JP2020079083A - Passenger vehicle - Google Patents

Abstract

To provide a passenger vehicle configured so that an attitude angle of a seating face of a driver's seat with respect to a horizontal reference surface can be changed and provided with steering means having grip parts which are gripped by a driver, in which the steering means can change the attitude angle of the seating face of the driver's seat without deterioration in driving operability.SOLUTION: A passenger vehicle is configured so that an attitude angle of a seating face of a driver's seat with respect to a horizontal reference surface can be changed and provided with steering means 15 having grip parts 18 which are gripped by a driver, in which the steering means comprises mode selection operating means that can select, as a mode for controlling an attitude of the passenger vehicle, any mode of an automatic control mode, a manual operation mode and an attitude control releasing mode, a target angle of the automatic control mode being associated with information on the slope of the ground surface.SELECTED DRAWING: Figure 10

Description

  BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a passenger vehicle, and more particularly, to a passenger vehicle that is configured to change a posture angle of a driver's seat seat surface with respect to a horizontal reference plane and is provided with steering means having a grip portion gripped by a driver. ..

  In a passenger vehicle, in order to improve running stability and driving operability when driving on uneven terrain or on uneven terrain, there is a configuration that allows the posture angle of the driver's seat surface with respect to the horizontal reference plane to be changed. Are known.

  In Patent Document 1, the main body of the machine is configured to be capable of rolling and pitching control with respect to a horizontal reference plane, and the rolling angle and the pitching are controlled by an automatic mode for maintaining the rolling angle and the pitching angle as posture angles at set angles and the instructing means. A passenger vehicle provided with a switching operation tool for switching between a manual mode for changing an angle and a switching operation tool is disclosed.

  In addition, in order to improve the driving operability, the operation tool for operating various devices such as a transmission is arranged at a position where the driver can operate the steering wheel without releasing his/her hand from the steering wheel. Both are also known.

  Patent Document 2 discloses a passenger vehicle having a structure in which an operation lever having a switch on the back surface is provided at a spoke portion of a steering wheel for a driver to perform a shift operation without releasing a hand from the steering wheel.

  Further, in Patent Document 3, in an all-terrain vehicle ATV (All Terrain Vehicle), a throttle lever operated by a thumb of a right hand and a traveling mode selector switch are arranged around a steering wheel, and an on/off switch of a headlight and a light are provided on a left hand side. A configuration is disclosed in which a shaft changeover switch, a starter button, a shift up switch, a shift down switch, and an engine stop switch are arranged.

Japanese Patent No. 2529735 JP, 2014-118086, A JP, 2005-6848, A

  By the way, in a passenger vehicle traveling in a place where the inclination continuously appears, the driver's seat seat surface is inclined to a higher place than the horizontal reference plane, that is, the lower edge of the driver's seat surface is raised. Some drivers prefer it. Therefore, it is necessary to provide an operating tool for changing the posture angle of the driver's seat seat surface with respect to the horizontal reference plane so that the operating tool can be operated without lowering the driving operability. Further, in such a passenger vehicle, it may be necessary to change the posture angle of the driver's seat surface such as by leaning to a high place in advance when getting over an obstacle on the route while traveling on a slope.

  However, in Patent Document 1, no consideration is given to the operability of the operating tool for changing the posture angle of the driver's seat seat surface. Further, although Patent Documents 2 and 3 disclose a configuration in which operating tools for operating various devices are arranged at positions that can be operated with fingers without releasing a hand from a steering tool such as a steering wheel, a driver's seat It does not disclose the arrangement of the operation tool for changing the posture angle of the seat surface.

  Therefore, the present application is configured so that the posture angle of the driver's seat surface with respect to the horizontal reference plane can be changed, and the driving operability is deteriorated in the passenger vehicle provided with the steering means having the grip portion gripped by the driver. Instead, we present a configuration that can change the posture angle of the driver's seat.

In order to solve the above problems, the present invention is configured to change the posture angle of the driver seat surface with respect to a horizontal reference plane, in a passenger vehicle provided with a steering means having a grip portion gripped by the driver,
The steering means includes a mode selection operation means capable of selecting the attitude control mode of the passenger vehicle in any one of an automatic control mode, a manual operation mode, and an attitude control cancellation mode,
The target angle in the automatic control mode is associated with ground inclination information.

  Further, in the automatic control mode, a target angle setting dial for setting a target posture angle is provided.

  Furthermore, the mode selection operation means is provided at a position where the thumb can be operated from the state in which the grip portion is gripped.

  According to the present invention, in the passenger vehicle, which is configured to be able to change the posture angle of the driver's seat seat surface with respect to the horizontal reference plane, and which is provided with the steering means having the grip portion gripped by the driver, the steering means is The vehicle is provided with a mode selection operation unit capable of selecting the attitude control mode of the passenger vehicle from one of an automatic control mode, a manual operation mode, and an attitude control cancellation mode, and the target angle of the automatic control mode is the inclination of the ground. Since the information is associated, the posture angle of the driver's seat surface can be changed without lowering the driving operability.

  Further, in the automatic control mode, since the target angle setting dial for setting the target posture angle is provided, it is easy to use and erroneous operation is prevented.

  Further, according to the configuration in which the mode selection operation means is provided at a position where the thumb can be operated from the state where the grip portion is gripped, it is possible to change the posture angle of the driver's seat surface according to the driver's feeling. The operability is good.

1 is a side view showing a passenger vehicle as an example of an embodiment of the present invention. It is a top view of the passenger vehicle of FIG. It is a side view of a front suspension device. FIG. 4 is a view on arrow IV in FIG. 3. It is a perspective view of a front suspension device. It is a side view of a rear suspension device. It is a VII direction arrow line view of FIG. It is a side view explaining the operating state of the front suspension device. It is a IX direction arrow line view of FIG. It is the schematic which showed the structure of the handle. It is a principal part block diagram of the control system of a passenger vehicle. It is a flow chart showing an example of the main flow of control of a posture angle. It is the flowchart which showed an example of the flow of a manual operation mode. It is the flowchart which showed an example of the flow of an automatic control mode. 6 is a flowchart showing an example of a flow of changing a target angle in the automatic control mode. 6 is a flowchart showing an example of the flow of a posture control release mode. FIG. 17A is a schematic view showing an example of a state in which a passenger vehicle travels across a sloping ground, FIG. 17A shows a state in which the posture angle of the driver's seat is substantially horizontal, and FIG. 17B shows a posture of the driver's seat. The angle is tilted to the high side. FIG. 18A is a schematic diagram showing another example of a state in which a passenger vehicle travels across a sloping ground, FIG. 18A shows a state in which the posture angle of the driver's seat seat surface is substantially horizontal, and a state in which a driver rides over an obstacle, and FIG. The posture angle of the seat surface is tilted to the high side to overcome obstacles. It is the perspective view which showed an example of the front suspension in the passenger vehicle which concerns on another embodiment. FIG. 20A is a schematic diagram showing an example of a state when a passenger vehicle is traveling uphill according to another embodiment, FIG. 20A is a state before a posture angle of a driver seat is changed, and FIG. 20B is a driver seat. This is a state after the posture angle of the seat surface is changed. It is the schematic which showed the structure of the right side of the steering wheel of the passenger vehicle which concerns on another embodiment. It is the schematic which showed the modification of a handle.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. FIG. 1 is a side view showing a passenger vehicle 1 as an example of an embodiment of the present invention, and FIG. 2 is a plan view of the passenger vehicle 1 of FIG. In the following, for convenience of description, the right side in FIG. 1, which is the traveling direction of the passenger vehicle 1, is the front direction, and the front side in FIG. 1 that is orthogonal to and parallel to the traveling direction is the right direction and the rear side. Is the left direction, the upper side in FIG. 1 which is orthogonal to the traveling direction and vertical is the upper direction, and the lower side is the lower direction.

  As shown in FIGS. 1 and 2, the passenger vehicle 1 includes a vehicle body frame 10 to which a driver's seat 14 is attached, front crawler traveling devices 30 and 30 as a pair of left and right traveling devices provided at the front, and the left and right sides thereof. The front suspension device 50 for suspending the pair of front crawler traveling devices 30 on the vehicle body frame 10, the rear crawler traveling devices 70, 70 as a pair of left and right traveling devices provided in the rear portion, and the pair of left and right rear crawler traveling devices 70 are mounted on the vehicle body. And a rear suspension device 90 suspended on the frame 10. In addition, the passenger vehicle 1 also includes, inside the body frame 10, a battery control unit (not shown) configured to include a battery (not shown) that stores electricity, an arithmetic unit, a storage unit, and the like to control each device.

  As will be described later in detail, the passenger vehicle 1 operates the front suspension device 50 and the rear suspension device 90 to swing the front, rear, left and right crawler traveling devices 30, 30, 70, 70 up and down with respect to the vehicle body frame 10. By moving it, the posture angle of the vehicle body frame with respect to the horizontal reference plane can be changed, and more specifically, the posture angle of the driver seat surface 14a with respect to the horizontal reference plane can be changed.

  The vehicle body frame 10 is configured by joining a plurality of steel materials such as a cylindrical pipe and a plate-like plate by welding or the like. The body frame 11 is covered with a body cover 11. The body cover 11 covers the vehicle body frame 10. The body cover 11 includes front fenders 12 and 12 above the left and right front crawler traveling devices 30 and 30, respectively. Rear fenders 13, 13 that cover the upper portions of the left and right rear crawler traveling devices 70, 70 from above are provided on a swing arm 94 of a rear suspension device 90, which will be described later.

  A driver's seat 14 is attached to an upper portion of a rear portion of the body frame 10, and the driver's seat 14 is supported by the body frame 10. A steering wheel 15 as a steering means is provided in front of the driver's seat 14. The handle 15 is composed of a steering shaft 16, a handle bar 17 provided on the upper end of the steering shaft 16 and protruding outward to the left and right. The steering shaft 16 is rotatably supported by the vehicle body frame 10 and is connected to a steering mechanism (not shown). The handlebar 17 has handle grips 18 and 18 as left and right ends, which are grips to be gripped by a driver.

  A first indicator 19 is provided at the center of the handlebar 17 in the left-right direction. A second display 20 fixed to the vehicle body frame 10 is provided below the rear portion of the driver's seat 14. Although details will be described later, the first indicator 19 and the second indicator 20 can perform a display corresponding to a state of a posture control mode of the passenger vehicle 1 described later, a warning notifying an abnormality, and the like. Is configured.

  Below the driver's seat 14, between the front crawler traveling devices 30, 30 and the rear crawler traveling devices 70, 70, left and right step floors 21, 21 are provided, respectively. The left and right step floors 21, 21 are fixed to the body frame 10. The passenger vehicle 1 is a saddle-type passenger vehicle, and the driver rides on the left and right step floors 21 and 21 while straddling the driver's seat 14 and holding the left and right handle grips 18 and 18. . The driver sits on the driver's seat surface 14a, which is a substantially horizontal plane above the driver's seat 14. Here, behind the driver's seat 14, there is no member projecting above the driver's seat surface 14a, such as a backrest, and behind the step floors 21 and 21 projecting above the step floors 21 and 21. There is no member to do. A space is formed in which the driver can move from the riding posture to the left and right rear crawler traveling devices 70, 70 behind the vehicle body frame 10, and the passenger vehicle 1 is configured to be able to get on and off from the side and the rear. There is.

  An attitude angle sensor SE1 is provided inside the vehicle body frame 10 to detect the attitude angle of the vehicle body frame 10 with respect to the horizontal reference plane and the attitude angle of the driver seat surface 14a with respect to the horizontal reference plane. The posture angle sensor SE1 is arranged on the center line of the driver's seat 14 in the left-right direction and near the lower part of the driver's seat 14. The posture angle includes a roll angle of inclination of the driver's seat seat surface 14a in the left-right direction and a pitch angle of inclination of the front-rear direction. The posture angle sensor SE1 may be a sensor that detects an inclination in all directions, or may be a combination of a sensor that detects a roll angle and a sensor that detects a pitch angle. The type of sensor is not particularly limited, and for example, a gyro sensor or the like is used. Further, the arrangement and number of posture angle sensors SE1 are not limited.

  Next, the front crawler traveling device 30 as a pair of left and right traveling devices will be described in detail. Since the left and right front crawler traveling devices 30 are symmetrical, the right front crawler traveling device 30 will be described below. The description of the configuration of the left front crawler traveling device 30 is omitted.

  The front crawler traveling device 30 includes a drive wheel 31 at an upper portion, a driven wheel 32 below the drive wheel 31 and front and rear portions, four auxiliary rollers 33 between two driven wheels 32, and a crawler. A belt 34, a mounting frame 35, a motor 36 as a drive device for driving the crawler traveling device, a gear case 37 and the like are provided. The crawler belt 34 is wound around the drive wheel 31, the two driven wheels 32, and the four auxiliary rollers 33 so as to be circumscribed. The drive wheel 31, the two driven wheels 32, and the four auxiliary rollers 33 are rotatably supported by the mounting frame 35. The motor 36 and the gear case 37 are located inside the vehicle of the mounting frame 35, and the driving force of the motor 36 is transmitted to the drive wheels 31 via the gear case 37 to drive the front crawler traveling device 30.

