a second sliding surface provided on the second axle. The vehicle according to claim 10.

Images