  The front crawler traveling device 30 is connected to a front suspension device 50, which will be described later, via a bracket (not shown) so that the front crawler traveling device 30 can rotate in the left-right direction about the vertical direction. A steering mechanism connected to the steering shaft 16 is connected to the left and right crawler traveling devices 30. That is, the left and right crawler traveling devices 30 are linked to the steering wheel 15 via the steering mechanism. By operating the handle 15, the left and right front crawler traveling devices 30 rotate in the left-right direction, and the steering operation of the passenger vehicle 1 is possible. The mounting frame 35 is configured to be swingable in the front-rear direction about the rotation axis of the drive wheel 31 with respect to the gear case 37. Therefore, the front crawler traveling device 30 is configured to be swingable in the front-rear direction with respect to the front suspension device 50 about the rotation axis of the drive wheel 31.

  Here, the front crawler traveling device 30 is a tension adjusting device (not shown) that adjusts the tension of the crawler belt 34 by moving the position of the driven wheel 32 with respect to the mounting frame 35, and a brake (not shown) that stops the rotation of the drive wheel 31. The device, a cushioning mechanism for suppressing swinging of the front crawler traveling device 30 about the rotation axis of the drive wheel 31 in the front-rear direction, and the like are also provided. This cushioning mechanism is provided between the mounting frame 35 and the gear case 37, and the front crawler traveling device 30 is stably grounded, and the traveling performance and riding comfort are improved. Further, by this buffer mechanism, when the front crawler traveling device 30 comes into contact with irregularities on uneven terrain, it is possible to reduce the load such as twisting and impact on the connecting portion with the front suspension device 50, and the durability is improved. ..

  Next, the pair of left and right rear crawler traveling devices 70 as traveling devices will be described in detail. Since the left and right rear crawler traveling devices 70 have a bilaterally symmetrical shape, the right rear crawler traveling device 70 will be described below. The description of the configuration of the left rear crawler traveling device 70 is omitted. Further, the rear crawler traveling device 70 is the same as the front crawler traveling device 30 except that the connection configuration with the rear suspension device 90 described later is different from the above-described connection configuration with the front crawler traveling device 30 and the front suspension device 50. The description of the same configuration as the front crawler traveling device 30 will be omitted as appropriate.

  The rear crawler traveling device 70, similar to the front crawler traveling device 30 described above, has a drive wheel 71 on the upper side, a driven wheel 72 below the drive wheel 71 and front and rear, and two driven wheels 72. In between, four auxiliary rollers 73, a crawler belt 74, a mounting frame 75, a motor 76 as a drive device for driving the crawler traveling device, and the like are provided.

  The motor 76 is located inside the vehicle of the mounting frame 75, and is fixed to a swing arm 94 (flange portion 110 of the first arm 97) of a rear suspension device 90 described later. The motor 76 and the drive wheel 71 are connected to each other, and the drive wheel 71 is rotated by the motor 76, whereby the rear crawler traveling device 70 is driven. The mounting frame 75 is configured to be swingable in the front-rear direction about the rotation shaft of the drive wheel 71, and the rotation shaft of the drive wheel 71 is located coaxially with the drive shaft of the motor 76. Therefore, the rear crawler traveling device 70 is connected to the rear suspension device 90 so as to be swingable in the front-rear direction about the rotation axis of the drive wheel 71.

  Here, the rear crawler traveling device 70, similar to the front crawler traveling device 30 described above, adjusts the tension of the crawler belt 74 by moving the position of the driven wheel 72 with respect to the mounting frame 75, a tension adjusting device (not shown), A braking device (not shown) for stopping the rotation of the drive wheels 71, a cushioning mechanism for suppressing the swinging of the rear crawler traveling device 70 about the rotation axis of the drive wheels 71 in the longitudinal direction, and the like are also provided. This cushioning mechanism is provided between the mounting frame 75 and a swing arm 94 of a rear suspension device 90, which will be described later. The rear crawler traveling device 70 is stably grounded, and the traveling performance and riding comfort are improved. To do. Further, by this buffer mechanism, when the rear crawler traveling device 70 comes into contact with irregularities on uneven terrain, it is possible to reduce the load such as twisting and impact on the connecting portion with the rear suspension device 90, and the durability is improved. ..

  Motors 36 and 76, which are drive devices that drive the front and rear crawler traveling devices 30 and 70, are electric motors that are driven by battery power, and are controlled by the control unit. Electricity (electric power) from the battery to the motors 36 and 76 and control signals from the control unit are transmitted by a flexible and flexible wire harness. Then, by driving the motors 36, 76 with the electric power of the battery, the front and rear crawler traveling devices 30, 70 are driven, and the passenger vehicle 1 can be driven.

  Here, the motors 36 and 76 as driving devices for the front and rear crawler traveling devices 30 and 70 are respectively provided in the front and rear crawler traveling devices 30 and 70. Therefore, it is not necessary to have a transmission mechanism such as a drive shaft between the body frame 10 and the front and rear crawler traveling devices 30, 70, and the transmission structure of the driving force can be simplified, the number of parts is reduced, and the production is reduced. Good and maintainability.

  The motors 36 and 76 as the driving devices for the front and rear crawler traveling devices 30 and 70 are not limited to electric motors, and may be hydraulic motors that are driven by the pressure of fluid, for example. The traveling device in the passenger vehicle 1 is not limited to the crawler type traveling device, and may be a wheel type traveling device.

  Next, the front suspension device 50 will be described in detail. Since the front suspension device 50 has a bilaterally symmetrical shape, a member forming the right side is appropriately denoted by a reference symbol R, and a member configuring the left side is appropriately denoted by a reference symbol L, if necessary. FIG. 3 is a side view of the front suspension device 50. FIG. 4 is a view on arrow IV in FIG. FIG. 5 is a perspective view of the front suspension device 50 as viewed from diagonally below the front.

  As shown in FIGS. 3 to 5, the front suspension device 50 includes a rotating arm 51, a motor 52 as a rotating device for rotating the rotating arm 51, a motor case 60 as a swing support portion, and A pair of left and right connecting arms 53 (53R, 53L), a pair of left and right swing arms 54 (54R, 54L), a damper 62 as a cushioning mechanism, and the like are provided. In addition, in FIG. 5, the description of the vehicle body frame 10 is omitted. 3 to 5, a straight line L1 is a straight line passing through the swing center of the swing arm 54, a straight line L2 is a straight line passing through the swing center of the swing arm 51, and a straight line L3 is a straight line of the motor case 60. A straight line passing through the swing center, and a straight line L4 is a straight line passing through the swing center of the rocker arm 64.

  The motor case 60 is a bottomed, substantially square-tube-shaped housing, and the motor 52 is arranged inside with the drive shaft facing downward. A bracket 61 having a U-shape in side view is provided on the bottom wall of the motor case 60. A through hole penetrating in the left-right direction is formed on the rear side of the upper portion of the motor case 60, and a not-illustrated support shaft extending in the left-right direction provided on the upper side of the front portion of the vehicle body frame 10 is inserted into the through hole. It The motor case 60 is supported by the body frame 10 so as to be vertically swingable about the left-right direction as an axis (straight line L3). The motor case 60 is arranged with its upper part tilted rearward.

  The rotating arm 51 is a prismatic member extending in the left-right direction and has a rotating shaft 55 at the center in the left-right direction. The rotating arm 51 is rotatably supported by the bracket 61 on the bottom wall of the motor case 60 with the rotating shaft 55 as an axis (straight line L2). That is, the rotation arm 51 is supported by the motor case 60 so as to be rotatable about the vertical axis. The rotating shaft 55 is vertical to the bottom wall of the motor case 60, and the rotating shaft 55 is inclined in the front-rear direction.

  The bottom wall of the motor case 60 has a through hole (not shown), and the drive shaft of the motor 52 is connected to the rotation shaft 55 of the rotation arm 51 via a transmission (not shown) having gears and the like. There is. The motor 52 is configured to be able to rotate the rotating arm 51 with the rotating shaft 55 as an axis (straight line L2).

  Here, the motor 52 is an electric motor driven by the electric power of the battery, and is controlled by the control unit. The device for rotating the rotating arm 51 is not limited to the electric motor as long as it can rotate the rotating arm 51 in a predetermined rotation direction by a predetermined angle. It may be a driven hydraulic motor.

  The connecting arm 53 (53R, 53L) is a columnar member. The right connecting arm 53R has one end connected to the right end of the rotating arm 51 via a ball joint as a universal joint, and the other end connected to the right swing arm 54R via a ball joint as a universal joint. To be done.

  Similar to the right connecting arm 53R described above, one end of the left connecting arm 53L is connected to the left end of the rotating arm 51 via a ball joint as a universal joint, and the other end is a ball joint as a universal joint. Is connected to the left swing arm 54L via.

  The swing arm 54 (54R, 54L) has a support portion 56, a first arm 57, a second arm 58, and the like. The swing arm 54 has a first arm 57 and a second arm 58 extending from the support portion 56, and is formed in a substantially L shape in a side view. The support portion 56 has a cylindrical shape that extends in the left-right direction, and is rotatably supported by a rotation shaft 22 that extends in the left-right direction and that is provided at a lower portion of the vehicle body frame 10 substantially at the center in the front-rear direction.

  The first arm 57 is a rod-shaped member that extends forward from the outer circumference of the support portion 56, and the front crawler traveling device 30 is connected to the end portion thereof. The end portion of the first arm 57 is bifurcated into upper and lower parts, and a rotary shaft 59 is fixed between the branched parts. Further, the front crawler traveling device 30 described above is connected to the swing arm 54 so as to be rotatable in the left-right direction about the rotation shaft 59. The rotation shaft 59 passes through the center of the rotation shaft of the drive wheel 31 of the front crawler traveling device 30 in a side view.

  The second arm 58 is a rod-shaped member that extends downward from the outer periphery of the support portion 56, and one end of the connecting arm 53 is connected to the end portion thereof via a ball joint as a universal joint. The second arm 58 is located inside the vehicle with respect to the first arm 57. Further, the length of the second arm 58 is smaller than the length of the first arm 57. The swing arm 54 is supported by the support portion 56 so as to be swingable up and down on the body frame 10 with the left-right direction as an axis (straight line L1). The swing arm 54 is configured such that the front crawler traveling device 30 is connected by the first arm 57 and one end of the connecting arm 53 is connected by the second arm 58.

  The damper 62 is an expandable and contractible rod-shaped cushioning mechanism composed of a cylinder or the like, and is arranged at the center of the body frame 10 in the left-right direction so as to extend forward and backward. One end of the damper 62 is rotatably connected to the bracket 61 about the left-right direction. The other end of the damper 62 is connected to the rocker arm 64 of the link mechanism 63. The damper 62 has one end connected to the motor case 60 as a swing support portion and the other end connected to the vehicle body frame 10 via the link mechanism 63.

  The link mechanism 63 includes a rocker arm 64 and a pair of left and right pull rods 65 (65R, 65L). The upper end of the rocker arm 64 is rotatably supported by a rocker shaft (not shown) provided in the lower portion of the vehicle body frame 10 at the substantial center of the front-rear direction. The other end of the damper 62 is rotatably connected to the lower end of the rocker arm 64 about the left-right direction.

  The pair of left and right pull rods 65 (65R, 65L) are arranged symmetrically on both left and right sides of the rocker arm 64. One end of the pull rod 65 is rotatably connected between the upper end and the lower end of the rocker arm 64 about the left-right direction. The other end of the pull rod 65 is rotatably connected to the bracket 61 about the left-right direction. Here, the axis of rotation of the pull rod 65 in the bracket 61 is coaxial with the axis of rotation of the damper 62 in the bracket 61. That is, the damper 62 and the pull rod 65 are coaxially connected to the bracket 61. Then, the damper 62 arranged as described above can buffer the impact between the vehicle body frame 10 and the left and right front crawler traveling devices 30.

  For example, an impact load is applied to the front crawler traveling device 30 in an upward direction and a backward direction due to the protrusion of the ground when traveling forward. At this time, the left and right crawler traveling devices 30 are swung upward by the impact load with the rotating shaft 22 as the axis (straight line L1). Then, as the left and right crawler traveling devices 30 swing, the left and right swing arms 54 swing upward.

  As the left and right swing arms 54 swing upward, the left and right connecting arms 53 are moved forward. When the left and right connecting arms 53 move forward, the turning arm 51 is pushed forward without turning about the turning shaft 55 (straight line L2). When the rotating arm 51 is pushed forward, the motor case 60 supporting the rotating arm 51 is swung forward and upward with the support shaft as the axis (straight line L3). Then, the damper 62 connected to the motor case 60 is pulled forward.

  Here, the other end of the damper 62 is connected to the link mechanism 63. Since the left and right pull rods 65 of the link mechanism 63 are connected to the motor case 60 at one end, they move forward as the motor case 60 swings upward. When the left and right pull rods 65 move forward, the rocker arm 64 is swung forward and upward with the rocker shaft as an axis (straight line L4). Then, the damper 62 connected to the end of the rocker arm 64 is pushed forward. Therefore, the damper 62 has its front end (the connecting portion with the motor case 60) pulled forward and its rear end (the connecting portion with the rocker arm 64) pushed forward.

  The left and right pull rods 65 that exert a force on the rear end of the damper 62 have one end connected to the motor case 60 coaxial with the front end of the damper 62, and the other end connected between the upper end and the lower end of the rocker arm 64. It is a composition. That is, the distance from the swing center (straight line L4) of the rocker arm 64 to the connecting portion between the rocker arm 64 and the damper 62 is the distance from the swing center (straight line L4) of the rocker arm 64 to the rocker arm 64 and the left and right pull rods 65. Is greater than the distance to the connecting part. Further, one end of each of the left and right pull rods 65 and the damper 62 is connected to the coaxial motor case 60. The damper 62 is configured to contract when the left and right crawler traveling devices 30R and 30L are swung upward. Therefore, the damper 62 buffers the impact when the left and right crawler traveling devices 30 are swung upward by buffering the force acting in the contracting direction. It should be noted that the damper 62 is not limited to the above-mentioned configuration as long as it has a configuration capable of absorbing the shock between the vehicle body frame 10 and the left and right front crawler traveling devices 30.

  Although details will be described later, the front suspension device 50 detects a rotation angle of the rotation arm 51 with respect to the vehicle body frame 10 (motor case 60) as a sensor for detecting an operating state of the front suspension device 50. An angle sensor SE2 and a swing arm angle sensor SE3 (not shown) for detecting the swing angles of the left and right swing arms 54R and 54L with respect to the vehicle body frame 10 (the swing shaft 22) are provided. The type of sensor is not particularly limited, and for example, a potentiometer, an encoder, or the like is used.

  Next, the rear suspension device 90 will be described in detail. Since the rear suspension device 90 has a bilaterally symmetrical shape, a member forming the right side is appropriately denoted by a reference symbol R, and a member configuring the left side is denoted by a reference symbol L as appropriate. FIG. 6 is a right side view of the rear suspension device 90. FIG. 7 is a view on arrow VII in FIG.

  As shown in FIGS. 6 and 7, the rear suspension device 90 includes a rotation arm 91, a motor 92 as a rotation device for rotating the rotation arm 91, a motor case 100 as a swing support portion, and A pair of left and right connecting arms 93 (93R, 93L), a pair of left and right swing arms 94 (94R, 94L), a damper 102 as a buffer mechanism, and the like are provided. 6 and 7, the straight line L5 is a straight line passing through the swing center of the swing arm 94, the straight line L6 is a straight line passing through the swing center of the swing arm 91, and the straight line L7 is the motor case 100. Is a straight line passing through the center of swing of the rocker arm 104, and a straight line L8 is a straight line passing through the center of swing of the rocker arm 104.

  Here, the rear suspension device 90 has a configuration symmetrical with respect to the front suspension device 50 described above with respect to the straight line L1 except the shape of the swing arm 94, and the same configuration as the front suspension device 50 will be described. Omitted as appropriate. The swing arm 94 of the rear suspension device 90 has a configuration in which the end portion of the first arm 97 is different from the first arm 57 of the swing arm 54 of the front suspension device 50.

  The motor case 100 is supported so as to be vertically swingable about a support shaft (not shown) provided on the upper side of the rear portion of the vehicle body frame and extending in the left-right direction as an axis (straight line L7). The rotating arm 91 is rotatably supported by the bracket 101 provided on the bottom wall of the motor case 100 with the rotating shaft 95 as an axis (straight line L6).

  A motor 92 is fixed inside the motor case 100. A drive shaft (not shown) of the motor 92 is connected to the rotation shaft 95 of the rotation arm 91 via a transmission (not shown) having gears and the like. The motor 92 is configured to be able to rotate the rotating arm 91 about the rotating shaft 95 (straight line L6).

  One end of the connecting arm 93 is connected to the rotating arm 91 via a ball joint. The other end of the connecting arm 93 is connected to the swing arm 94 via a ball joint. The swing arm 94 has a first arm 97 and a second arm 98 extending from the support portion 96, and is formed in a substantially L shape in a side view. The support portion 96 has a cylindrical shape that extends in the left-right direction, and is rotatably supported by a rotation shaft 23 that extends in the left-right direction and that is provided in a lower portion of the vehicle body frame 10 substantially at the center in the front-rear direction. The first arm 97 is a rod-shaped member that extends rearward from the outer periphery of the support portion 96, and has a flange portion 110 having a vertical and flat surface formed at the end portion. The motor 76 of the rear crawler traveling device 70 is fixed to the inner surface of the flange portion 110 in the vehicle, and the rear crawler traveling device 70 is connected to the end of the first arm 97. A rear fender 13 (not shown) is fixed to the first arm 97.

  The second arm 98 is a rod-shaped member that extends downward from the outer periphery of the support portion 96, and one end of the connecting arm 93 is connected to the end portion through a ball joint as a universal joint. The swing arm 94 is supported by the support portion 96 so as to be swingable up and down on the body frame 10 with the horizontal direction as an axis (straight line L5). The swing arm 94 is configured such that the rear crawler traveling device 70 is connected to the first arm 97 and one end of the connecting arm 93 is connected to the second arm 98. Further, the rear fender 13 is configured to swing together with the swing arm 94.

  The rear suspension device 90 includes a damper 102 and a link mechanism 103 that buffer a shock between the vehicle body frame 10 and the left and right rear crawler traveling devices 70. The link mechanism 103 includes a rocker arm 104 and a pair of left and right pull rods 105 (105R, 105L). One end of the damper 102 is rotatably connected to the bracket 101 about the left-right direction. The other end of the damper 102 is connected to the rocker arm 104. An upper end of the rocker arm 104 is rotatably supported by a rocker shaft (not shown) provided in a lower portion of the vehicle body frame 10 at a substantially center in the front-rear direction. The rocker arm 104 is configured to be swingably supported about the rocker shaft as an axis (straight line L8). The other end of the damper 102 is rotatably connected to the lower end of the rocker arm 104 about the left-right direction. One end of the pull rod 105 is rotatably connected between the upper end and the lower end of the rocker arm 104 about the left-right direction. The other end of the pull rod 105 is rotatably connected to the bracket 101 about the left-right direction. Here, the damper 102 and the pull rod 105 are coaxially connected to the bracket 101. The damper 102 is configured to buffer the shock between the vehicle body frame 10 and the left and right rear crawler traveling devices 70, similarly to the damper 62 of the front suspension device 50 described above.

  Further, the rear suspension device 90, like the front suspension device 50, serves as a sensor for detecting the operating state of the rear suspension device 90 and detects the rotation angle of the rotating arm 91 with respect to the vehicle body frame 10 (motor case 100). An unillustrated swing arm angle sensor SE4, a swing arm angle sensor SE5, and the like, which detect the swing angles of the left and right swing arms 94R and 94L with respect to the vehicle body frame 10 (the swing shaft 23), respectively.

  Next, the operations of the front suspension device 50 and the rear suspension device 90 will be described in detail. The front suspension device 50 and the rear suspension device 90 are symmetrical in the front-rear direction except for the connection structure with the respective crawler traveling devices 30, 70. Therefore, the front suspension device 50 will be taken up and described below. The description of the rear suspension device 90 is omitted. FIG. 8 is a side view illustrating an operating state of the front suspension device 50. FIG. 9 is a view on arrow IX in FIG. Note that FIG. 8 shows a state in which the right front crawler traveling device 30R swings downward and the left front crawler traveling device 30L swings upward, and the left connecting arm 53L of the front suspension device 50 and the left connecting arm 53L. The description of the swing arm 54L is omitted.

  The front suspension device 50 described above can swing the left and right front crawler traveling devices 30R and 30L that are interlocked in the up and down directions in opposite directions. When the rotation arm 51 is rotated counterclockwise (counterclockwise) by the motor 52 in the state of FIG. 4, the right front crawler traveling device 30R rotates the rotation shaft 22 as an axis as shown in FIGS. As the (straight line L1) is swung downward, the left front crawler traveling device 30L is swung upward with the turning shaft 22 as the axis (straight line L1).

  More specifically, as shown in FIG. 9, when the rotating arm 51 is rotated counterclockwise (counterclockwise) by the angle θ by the motor 52, the right connecting arm 53R is moved rearward. When the right connecting arm 53R moves rearward, the second arm 58R of the right swing arm 54R rotates backward (clockwise in FIG. 8) with the rotary shaft 22 as the axis (straight line L1). Be moved. Since the right second arm 58R rotates together with the right support portion 56R together with the right first arm 57R, when the right second arm 58R rotates rearward, the right first arm 57R moves. The rotary shaft 22 is rotated downward (clockwise in FIG. 8) around the axis (straight line L1), and the right crawler traveling device 30R is swung downward.

  On the other hand, when the rotation arm 51 is rotated counterclockwise (counterclockwise) by the motor 52 by the angle θ, the left connecting arm 53L is moved forward. When the left connecting arm 53L moves forward, the second arm 58L of the left swing arm 54L moves forward (counterclockwise in FIG. 8) with the rotary shaft 22 as the axis (straight line L1). It can be rotated. When the left second arm 58L rotates forward, the left first arm 57L rotates upward with the rotation shaft 22 as an axis (straight line L1) (counterclockwise in FIG. 8). Then, the left crawler traveling device 30L is swung upward. When the rotation arm 51 is rotated clockwise (clockwise) by the motor 52, the front suspension device 50 operates in the opposite manner to that described above, and therefore its description is omitted.

  Therefore, the left and right front crawler traveling devices 30R and 30L suspended by the front suspension device 50 are interlocked and swing in the opposite directions in the vertical direction. This is because the left and right front crawler traveling devices 30R and 30L are connected to the motor case 60 serving as a swing support portion via a rotating arm 51 that is rotatably supported at the center in the left-right direction. ..

  In the passenger vehicle 1, the front suspension device 50 swings the left and right front crawler traveling devices 30R and 30L in opposite vertical directions, and the rear suspension device 90 causes the left and right rear crawler traveling devices 70R and 70L to vertically move. The posture angles of the vehicle body frame 10 with respect to the horizontal reference plane and the posture angle of the driver's seat surface 14a with respect to the horizontal reference plane are changed by swinging them in the opposite directions. Here, the posture angle of the driver seat seating surface 14a that is changed by the front and rear suspension devices 50 and 90 is the roll angle of the driver seating seat surface 14a in the left-right direction.

  For example, in a state in which the passenger vehicle 1 is located in a horizontal place, the front suspension device 50 and the rear suspension device 90 cause the right and front crawler traveling devices 30R and 70R to move downward and the left front and rear crawler traveling device 30L. , 70L are swung upward, the roll angle as the posture angle is changed in the direction in which the right end of the driver seat seat surface 14a is lowered. On the other hand, by the front suspension device 50 and the rear suspension device 90, the right and front crawler traveling devices 30R and 70R are swung upward and the left front and rear crawler traveling devices 30L and 70L are swung downward so as to drive the vehicle. The roll angle as the posture angle is changed in the direction in which the left end of the seat seat surface 14a is lowered.

  The front and rear crawler traveling devices 30 and 70 swing in the vertical direction by the front and rear suspension devices 50 and 90 without moving in the left and right direction and without rotating around the front and rear direction as an axis. To do. The ground contact portions of the front and rear crawler traveling devices 30, 70 are always kept parallel to the vehicle body frame 10 (driver's seat surface 14a), and are in contact with the vehicle body frame 10 (driver's seat surface 14a). Slide up and down. Therefore, the posture angle of the driver's seat 14a can be changed easily and quickly.

  The front suspension device 50 is configured to suspend the left and right front crawler traveling devices 30R and 30L integrally with the vehicle body frame 10, and the rear suspension device 70 includes the left and right rear crawler traveling devices 70R and 70L integrally. Since the structure is suspended on 10, the structure is simpler than the structure in which the left and right crawler traveling devices 30R, 30L, 70R, 70L are independently suspended, the number of parts is reduced, and the productivity and maintainability are good.

  Further, when traveling across a slope, even if the front and rear crawler traveling devices 30, 70 are vertically swung in accordance with the inclination, the ground contact portions of the front and rear crawler traveling devices 30, 70 are It is always kept parallel to the frame 10. Therefore, it is possible to make the high-side portion (mountain-side portion) of the ground contact portion of the front and rear crawler traveling devices 30, 70 bite into the slope as an edge. For example, when traveling on a slope such that the right side of the passenger vehicle 1 is the high side (mountain side) and the left side is the low side (valley side), the right side of the ground contact portion of the front and rear crawler traveling devices 30, 70. The part can be cut into the slope as an edge. Therefore, the front and rear crawler traveling devices 30 and 70 are less likely to skid on the slope, and the traveling performance and the riding comfort during traveling on the slope are good.

  Next, the structure of the handle 15 as the steering means will be described in detail. FIG. 10 is a schematic diagram showing the configuration of the handle 15 viewed from above. As described above, the handle 15 includes the steering shaft 16 and the handle bar 17 and the like. The handlebar 17 is attached to the upper end of the steering shaft 16 via a connecting member 17a. The handlebar 17 has handle grips 18 and 18 at the left and right ends, respectively. A first indicator 19 is provided at the center of the handlebar 17 in the left-right direction and on the upper surface of the connecting member 17a. Brake levers 24, 24 for activating the brake devices of the front and rear crawler traveling devices 30, 70 are provided in front of the left and right handle grips 18, 18, respectively. The right handle grip 18 is rotatably supported by the handle bar 17 and includes an accelerator sensor (not shown) that detects a rotation angle with respect to the handle bar 17. By rotating the right handle grip 18, the traveling speed of the passenger vehicle 1 can be changed.

  On the right side of the handlebar 17, there is provided a first attitude changing operation switch 25 as an attitude changing operation means for changing the attitude angle of the driver seat surface 14a with respect to the horizontal reference plane. The first posture changing operation switch 25 is provided adjacent to the right handle grip 18 and on the rear side of the handle bar 17 (driver's seat 14 side). The first attitude changing operation switch 25 is provided at a position where the thumb can be operated while the handle grip 18 is held. The first posture changing operation switch 25 is an automatic return type (momentary type) push type switch, and is configured to push and operate the right side which is the handle grip 18 side with the left side as a fulcrum. Then, the posture angle is changed in a direction in which the right end of the driver seat surface 14a is lowered only while the first posture changing operation switch 25 is being pressed.

  On the left side of the handlebar 17, a second posture changing operation switch 26 as a posture changing operation means for changing the posture angle of the driver seat seat surface 14a with respect to the horizontal reference plane, a mode selection operation switch 27 as a mode selection operation means, and a return. A control reset switch 28 as an operating means is provided. The second posture changing operation switch 26 is provided adjacent to the left handlebar grip 18 and on the rear side (driver's seat 14 side) of the handlebar 17. The second posture changing operation switch 26 is provided at a position where it can be operated by the thumb of the left hand while the handle grip 18 is being held. The second posture changing operation switch 26 is an automatic return type (momentary type) push-type switch, and is configured to push and operate the left side, which is the handle grip 18 side, with the right side as a fulcrum. That is, the second posture changing operation switch 26 has a configuration symmetrical to the first posture changing operation switch 25. Then, the posture angle is changed in the direction in which the left end of the driver seat seat surface 14a is lowered only while the second posture changing operation switch 26 is being pressed.

  The mode selection operation switch 27 selects a posture control mode of the passenger vehicle 1, and selects any one of an automatic control mode, a manual operation mode, and a posture control release mode. The mode selection operation switch 27 is provided adjacent to the left handle grip 18 and above the handle bar 17. The mode selection operation switch 27 is provided at a position where the thumb grip can be operated while the handle grip 18 is being held. The mode selection operation switch 27 is a position-holding type (alternate type) slide-type switch, is slidable in the front-rear direction (circumferential direction of the handlebar 17), and is positioned at three positions of front, center, and rear. Is composed of. When the mode selection operation switch 27 is located in the front, the posture control release mode is selected, when it is located in the center, the manual operation mode is selected, and when it is located in the rear, the automatic control mode is selected. Is composed of. With such a mode arrangement, it is possible to instantaneously switch to the manual operation mode or the attitude control release mode when an emergency occurs. Alternatively, the manual operation mode may be arranged in the front, the attitude control release mode may be arranged in the center, and the automatic control mode may be arranged in the rear. With such a mode arrangement, the posture control release mode can be surely passed through at the time of switching between the automatic control and the manual operation, so that the mode can be smoothly switched. The mode selection operation switch 27 is not limited to the slide type and may be a button switch or a seesaw switch. In this case, the state in which the switch is not pushed may be the posture release mode.

  Although the details will be described later, in the automatic control mode, the control unit based on the detection value of the posture angle sensor SE1 so that the posture angle of the driver seat surface 14a with respect to the horizontal reference plane converges to a predetermined target angle. This is a mode for controlling the motors 52, 92 of the front and rear suspension devices 50, 90. The manual operation mode is a mode in which the attitude angle of the driver seat surface 14a with respect to the horizontal reference plane is changed by a manual operation, and the control unit outputs a signal from the first attitude change operation switch 25 and the second attitude change operation switch 26. This is a mode for controlling the motors 52 and 92 based on the above. The posture control release mode is a mode in which the control and change of the posture angle of the driver seat surface 14a with respect to the horizontal reference plane are stopped, and the motors 52 and 92 are stopped. When the attitude control cancel mode is selected, the drive shafts of the motors 52 and 92 are fixed, and the attitude angle of the driver seat surface 14a with respect to the horizontal reference plane is the angle when the attitude control cancel mode is selected. Retained. Here, although the control unit controls the motors 52 and 92 so that the drive shafts of the motors 52 and 92 do not rotate, the drive shafts of the motors 52 and 92 may be fixed by an electromagnetic brake or the like.

  The control reset switch 28, which serves as a reset operation means, resets various set values in the automatic control mode to predetermined initial values (values that do not change in normal operation of the driver, such as factory set values). The control reset switch 28 is a push-type switch of an automatic reset type (momentary type), and is arranged adjacent to the mode selection operation switch 27.

  Here, the first posture changing operation switch 25 and the second posture changing operation switch 26 as the posture changing operation means can be operated with the thumb while the handle grip 18 is held. Therefore, the driver can operate the first posture changing operation switch 25 and the second posture changing operation switch 26 without releasing the hand from the steering wheel 15 during driving, so that the posture angle of the driver seat seat surface 14a can be operated. It can be changed safely and easily without any loss of quality.

  The posture changing operation means is provided separately for the first posture changing operation switch 25 for the right hand and the second posture changing operation switch 26 for the left hand. By pressing the first posture changing operation switch 25 for the right hand, the posture angle is changed in a direction in which the right end of the driver seat seat surface 14a is lowered, and the second posture changing operation switch 26 for the left hand is pushed. The posture angle is changed so that the left end of the driver seat surface 14a is lowered. Therefore, the posture angle of the driver seat surface 14a is changed in the direction in which the side of the driver's pressing hand is lowered, so that the posture angle of the driver seat surface 14a can be changed according to the driver's feeling. The operability is good.

  Further, the mode selection operation switch 27 as a mode selection operation means can be operated with the thumb of the left hand while the handle grip 18 is held. Therefore, the driver can operate the mode selection operation switch 27 without releasing his/her hand from the steering wheel 15 during driving, so that the attitude control mode can be immediately and safely selected without deteriorating the driving operability. be able to. In addition, by frequently changing from the automatic control mode to the manual operation mode to suppress traveling in the automatic control mode, the power consumption by the motors 52, 92 in the automatic control mode is reduced according to the driver's intention. Therefore, it is possible to travel with high energy efficiency. When it is not necessary to control or change the posture angle of a flat road, etc., the posture control release mode is selected to stop the control and change of the posture angle, so that the motor in the automatic control mode or the manual operation mode can be stopped. It is possible to reduce the power consumption by 52 and 92, and it is possible to travel with high energy efficiency. Further, it is not necessary to decelerate or stop the passenger vehicle 1 in order to change the attitude control mode, and the traveling time can be shortened.

  Here, the first attitude change operation switch 25 and the second attitude change operation switch 26 as attitude change operation means for changing the attitude angle have priority over the automatic control mode even when the automatic control mode is selected. Then, the posture angle is changed. The automatic control mode is configured to control the posture angle with the posture angle changed by the first posture changing operation switch 25 and the second posture changing operation switch 26 as a new target angle. In addition to the above-mentioned operation switches, a starter switch (not shown) for starting and stopping the passenger vehicle 1, a vehicle speed limit switch for setting an upper limit of the vehicle speed of the passenger vehicle 1, and the like around the handle 15 and the handle 15. Also equipped with various operation switches.

  The first posture changing operation switch 25 and the second posture changing operation switch 26 as the posture changing operation means, and the mode selecting operation switch 27 as the mode selecting operation means are not limited to the above-mentioned configuration, but the handle grip. Any structure may be used as long as it can be operated with the thumb while holding 18 and the type and arrangement of the switches can be designed as appropriate. For example, the attitude changing operation means including the first attitude changing operation switch 25 and the second attitude changing operation switch 26 is located on either the right side or the left side of the handle bar 17, is adjacent to the handle grip 18, and is adjacent to the handle grip 18. The configuration may be such that it is provided at a position where the user can operate it with his/her thumb from the state of gripping. When the posture changing operation means is provided on either the right side or the left side of the handlebar 17, it is an automatic return type seesaw pressing type switch, and can be pressed to the right side and the left side with the center as a fulcrum. It is preferable that the posture angle is changed so that the right end of the driver seat seat surface 14a is lowered when pressed to the right side, and the posture angle is changed so that the left end of the driver seat seat surface 14a is lowered when pressed to the left side. .. With such a configuration, the posture angle of the driver seat surface 14a can be changed according to the driver's feeling, and the number of switches can be reduced.

  The first indicator 19 is located at the center of the handlebar 17 in the left-right direction, and is provided on the upper surface of the connecting member 17a. Then, the driver can confirm the information on the first display 19 by slightly moving the line of sight from the front while driving.

  The first indicator 19 is composed of three lamps 19a, 19b, and 19c of different colors. The lamps 19a, 19b, and 19c are turned on, blinked, or turned off, and the display corresponding to the state of the attitude control mode or an abnormality is detected. It is configured so that a warning can be displayed.

  Here, the second indicator 20 provided below the rear part of the driver's seat 14 is composed of three lamps 20a, 20b, 20c of different colors, like the first indicator 19, and the lamps 20a, 20b, 20c are included. The display of the attitude control mode, the display of abnormalities and warnings, and the like can be performed by turning on, blinking, turning off, and the like, and operates in conjunction with the first display 19 ( (See FIG. 1). The second display 20 is provided so as to be visible from the outside of the passenger vehicle 1 without being covered by the body cover 11 or the like on the rear side and the side.

  The colors of the lamps 19a, 19b, 19c, 20a, 20b, 20c of the first indicator 19 and the second indicator 20 are green for the lamps 19a, 20a, orange for the lamps 19b, 20b, and red for the lamps 19c, 20c, respectively. Is. The lamps 19a and 20a are for displaying the start-up of the passenger vehicle 1, and are configured to be turned on (green) when the passenger vehicle 1 is powered on and turned off when the power is turned off. The lamps 19b and 20b display the state of the attitude control mode, and are lit (orange) when the manual operation mode is selected, and blink (orange) when the automatic control mode is selected to change the attitude control mode. It is configured to turn off when the release mode is selected. The lamps 19c and 20c are for displaying an abnormality, a warning, or the like of the passenger vehicle 1, and when an abnormality occurs in the passenger vehicle 1 or the posture angle of the driver seat seat surface 14a exceeds a predetermined angle. It is configured to light up (red).

  Therefore, the driver can instantly grasp the start-up of the passenger vehicle 1, the state of the attitude control mode, the operating state of the passenger vehicle 1 such as the occurrence of an abnormality or a warning by the first display 19, and the erroneous operation or the like can be prevented. It is prevented and safer operation becomes possible. In addition, a person around the passenger vehicle 1, for example, a person who travels behind the passenger vehicle 1 with another passenger vehicle uses the second display device 20 to start the passenger vehicle 1, the state of the attitude control mode, and the occurrence of an abnormality. Since the operating state of the passenger vehicle 1 such as a warning can be grasped instantly, the safety of the surroundings can be ensured. The second indicator 20 is provided below the rear portion of the driver's seat 14 and prevents the driver's riding posture from moving between the left and right rear crawler traveling devices 70, 70 behind the vehicle body frame 10. Never.

  In addition, the 1st indicator 19 and the 2nd indicator 20 are not limited to the above-mentioned arrangement|positioning and a structure. The first indicator 19 may be provided on the periphery of the steering wheel 15 as a steering means so that it can be easily seen during driving, and may be provided on the upper portion of the main body cover 11 in front of the steering wheel 15, for example. good. The second display 20 may be provided at a position visible from the outside of the passenger vehicle, and may be provided on the left and right rear fenders 13, 13, for example.

  Further, the first display 19 and the second display 20 may be configured to display the state of the posture control mode by different lighting colors, for example, three lamps of different colors are provided in place of the lamps 19b and 20b. Each lamp may be turned on according to the state of the control mode. In addition, the first indicator 19 and the second indicator 20 are composed of one lamp that can be lit or blinked in different colors, and a display corresponding to the state of the attitude control mode is made by the illumination color or blinking color of this lamp. Alternatively, it may be configured to display an abnormality or a warning. In addition, the passenger vehicle 1 may include a buzzer as an alarm that operates together with the operation of the first indicator 19 and the second indicator 20. Further, the first display 19 may be configured to further include a liquid crystal panel that displays various kinds of information on the passenger vehicle 1. The information displayed on the liquid crystal panel includes the posture angle of the driver's seat surface 14a, the target angle in the automatic control mode, a warning message, an error message, the remaining battery power, the vehicle speed, the total traveling distance (odometer), and the section traveling distance. (Trip meter), various set values, etc.

  Next, the control system of the passenger vehicle 1 according to the present embodiment will be described in detail. FIG. 11 is a block diagram of a main part of a control system of the passenger vehicle 1. The passenger vehicle 1 is provided with the control unit C as described above, and the operation of the passenger vehicle 1 is controlled by the control unit C, and automatic control is possible.

  The control section C is configured to control the operation of the passenger vehicle 1 by reading input signals such as various set values and detection values of various sensors and outputting the control signals. Examples of the control unit C include a CPU (Central Processing Unit) that performs arithmetic processing and control processing, a main storage device M that stores data, a timer, an input circuit, an output circuit, and a microcomputer including a power supply circuit. To be done. A main storage device M exemplified by a ROM (Read Only Memory) and an EEPROM (Electrically Erasable Programmable Read Only Memory) stores a control program for executing the operation according to the present embodiment and various data. Data such as these various programs may be stored in an external storage device and read by the control unit C.

  The configuration of the control unit C is not particularly limited. The passenger vehicle 1 includes a plurality of control units, for example, front and rear and left and right crawler traveling devices 30 and 70 as traveling devices, and front and rear suspension devices 50 and 90 that can change the posture angle of the driver's seat 14a. , A configuration that includes a control unit that controls the first display 19 and the second display 20, respectively, and that can communicate with each other by communication in the passenger vehicle 1 such as CAN (Controller Area Network) communication good. FIG. 11 illustrates a configuration in which the operation of the passenger vehicle 1 is controlled by one control unit C.

  The control unit C includes a posture angle sensor SE1, a turning arm angle sensor SE2 that detects a turning angle of the turning arm 51 of the front suspension device 50 with respect to the vehicle body frame 10, and left and right swing arms of the front suspension device 50. A swing arm angle sensor SE3 that detects a rotation angle of the vehicle body frame 10 with respect to the vehicle body frame 10, a motor 52 as a rotation device of the front suspension device 50, and a rotation arm 91 of the rear suspension device 90 with respect to the vehicle body frame 10. A rotation arm angle sensor SE4 that detects a movement angle, a swing arm angle sensor SE5 that detects the rotation angle of the left and right swing arms 94 of the rear suspension device 90 with respect to the vehicle body frame 10, and a rotation of the rear suspension device 90. A motor 92 as a rotating device of the moving arm 91, a first display device 19, a second display device 20 and the like are electrically connected. Further, the control unit C includes, as switches, a first posture changing operation switch 25, a second posture changing operation switch 26, a mode selection operation switch 27, a control reset switch 28, a starter switch 29, etc. It is connected to the. Note that the control unit C includes various devices other than the configuration illustrated in FIG. 11, such as the motors 36 and 76 of the front, rear, left, and right crawler traveling devices 30 and 70, various sensors and switches such as an accelerator sensor, and the rotation of the handle 15. A steering wheel sensor that detects a moving angle, a battery sensor that detects a voltage and a current of a battery, a vehicle speed limit switch, etc. are electrically connected.

  For example, when the manual operation mode is selected by the mode selection operation switch 27, the control unit C determines the motor 52, based on the operation signal of the first attitude change operation switch 25 and the second attitude change operation switch 26. A control signal is output to 92 to change the posture angle of the driver seat surface 14a.

  In addition, when the automatic control mode is selected by the mode selection operation switch 27, the control unit C detects the posture angle of the driver seat seat surface 14a detected by the posture angle sensor SE1 and the rotation arm angle sensor SE2. The detected turning angle of the turning arm 51, the turning angles of the left and right turning arms 54 detected by the turning arm angle sensor SE3, and the turning arm 91 detected by the turning arm angle sensor SE4. By using the rotation angle and the rotation angles of the left and right swing arms 94 detected by the swing arm angle sensor SE5, the attitude angle of the driver seat seat surface 14a is stored in the main memory M and is set as a predetermined target. The motors 52 and 92 of the front and rear suspension devices 50 and 90 are controlled so as to converge to an angle.

  Here, the target angle is the roll angle of the driver seat surface 14a in the left-right direction with respect to the horizontal reference plane. For convenience of description, the roll angle as the target angle is positive in the direction in which the right end of the driver seat surface 14a is lower than the horizontal reference plane, and negative in the opposite direction.

  The target angle is associated with the ground inclination information during traveling. The ground inclination information is information indicating the azimuth of the ground inclination, and is information indicating the high side (mountain side) and low side (valley side) of the ground inclination with respect to the roll direction (left-right direction) of the target angle. .. That is, the target angle is associated with the value of the angle whether the roll direction is the high side or the low side.

  Here, the azimuth of inclination of the ground (whether the left side or the right side is the low side or the high side) can be detected from the rotation angles of the left and right swing arms 54 and 94. The crawler traveling devices 30, 70 are swung downward with reference to the turning angles of the left and right swing arms 54, 94 based on the state in which the passenger vehicle 1 is located on a flat ground surface parallel to the horizontal reference plane. When the rotation in the direction is positive and the crawler traveling devices 30, 70 are swung upward and the rotation in the direction is negative, for example, the rotation angle of the right swing arm 54R, 94R is negative. At this time, the right side of the driver's seat 14a can be detected as the high side of the ground.

  Then, it is possible to determine whether the direction of the roll angle is the high side or the low side by the combination of the positive/negative of the roll angle and the positive/negative of the rotation angle of the right swing arms 54R and 94R as described above. can do. For example, when the product of the positive and negative of the roll angle and the positive and negative product of the rotation angles of the right swing arms 54R and 94R is negative, the direction of the roll angle is on the high side, and the product of the positive and negative products. If is positive, the direction of the roll angle can be detected as the low side. Therefore, as the inclination information of the ground, the positive/negative value of the product of the positive/negative of the roll angle and the positive/negative value of the turning angle of the right swing arms 54R and 94R is associated with the value of the roll angle as the target angle, and the main storage device. It is stored in M.

  The method for detecting the azimuth of the inclination of the ground is not limited to the above-mentioned method, but can be detected by the rotating direction of the rotating arms 51 and 91, and the detecting method of the left and right swing arms 54 and 94 can be detected. It may be performed based on the rotation angle and the rotation angles of the rotation arms 51 and 91, and the detection result becomes more reliable.

  The ground inclination information may be any information as long as it indicates the azimuth of the inclination of the ground, and is not limited to the above-described configuration, and may be, for example, the rotating direction of the rotating arms 51 and 91. Further, the ground inclination information may include the inclination angle of the ground, and the inclination angle can be calculated from the rotation angles of the left and right swing arms 54 and 94. Further, the target angle may not be associated with the ground inclination information.

  Here, when the first posture changing operation switch 25 or the second posture changing operation switch 26 is operated when the automatic control mode is selected, the control section C causes the first posture changing operation switch 25 or A control signal is output to the motors 52 and 92 based on the operation signal of the second posture changing operation switch 26 to change the posture angle of the driver seat surface 14a. That is, the control unit C changes the posture angle of the driver seat surface 14a by the first posture changing operation switch 25 and the second posture changing operation switch 26 even when the automatic control mode is selected. Is configured.

  Further, when the posture control release mode is selected by the mode selection operation switch 27, the control unit C outputs a stop control signal to the motors 52 and 92 to control the posture angle of the driver seat surface 14a. It is configured to stop changes.

  The control unit C has a target angle changing unit C1. The target angle changing unit C1 is configured by a program, for example. When the automatic control mode is selected, the target angle changing unit C1 is mainly operated when the posture angle of the driver seat surface 14a is changed by the first posture changing operation switch 25 or the second posture changing operation switch 26. The target angle in the automatic control mode stored in advance in the storage device M is changed to the posture angle of the driver seat surface 14a detected by the posture angle sensor SE1 when this change is made. That is, the target angle changing unit C1 sets the posture angle changed by the first posture changing operation switch 25 or the second posture changing operation switch 26 when the automatic control mode is selected as a new target angle in the automatic control mode. And is configured to.

  Further, the target angle changing unit C1 stores the new ground inclination information in the main storage device M in association with the changed new target angle. That is, the target angle changing unit C1 rotates the left and right swing arms 54 detected by the swing arm angle sensor SE3 and the left and right swing arms 94 detected by the swing arm angle sensor SE5. The angle is stored in the main memory M as inclination information of the ground.

  Further, the control unit C stores the predetermined target angle before being changed by the target angle changing unit C1 and the ground inclination information associated with the target angle in the main memory M as the initial target angle and the initial inclination information (initial value). Value) and based on the operation signal of the control reset switch 28, the target angle and inclination information changed by the target angle changing unit C1 are changed to the initial target angle and the initial inclination information (initial value). It is configured.

  The control unit C further includes a tilt angle calculation unit C2, an abnormality determination unit C3, and an operation determination unit C4. The inclination angle calculation unit C2, the abnormality determination unit C3, and the operation determination unit C4 are also configured by a program, for example.

  The tilt angle calculator C2 detects the rotation angle of the left and right swing arms 54 detected by the swing arm angle sensor SE3 and the rotation angle of the left and right swing arms 94 detected by the swing arm angle sensor SE5. Based on the above, the azimuth (which is left or right is the low side or the high side) of the inclination, which is the inclination information of the ground on which the passenger vehicle 1 is running or stopped, and the angle are calculated.

  The abnormality determination unit C3 determines whether the angle of inclination of the ground calculated by the inclination angle calculation unit C2 is equal to or greater than a predetermined caution angle stored in the main storage device M. Here, the caution angle is an inclination angle of the ground on which it is assumed that the passenger vehicle 1 can travel stably without being excessively inclined, and is, for example, 45 degrees. Then, when the abnormality determination unit C3 determines that the tilt angle calculated by the tilt angle calculation unit C2 is equal to or greater than the caution angle, the control unit C determines the first display device 19 and the second display device 20. Is configured to output a control signal to the first indicator 19 and the second indicator 20 so as to display the above-mentioned warning.

  The operation determination unit C4 determines the rotation angle of the left and right swing arms 54 detected by the swing arm angle sensor SE3 and the rotation angle of the left and right swing arms 94 detected by the swing arm angle sensor SE5. , It is determined whether the angle is less than a predetermined operation limit angle stored in the main memory M. Here, the operation limit angle is the limit of the operation of the front and rear suspension devices 50 and 90, that is, the limit angle of the rotation angle of the left and right swing arms 54 and 94 rotated by the motors 52 and 92. The operation limit angle is, for example, the turning angle of the left and right swing arms 54 and the left and right swing arms when the posture angle of the driver seat surface 14a is 30 degrees on a flat ground parallel to the horizontal reference plane. The rotation angle of 94.

  Then, in the manual operation mode, the control unit C stores the rotation angle of the right swing arm 54R, 94R detected by the swing arm angle sensors SE3, SE5 by the operation determination unit C4 in the main storage device M. When it is determined that the operation angle is equal to or larger than the predetermined operation limit angle, the control signal is not output to the motors 52 and 92 based on the operation signal of the first posture changing operation switch 25. .. In addition, when the operation determination unit C4 determines that the rotation angle of the left swing arm 54L, 94L detected by the swing arm angle sensors SE3, SE5 is equal to or larger than the operation limit angle, the control unit C determines. Is configured not to output a control signal to the motors 52 and 92 based on the operation signal of the second posture changing operation switch 26. That is, the control unit C is configured to stop the function of the first posture changing operation switch 25 or the second posture changing operation switch 26 based on the determination result of the operation determining unit C4. Then, the range in which the posture angle of the driver seat surface 14a can be changed by operating the first posture changing operation switch 25 or the second posture changing operation switch 26 is restricted, and the traveling stability is deteriorated due to the excessive change of the posture angle. To be prevented. Further, the failure of the motors 52 and 92 and the damage of the drive shafts and gears of the motors 52 and 92, the rotation shafts 55 and 95 of the rotation arms 51 and 91, etc. are prevented.

  Further, in the automatic control mode as well as the manual operation mode, the control unit C stops the function of the first attitude change operation switch 25 or the second attitude change operation switch 26 based on the determination result of the operation determination unit C4. Is configured.

  Further, the control unit C causes the first display device 19 and the second display device 20 to perform a display corresponding to the above-described attitude control mode state based on the operation signals of the starter switch 29 and the mode selection operation switch 27. It is configured to output a control signal to the first indicator 19 and the second indicator 20. When an abnormality occurs in the passenger vehicle 1, the control unit C detects, for example, that the detection values of various sensors are abnormal values, or that the currents and voltages of the batteries and the motors 52 and 92 are abnormal values. In such a case, the first display 19 and the second display 20 are configured to output a control signal to the first display 19 and the second display 20 so as to display the above-mentioned abnormality. There is.

  The passenger vehicle 1 having the above configuration can control and change the posture angle of the driver seat surface 14a. Next, a method of controlling the posture angle of the driver seat seat surface 14a of the passenger vehicle 1 according to the present embodiment will be described in detail. 12 is a flow chart showing an example of a main flow of posture angle control, FIG. 13 is a flow chart showing an example of a flow of a manual operation mode, and FIG. 14 is a flow of an automatic control mode. 15 is a flow chart showing an example of a flow of changing a target angle in the automatic control mode, and FIG. 16 is a flow chart showing an example of a flow of a posture control canceling mode. It is a flow chart. Although the control unit C controls the posture angle of the driver's seat 14a and controls the vehicle speed and the steering direction at the same time, the description thereof will be omitted.

  First, the power is turned on by operating the starter switch 29 of the passenger vehicle 1, and the passenger vehicle 1 is activated (step S1). Then, when the passenger vehicle 1 is activated, the first indicator 19 and the second indicator 20 perform a display corresponding to the activated state (step S2). More specifically, the control unit C outputs a control signal to the first indicator 19 and the second indicator 20, and lights the lamps 19a and 20a of the first indicator 19 and the second indicator 20 (green). Let

  Next, the mode selection operation switch 27 is operated by the driver to select the attitude control mode (step S3). When the manual operation mode is selected (step S3; manual), the first display device 19 and the second display device 20 perform display corresponding to the state of the manual operation mode (step S4). More specifically, the control unit C outputs a control signal to the first indicator 19 and the second indicator 20, and lights the lamps 19b and 20b of the first indicator 19 and the second indicator 20 (orange). Let Then, the manual operation mode is executed, and the passenger vehicle 1 is brought into a state in which the posture angle of the driver seat surface 14a with respect to the horizontal reference plane can be changed by manual operation (step S5).

  On the other hand, when the automatic control mode is selected (step S3; automatic), the first display device 19 and the second display device 20 perform display corresponding to the state of the automatic control mode (step S6). More specifically, the control unit C outputs a control signal to the first indicator 19 and the second indicator 20, and blinks the lamps 19b and 20b of the first indicator 19 and the second indicator 20 (orange). Let Then, the automatic control operation mode is executed, and the passenger vehicle 1 is brought into a state of performing control to converge the posture angle of the driver seat surface 14a with respect to the horizontal reference plane to a predetermined target angle (step S7).

  Further, when the attitude control cancel mode is selected (step S3; cancel), the first display 19 and the second display 20 perform display corresponding to the state of the attitude control cancel mode (step S8). More specifically, the control unit C outputs a control signal to the first indicator 19 and the second indicator 20, and turns off the lamps 19b and 20b of the first indicator 19 and the second indicator 20. That is, the 1st indicator 19 and the 2nd indicator 20 continue the same display as the display corresponding to the starting state. Then, the posture control release mode is executed, and the passenger vehicle 1 is in a state in which the posture angle of the driver seat surface 14a with respect to the horizontal reference plane is held at the angle when the posture control release mode is selected.

  When the driver operates the starter switch 29, the passenger vehicle 1 is powered off and stopped (step S12). Then, the lamps 19a and 20a of the first indicator 19 and the second indicator 20 are turned off.

  Next, the manual operation mode which is step S5 will be described. As shown in FIG. 13, the manual operation mode is started when the driver operates the mode selection operation switch 27 to select the manual operation mode (step S50). Then, the control unit C reads the detection values of various sensors (step S51). More specifically, the controller C swings the posture angle of the driver seat surface 14a detected by the posture angle sensor SE1, the swing angle of the swing arm 51 detected by the swing arm angle sensor SE2, and the swing angle. The rotation angles of the left and right swing arms 54 detected by the swing arm angle sensor SE3, the swing angles of the swing arm 91 detected by the swing arm angle sensor SE4, and the swing angles of the swing arm angle sensor SE5. Further, the turning angle of the left and right swing arms 94 is read.

  Next, the inclination angle calculation unit C2 calculates the azimuth and angle of inclination, which is the inclination information of the ground on which the passenger vehicle 1 is running or stopped (step S52). As described above, the azimuth and angle of the inclination, which is the inclination information, are the rotation angle of the left and right swing arms 54 detected by the swing arm angle sensor SE3, and the left and right detected by the swing arm angle sensor SE5. And the rotation angle of the swinging arm 94.

  The abnormality determination unit C3 determines whether or not the angle of inclination of the ground on which the vehicle is running or stopped is equal to or greater than a predetermined caution angle stored in the main storage device M (step S53). When the angle of inclination of the ground is equal to or greater than the caution angle and it is determined that there is an abnormality (step S53; YES), the first indicator 19 and the second indicator 20 correspond to the abnormal state. Is displayed (step S54), the traveling of the passenger vehicle 1 is stopped and the vehicle stops. More specifically, the control unit C outputs a control signal to the first indicator 19 and the second indicator 20, and lights the lamps 19c and 20c of the first indicator 19 and the second indicator 20 (red). Further, a control signal is output to the motors 36, 76 of the front, rear, left and right crawler traveling devices 30, 70, and the traveling of the passenger vehicle 1 is interrupted.

  Note that the control unit C has a configuration in which the first display device 19 and the second display device 20 are displayed in accordance with the abnormal state without interrupting the traveling of the passenger vehicle 1 when it is determined that the vehicle is abnormal. It may be. Further, the abnormality determination unit C3 may be configured to further determine whether or not various devices are operating normally, and when it is determined that the various devices are not operating normally, The first display device 19 and the second display device 20 may be configured to perform display corresponding to the abnormal state.

  On the other hand, when the angle of inclination of the ground is smaller than the caution angle and it is determined that the angle is normal (step S53; NO), the control unit C controls the first posture changing operation as the posture changing operation means. Whether or not the switch 25 or the second posture changing operation switch 26 is operated is determined (step S55).

  When it is determined that either the first posture changing operation switch 25 or the second posture changing operation switch 26 is operated (step S55; YES), the operation determining unit C4 determines that the swing arm angle sensor The turning angles of the left and right swing arms 54 detected by SE3 and the swing angles of the left and right swing arms 94 detected by the swing arm angle sensor SE5 are stored in the main memory M in advance. It is determined whether the angle is less than the determined operation limit angle (step S56).

  When it is determined that the turning angles of the left and right swing arms 54 and 94 are less than the operation limit angle and the operation is possible (step S56; YES), the front and rear suspension devices 50 and 90 move the front and rear crawlers. The devices 30 and 50 are swung at a predetermined speed in a direction according to the operation of the first posture changing operation switch 25 or the second posture changing operation switch 26 (step S57). More specifically, the control unit C outputs a control signal to the motors 52 and 92 to move the rotating arms 51 and 91 in a direction corresponding to the operation of the first posture changing operation switch 25 or the second posture changing operation switch 26. Rotate at a predetermined speed. Therefore, the posture angle of the driver seat surface 14a is changed at a predetermined speed in a direction according to the operation of the first posture changing operation switch 25 or the second posture changing operation switch 26.

  On the other hand, when the rotation angle of the left and right swing arms 54, 94 is equal to or larger than the operation limit angle and it is determined that the operation is impossible (step S56; NO), the front and rear suspension devices 50, 90 are used. The rocking of the front and rear crawler traveling devices 30, 70 is stopped (step S58). More specifically, the control unit C outputs a control signal to the motors 52 and 92 to stop the rotation of the rotating arms 51 and 91, and the rotating arms 51 and 91 use the rotating shafts 55 and 95 as axes. Fix it so that it does not rotate.

  Even if the control unit C determines that the rotation angle of the right swing arm 54R, 94R detected by the swing arm angle sensors SE3, SE5 is equal to or larger than the operation limit angle, the second portion is not detected. When the posture changing operation switch 26 is operated, it is determined that the posture changing operation switch 26 can be operated, and a control signal is output to the motors 52 and 92 based on the operation signal of the second posture changing operation switch 26. Similarly, the control unit C determines whether the rotation angle of the left swing arm 54L, 9LR detected by the swing arm angle sensors SE3, SE5 is equal to or larger than the operation limit angle. When the 1-posture change operation switch 25 is operated, it is determined that the switch is operable, and a control signal is output to the motors 52 and 92 based on the operation signal of the first attitude-change operation switch 25.

  Therefore, when an operation is performed such that the rotation angles of the swing arms 54 and 94 are equal to or larger than the operation limit angle, the posture angle of the driver seat surface 14a is determined by the rotation angles of the rotation arms 51 and 91. Is maintained at the angle it was stopped in and remains unchanged. On the other hand, when an operation is performed such that the turning angle of the swing arms 54 and 94 is less than the operation limit angle, the posture angle of the driver seat surface 14a is changed. The rotation arms 51 and 91 are not fixed by the motors 52 and 92, but may be fixed by an electromagnetic brake or the like.

  When it is determined in step S55 that either the first posture changing operation switch 25 or the second posture changing operation switch 26 is not operated (step S55; NO), it is determined that the operation is impossible in step S56. Similarly to the case where it is determined (step S56; NO), the swinging of the front and rear crawler traveling devices 30, 70 by the front and rear suspension devices 50, 90 is stopped (step S58). The posture angle of the driver seat surface 14a is maintained at the angle when the rotation of the rotation arms 51 and 91 is stopped. In addition, in the case where it is determined that either the first posture changing operation switch 25 or the second posture changing operation switch 26 is not operated, the first posture changing operation switch 25 and the second posture changing operation switch 26 It also includes the state where both are operated.

  Thus, in the manual operation mode, the driver manually operates the first attitude changing operation switch 25 and the second attitude changing operation switch 26 as the attitude changing operation means, whereby the attitude angle of the driver seat surface 14a Can be changed. Further, the rocking of the front and rear crawler traveling devices 30, 70 does not exceed the operation limit angle.

  The manual operation mode ends when the mode selection operation switch 27 is operated by the driver to change to a mode other than the manual operation mode, that is, when the automatic control mode or the attitude control release mode is selected ( Step S59).

  Next, the automatic control mode which is step S7 will be described. As shown in FIG. 14, the automatic control mode is started when the driver operates the mode selection operation switch 27 to select the automatic control mode (step S70). Then, the control unit C reads the detection values of various sensors (step S71). The read detection values are the posture angle of the driver seat surface 14a detected by the posture angle sensor SE1, the rotation angle of the rotating arm 51 detected by the rotating arm angle sensor SE2, and the swing arm angle sensor SE3. The rotation angle of the left and right swing arms 54, the rotation angle of the rotation arm 91 detected by the rotation arm angle sensor SE4, and the left and right swings detected by the swing arm angle sensor SE5. The rotation angle of the arm 94 and the like. Next, the inclination angle calculation unit C2 calculates the azimuth and angle of the inclination, which is the inclination information of the ground on which the passenger vehicle 1 is running or stopped (step S72), and the abnormality determination unit C3 runs or stops. It is determined whether or not the angle of inclination of the ground that is present is greater than or equal to a predetermined caution angle stored in the main memory M (step S73). When the angle of inclination of the ground is equal to or greater than the caution angle and it is determined that there is an abnormality (step S73; YES), the first display unit 19 and the second display unit 20 display a display corresponding to the abnormal state. (Step S74), the traveling of the passenger vehicle 1 is stopped and the vehicle stops. On the other hand, when the angle of inclination of the ground is smaller than the caution angle and it is determined to be normal (step S73; NO), the control unit C determines the first posture changing operation as the posture changing operation means. Whether or not the switch 25 or the second posture changing operation switch 26 is operated is determined (step S75). Note that steps S71 to S75 are the same as steps S51 to S55 in the above-described manual operation mode, and description thereof will be omitted.

  Then, when it is determined that either the first attitude changing operation switch 25 or the second attitude changing operation switch 26 is not operated (step S75; NO), the control unit C stores in the main storage device M. The read target angle and the inclination information of the ground associated with this target angle are read (step S76).

  Then, the control unit C calculates the target swing angle of the left and right crawler traveling devices 30, 70 by the front and rear suspension devices 50, 90 such that the posture angle of the driver seat seat surface 14a becomes the target angle (step S77). ). More specifically, the control unit C calculates the target rotation angle of the rotation arms 51, 91 of the front and rear suspension devices 50, 90 such that the posture angle of the driver seat surface 14a becomes the target angle. The control unit C reads the posture angle of the driver seat seat surface 14a detected by the posture angle sensor SE1 and the rotation angle of the rotation arm 51 detected by the rotation arm angle sensor SE2 read in step S71. The rotation angle of the left and right swing arms 54 detected by the swing arm angle sensor SE3, the rotation angle of the swing arm 91 detected by the swing arm angle sensor SE4, and the swing arm angle sensor SE5. A target rotation angle of the rotation arms 51 and 91 is calculated using the detected rotation angles of the left and right swing arms 94.

  Then, the control unit C causes the front and rear suspension devices 50 and 90 to swing the front and rear crawler traveling devices 30 and 50 to the target swing angle such that the posture angle of the driver seat seat surface 14a becomes the target angle (step). S78). More specifically, the control unit C outputs a control signal to the motors 52 and 92 to rotate the rotating arms 51 and 91 to the target rotating angle calculated in step S77.

  On the other hand, when it is determined in step S75 that either the first posture changing operation switch 25 or the second posture changing operation switch 26 is operated (step S75; YES), as shown in FIG. In the operation determination unit C4, the rotation angles of the left and right swing arms 54 and 94 detected by the swing arm angle sensors SE3 and SE5 are stored in the main memory M, as in step S56 in the manual operation mode. It is determined whether the angle is less than a predetermined operation limit angle (step S79).

  The rotation angle of the left and right swing arms 54, 94 is less than the operation limit angle, or the operation of the first posture change operation switch 25 or the second posture change operation switch 26 is performed by the swing angle of the swing arms 54, 94. Is less than the operation limit angle, and when it is determined that the operation is possible (step S79; YES), the front and rear suspension devices 50, 90 cause the front and rear crawler traveling devices 30, 50 to move to the first position. The posture changing operation switch 25 or the second posture changing operation switch 26 is swung at a predetermined speed in a direction according to the operation (step S80). More specifically, the control unit C outputs a control signal to the motors 52 and 92 to move the rotating arms 51 and 91 in a direction corresponding to the operation of the first posture changing operation switch 25 or the second posture changing operation switch 26. Rotate at a predetermined speed. Therefore, even if the automatic control mode is selected, the posture angle of the driver's seat surface 14a is predetermined in the direction corresponding to the operation of the first posture changing operation switch 25 or the second posture changing operation switch 26. It changes at a speed.

  Next, the control unit C reads the detection values of various sensors (Step S81) as in Steps S71 to S73, and the inclination angle calculation unit C2 causes the inclination information of the ground on which the passenger vehicle 1 is running or stopped. Is calculated (step S82), and the abnormality determination unit C3 determines that the inclination angle of the ground on which the vehicle is running or stopped is equal to or greater than a predetermined caution angle stored in the main memory M. Is determined (step S83). When the angle of inclination of the ground is equal to or greater than the caution angle and it is determined that there is an abnormality (step S83; YES), the first display unit 19 and the second display unit 20 display a display corresponding to the abnormal state. (Step S84), the traveling of the passenger vehicle 1 is stopped and the vehicle stops.

  On the other hand, if the angle of inclination of the ground is smaller than the caution angle and it is determined to be normal (step S83; NO), the target angle changing unit C1 is stored in the main storage device M in advance. The target angle in the automatic control mode is changed to the posture angle of the driver seat seat surface 14a detected by the posture angle sensor SE1 read in step S81 (step S85). The target angle changing unit C1 associates the turning angles of the left and right swing arms 54 and 94 detected by the swing arm angle sensors SE3 and SE5 read in step S81 with the changed new target angle. , Is stored in the main memory M as new ground inclination information.

  Next, as in step S75, the control section C determines whether or not the first posture changing operation switch 25 or the second posture changing operation switch 26 is operated (step S86). When it is determined in step S86 that either the first posture changing operation switch 25 or the second posture changing operation switch 26 is operated (step S86; YES), the process returns to step S79.

  On the other hand, when it is determined in step S86 that either the first attitude changing operation switch 25 or the second attitude changing operation switch 26 is not operated (step S86; NO), the same as step S58 described above. The swinging of the front and rear crawler traveling devices 30, 70 by the front and rear suspension devices 50, 90 is stopped (step S87), and the process returns to step S71.

  If it is determined in step S79 that the left and right swing arms 54, 94 have a rotation angle equal to or greater than the operation limit angle and cannot be operated (step S79; NO), the same as in step S58. The swinging of the front and rear crawler traveling devices 30, 70 by the front and rear suspension devices 50, 90 is stopped (step S87), and the process returns to step S71.

  The automatic control mode ends when the mode selection operation switch 27 is operated by the driver to change to a mode other than the automatic control mode, that is, when the manual operation mode or the attitude control release mode is selected ( Step S88).

  Here, the target angle changed by the target angle changing unit C1 in step S85 and the ground inclination information associated with the target angle are set in advance by operating the control reset switch 28 as shown in FIG. The determined initial target angle and the initial inclination information of the ground associated with the initial target angle are changed (steps S10 and S11).

  In this way, in the automatic control mode, the posture control for converging the posture angle of the driver's seat seat surface 14a to the predetermined target angle can be performed. Even in the automatic control mode, the posture angle of the driver seat surface 14a with respect to the horizontal reference plane is changed by the first posture changing operation switch 25 and the second posture changing operation switch 26 as the posture changing operation means. It is possible and easy to use.

  For example, as shown in FIG. 17A, when the predetermined target angle is zero degrees and the automatic control mode is the posture control for horizontally converging the posture angle of the driver seat seat surface 14a, the second posture changing operation is performed. By operating the switch 26, as shown in FIG. 17B, the posture angle of the driver's seat surface 14a with respect to the horizontal reference plane is tilted to the high place side (mountain side) to make it difficult to fall to the low place side (valley side). Can be changed immediately. Here, FIG. 17 is a schematic view showing an example of a state when the passenger vehicle 1 is traveling across a sloping ground, and FIG. 17A is a state in which the posture angle of the driver seat seat surface 14a is substantially horizontal. 17B is a state in which the posture angle of the driver's seat seat surface 14a is tilted to the high place side. 17A and 17B are schematic views of the passenger vehicle 1 as viewed from the front, where the right side is the high side and the left side is the low side. 17A and 17B, a point P indicates the center of the driver seat surface 14a in the left-right direction, an angle α1 indicates the posture angle of the driver seat surface 14a with respect to the horizontal reference plane, and a straight line L9 indicates the point P. The straight line L10 is a straight line passing through the point P, the straight line L10 is a straight line parallel to the driver seat surface 14a, the straight line H is a horizontal straight line passing through the point P, and the straight line V is the point P. It is a vertical straight line that passes through. Then, on a slope where the angle of inclination is relatively steep, the driver seat seat surface 14a is tilted to the high-altitude side as shown in FIG. 17B, and the vehicle travels with improved safety.

  Further, as shown in FIG. 17B, by tilting the driver's seat surface 14a to the high side, the driver's seat surface 14a does not tilt to the low side as shown in FIG. 18A when getting over the obstacle OB. It is possible to travel as shown in FIG. 18B, and it is possible to travel with improved safety. In a sloping area such as a forest, the place where the vehicle can travel is often limited, and it may not be possible to avoid the obstacle OB such as a stump. Therefore, as shown in FIG. Inclining the driver's seat seat surface 14a to the high place side in advance as described above is particularly useful because it enables traveling with improved safety. Here, FIG. 18 is a schematic view showing another example of the state of the passenger vehicle 1 when traveling on a sloping ground, and FIG. 18A shows that the posture angle of the driver seat surface 14a is substantially horizontal and the obstacle OB FIG. 18B shows a state of getting over the obstacle, and FIG. 18B shows a state of getting over the obstacle OB by tilting the posture angle of the driver's seat seat surface 14a toward the high place. Similar to FIG. 17, FIGS. 18A and 18B are schematic views of the passenger vehicle 1 as viewed from the front, where the right side is the high side and the left side is the low side. 18A and 18B, a point P indicates the center of the driver seat surface 14a in the left-right direction, an angle α2 indicates the posture angle of the driver seat surface 14a with respect to the horizontal reference plane, and a straight line L9 indicates the point P. The straight line L10 is a straight line passing through the point P, the straight line L10 is a straight line parallel to the driver seat surface 14a, the straight line H is a horizontal straight line passing through the point P, and the straight line V is the point P. It is a vertical straight line that passes through.

  Furthermore, since the posture angle of the driver seat seat surface 14a changed by the first posture changing operation switch 25 and the second posture changing operation switch 26 during the automatic control mode is a new target angle in the automatic control mode, For example, when traveling in a place where similar slopes appear intermittently or when riding on the same slope for multiple days, the target angle of the driver's seat surface 14a is set to the driver's favorite angle each time. A passenger vehicle that does not need to be set and is easy to use can be provided. For example, when the state shown in FIG. 17A is changed to the state shown in FIG. 17B, the target angle of the driver seat surface 14a is changed from zero degree and set to the angle α1.

  In addition, the target angle changed by the first attitude changing operation switch 25 and the second attitude changing operation switch 26 is associated with the ground inclination information at the time of the change, and therefore, the target in the attitude control of the driver seat surface 14a. It is possible to change the angle according to the driver's intention. More specifically, the changed target angle is associated with the value of the angle whether the roll direction is the high side or the low side, so that the passenger vehicle is inclined with respect to the ground inclination direction. Even if the traveling direction of both 1 is changed, it is possible to perform posture control such that the end of the driver seat surface 14a on the low side is set higher than the end of the driver seat surface 14a on the high side, which is convenient for use. A good passenger vehicle can be provided.

  For example, as shown in FIG. 17A, when the vehicle is traveling on a sloping ground so that the left end side of the driver's seat surface 14a is on the high side, the posture angle of the driver's seat surface 14a is increased as shown in FIG. 17B. Change it so that it tilts to the side (left side). At that time, the target angle is set to have the value of the angle α1 and the direction thereof is the high-altitude side. After that, even when the vehicle is turned upside down and the vehicle runs on the sloping ground such that the right end side of the driver's seat surface 14a is the high side, the posture angle of the driver's seat surface 14a is not changed again, and It becomes possible to travel with the side (right side) tilted by the angle α1.

  Further, when the ground inclination information includes the ground inclination angle, if the ground inclination angle is within a predetermined range, for example, 5 degrees or more, the driver seat seat surface that converges to a predetermined target angle The posture control of the driver seat 14a can be performed according to the inclination information of the ground, so that the driver does not need to select the posture control mode each time, and the driving stability can be improved. The operability and operability are improved.

  Further, since the changed target angle is changed to the predetermined initial target angle and the initial inclination information of the ground associated with the initial target angle by operating the control reset switch 28 as the return operation means. When a plurality of drivers share the passenger vehicle 1, the target angle previously changed by the drivers can be easily reset, which is convenient and prevents erroneous operations.

  Next, the attitude control release mode which is step S9 will be described. As shown in FIG. 16, the attitude control cancellation mode is started when the driver operates the mode selection operation switch 27 to select the attitude control cancellation mode (step S90). Then, the control unit C stops the motors 52 and 92 of the front and rear suspension devices 50 and 90 (step S91). In step S91, the motors 52 and 92 are stopped and the rotating arms 51 and 91 are fixed. That is, the drive shafts of the motors 52 and 92 are fixed. Therefore, the passenger vehicle 1 is in a state in which the posture angle of the driver seat surface 14a with respect to the horizontal reference plane is held at the angle when the posture control release mode is selected. Therefore, when the posture control is released, it is possible to prevent the driver from changing the posture angle of the driver seat surface 14a with respect to the horizontal reference plane, which is not intended.

  Next, the control section C reads the detection values of various sensors (step S92). The read detection values are the posture angle of the driver seat surface 14a detected by the posture angle sensor SE1, the rotation angle of the rotating arm 51 detected by the rotating arm angle sensor SE2, and the swing arm angle sensor SE3. The rotation angle of the left and right swing arms 54, the rotation angle of the rotation arm 91 detected by the rotation arm angle sensor SE4, and the left and right swings detected by the swing arm angle sensor SE5. The rotation angle of the arm 94 and the like. Next, the inclination angle calculation unit C2 calculates the azimuth and angle of the inclination, which is the inclination information of the ground on which the passenger vehicle 1 is running or stopped (step S93), and the abnormality determination unit C3 runs or stops. It is determined whether or not the angle of inclination of the ground that is present is greater than or equal to a predetermined caution angle stored in the main memory M (step S94). When the angle of inclination of the ground is equal to or greater than the caution angle and it is determined that there is an abnormality (step S94; YES), the first display unit 19 and the second display unit 20 display a display corresponding to the abnormal state. (Step S95), the traveling of the passenger vehicle 1 is interrupted and the vehicle stops. On the other hand, if the angle of inclination of the ground is smaller than the caution angle and it is determined to be normal (step S94; NO), the process returns to step S91. Note that steps S92 to S95 are similar to steps S51 to S54 in the manual operation mode and steps S71 to S74 in the automatic control operation mode described above, and description thereof will be omitted.

  In this manner, in the attitude control release mode, the motors 52 and 92 are stopped, and the vehicle is traveling with the attitude angle of the driver seat surface 14a with respect to the horizontal reference plane held at the angle when the attitude control release mode is selected. You can

  The attitude control release mode ends when the mode selection operation switch 27 is operated by the driver to change to a mode other than the attitude control release mode, that is, when the manual operation mode or the automatic control mode is selected. (Step S96).

  Then, in the automatic control mode, the control of the operation of the passenger vehicle 1 is such that the control unit C controls the motors of the front and rear suspension devices 50 and 90 so that the posture angle of the driver seat surface 14a with respect to the horizontal reference plane converges to the target angle. 52 and 92 are controlled, and the posture angle of the driver seat surface 14a is preferentially changed according to the operation of the first posture changing operation switch 25 and the second posture changing operation switch 26 as the posture changing means. The motors 52 and 92 are controlled. Further, in the automatic control mode, the target angle changing unit C1 sets the posture angle changed by the first posture changing operation switch 25 and the second posture changing operation switch 26 as a new target angle in the automatic control mode. According to this method, the posture angle of the driver seat surface 14a with respect to the horizontal reference plane can be changed during the automatic control mode, and the changed posture angle can be reflected in the next automatic control mode.

  It should be noted that the determination of whether the rotation angle of the left and right swing arms 54 and the rotation angle of the left and right swing arms 94 is less than the operation limit angle in steps S56 and S79 is performed using a limit switch. It may be. A limit switch that operates when the turning angle becomes equal to or larger than the operation limit angle may be provided in each swing arm 54, 94, and the determination may be made according to the signal of the limit switch.

  Further, the flow in each mode is not limited to the above-described configuration. For example, in the attitude control release mode and the manual operation mode, operation of the control reset switch 28 and a reset switch different from the control reset switch 28, and various An initial posture in which the posture angle of the driver's seat seat surface 14a with respect to the horizontal reference plane is an initial angle (for example, zero degree) in response to detection that the passenger vehicle 1 is present on a flat road based on the detection value of the sensor. May be configured to return to. With such a configuration, the driver can return to the initial posture without feeling anxiety.

  Although not illustrated, the passenger vehicle 1 sets a target angle in the automatic control mode separately from the first attitude changing operation switch 25 and the second attitude changing operation switch 26 as attitude changing operation means. It may be configured to further include an angle setting dial. The target angle setting dial is provided on the upper surface of the connecting member 17a, for example, around the handle 15 and adjacent to the first indicator 19. With the target angle setting dial, for example, clockwise rotation increases the size of the target angle toward the high side, and counterclockwise rotation reduces the size of the target angle toward the high side. It is configured so that The target angle setting dial is provided with a scale of the target angle set according to the rotational position. The scale has positive and negative values, positive means the size of the target angle toward the high place, and negative means the size of the target angle toward the low place. Further, the target angle setting dial is configured such that its rotational position is changed according to the change of the target angle by the first posture changing operation switch 25 or the second posture changing operation switch 26 in the automatic control mode.

  Since the passenger vehicle 1 includes the target angle setting dial having such a configuration, the target angle in the automatic control mode can be confirmed even when the automatic control mode is not selected. When the automatic control mode is selected, the posture of the driver's seat surface 14a is not controlled to a target angle not intended by the driver, which is convenient and prevents erroneous operation.

  Here, the passenger vehicle 1 according to the present embodiment may be configured so that the posture angle of the driver seat surface 14a with respect to the horizontal reference plane can be changed, and does not perform the posture control of the driver seat surface 14a. It does not matter even if the automatic control mode is not provided. Further, the passenger vehicle 1 is not limited to the saddle type passenger vehicle. For example, it may be a passenger vehicle that is equipped with a cabin so that the driver sits on the seat while riding.

  Further, the configurations and the like of the front and rear suspension devices 50 and 90 are not limited to the above configurations. The above-described passenger vehicle 1 is configured to change and control the roll angle of the left-right inclination of the driver seat surface 14a among the posture angles of the driver seat surface 14a with respect to the horizontal reference plane. The pitch angle of inclination in the front-rear direction, or the roll angle and the pitch angle may be changed and controlled.

  The configuration for changing and controlling the roll angle and the pitch angle can be achieved, for example, by changing the configurations of the front and rear suspension devices 50 and 90. For example, as shown in FIG. 19, in the above-described front suspension device 50, a hydraulic cylinder 262 is provided instead of the damper 62, and left and right connecting arms 253R and 253L are provided instead of the left and right connecting arms 53R and 53L. To do. Here, FIG. 19 is a perspective view showing an example of a front suspension device 250 in a passenger vehicle according to another embodiment. FIG. 19 is a perspective view of the front suspension device 250 as seen from diagonally below the front, similar to FIG. 5.

  The front suspension device 250 has the same configuration as the above-described front suspension device 50 except for the left and right connecting arms 253R and 253L and the damper 262, and the description of the same configuration as the front suspension device 50 will be appropriately omitted. The front suspension device 250 includes left and right connecting arms 253R and 253L instead of the left and right connecting arms 53R and 53L of the front suspension device 50 described above. The left and right connecting arms 253R and 253L are expandable and contractible rod-shaped buffer mechanisms including cylinders and the like. Similar to the right connecting arm 53R of the front suspension device 50 described above, one end of the right connecting arm 253R is connected to the right end of the rotating arm 51 via a ball joint as a universal joint, and the other end is free. It is connected to the right swing arm 54R via a ball joint as a joint.

  Similar to the right connecting arm 253R described above, one end of the left connecting arm 253L is connected to the left end of the rotating arm 51 via a ball joint as a universal joint, and the other end is a ball joint as a universal joint. Is connected to the left swing arm 54L via.

  Here, the left and right connecting arms 253R, 253L are expandable and contractible rod-shaped cushioning mechanisms composed of cylinders and the like, and the left and right front crawler traveling devices 30R, 30L are suspended on the vehicle body frame 10 via these cushioning mechanisms. It is a configuration. Therefore, by the left and right connecting arms 253R, 253L, it is possible to buffer the impact between the vehicle body frame 10 and the left and right front crawler traveling devices 30R, 30L.

  The front suspension device 250 includes a hydraulic cylinder 262 including a piston rod, a cylinder liner, and the like, instead of the damper 62 of the front suspension device 50 described above. Similar to the damper 62 of the front suspension device 50, the hydraulic cylinder 262 has one end rotatably connected to the bracket 61 with the horizontal direction as an axis and the other end with the rocker arm 64 of the link mechanism 63 as the horizontal direction. Is rotatably connected as.

  Although not described in the drawings, in the passenger vehicle according to another embodiment in which the roll angle and the pitch angle can be changed and controlled, the rear suspension device 90 similarly replaces the damper 102, and the piston rod and the cylinder. A hydraulic cylinder including a liner and the like is provided, and the left and right connecting arms 93R and 93L are replaced with left and right connecting arms that are expandable and contractible rod-shaped cushioning mechanisms including cylinders and the like.

  The passenger vehicle according to another embodiment includes a hydraulic device (not shown) that expands and contracts the hydraulic cylinder 262 of the front suspension device 250 and the hydraulic cylinder of the rear suspension device. The hydraulic device includes a hydraulic device such as a valve such as a switching valve, a relief valve, a flow control valve, and a filter. By controlling various valves by the control unit C, the hydraulic cylinder 262 of the front suspension device 250 and the rear suspension device can be controlled. The hydraulic cylinder can be expanded and contracted. Then, by expanding and contracting the hydraulic cylinder 262 of the front suspension device 250, the left and right front crawler traveling devices 30R and 30L are integrally swung in the vertical direction, and the hydraulic cylinders of the rear suspension device are expanded and contracted, so that The rear crawler traveling devices 70R and 70L can be integrally swung in the vertical direction to change and control the pitch angle of inclination of the driver seat surface 14a in the front-rear direction.

  For example, when traveling uphill such that the slope is climbed toward the high side, from the state shown in FIG. 20A, the hydraulic cylinder 262 of the front suspension device 250 is extended to integrally connect the left and right front crawler traveling devices 30R and 30L. By swinging upward and contracting the hydraulic cylinder of the rear suspension device to swing the left and right rear crawler traveling devices 70R and 70L integrally downward, as shown in FIG. 20B, the driver seat surface 14a is formed. The posture angle of can be changed and controlled so that it becomes horizontal. Here, FIG. 20 is a schematic diagram showing an example of a state when the passenger vehicle 2 according to another embodiment is traveling on an uphill, and FIG. 20A is a state before the posture angle of the driver seat surface 14a is changed. FIG. 20B shows the state after the posture angle of the driver seat seat surface 14a is changed. 20A and 20B are schematic views of the passenger vehicle 2 according to another embodiment as viewed from the side, where the right side is the high side and the left side is the low side. 20A and 20B, a point P indicates the driver seat surface 14a, an angle β indicates the posture angle of the driver seat surface 14a with respect to the horizontal reference plane, and a straight line L9 passes through the point P on the driver seat surface. 14a, a straight line L10 is a straight line passing through the point P and parallel to the driver seat surface 14a, a straight line H is a horizontal straight line passing through the point P, and a straight line V is a vertical straight line passing through the point P. Is. Then, in the passenger vehicle 2 according to another embodiment, as described above, the motors 52 and 92 can change and control the roll angle of the inclination of the driver seat surface 14a in the left-right direction, and the roll angle can be controlled with respect to the pitch angle. Also, the same effect as the effect at the roll angle described above can be obtained.

  As described above, in the passenger vehicle 2 according to another embodiment capable of changing and controlling the pitch angle of the driver seat surface 14a in the front-rear direction, the above-described passenger vehicle 1 capable of changing and controlling the roll angle. In place of the first posture changing operation switch 25 and the second posture changing operation switch 26 as the posture changing operation means, a posture changing operation switch 225 shown in FIG. 21, for example, is provided. Here, FIG. 21 is a schematic view showing the configuration on the right side of the steering wheel 15 of the passenger vehicle 2 according to another embodiment, and is a schematic view seen from the rear (driver's side).

  At the right side of the handlebar 17, a posture changing operation switch 225 as a posture changing operating means is provided. The posture changing operation switch 225 is provided adjacent to the right handle grip 18 and on the rear side (driver's side) of the handle bar 17. The posture changing operation switch 225 is provided at a position where the thumb of the right hand can be operated while holding the handle grip 18.

  The posture changing operation switch 225 is a seesaw pressing type switch of an automatic return type, and can be pressed upward, downward, rightward, and leftward with the center as a fulcrum. When the posture changing operation switch 225 is pushed upward, the posture angle is changed so that the front end of the driver seat surface 14a is lowered, and when pushed downward, the posture angle is changed so that the rear end of the driver seat seat surface 14a is lowered. It is changed so that the posture angle is changed so that the right end of the driver seat surface 14a is lowered when pressed to the right side, and the posture angle is changed so that the left end of the driver seat surface 14a is lowered when pressed to the left side. There is.

  Therefore, the passenger vehicle 2 according to another embodiment has the same effect as that of the passenger vehicle 1 described above, and the driver operates the attitude change operation switch 225 as the attitude change operation means without releasing the hand from the steering wheel 15. Therefore, the posture angle of the driver's seat 14a can be changed safely and easily without lowering the driving operability. Further, since the posture angle of the driver seat seat surface 14a is changed in the direction in which the end of the posture change operation switch 225 on the pressing side is lowered, the posture angle of the driver seat seat face 14a can be changed according to the driver's feeling. It is possible. Even in the automatic control mode, the posture changing operation switch 225 can change the posture angle (roll angle and pitch angle) of the driver seat surface 14a with respect to the horizontal reference plane.

  It should be noted that the posture changing operation switch 225 as the posture changing operation means is not limited to the above-mentioned configuration, and may be any configuration that can be operated with the thumb from the state in which the handle grip 18 is held, and the type and arrangement of the switch. Etc. can be designed appropriately. Although the posture changing operation switch 225 described above is arranged on the rear side of the handlebar 17, it may be arranged on the upper side of the handlebar 17. When the posture changing operation switch 225 is provided at such a position, from the viewpoint of operability, when the posture changing operation switch 225 is pushed forward, the posture angle is set so that the front end of the driver seat seat surface 14a is lowered. When changed and pushed to the rear side, the posture angle is changed in the direction in which the rear end of the driver seat seat surface 14a is lowered, and when pushed in the right side, the posture angle is changed to the direction in which the right end of the driver seat seat surface 14a is lowered and pushed to the left side. Then, it is preferable that the posture angle is changed in the direction in which the left end of the driver seat surface 14a is lowered, and the posture angle of the driver seat surface 14a can be changed according to the driver's feeling.

  Further, the posture changing operation switch 225 as the posture changing operation means changes the roll angle of the left and right inclination of the driver seat surface 14a and the pitch angle of the front and rear inclination of the driver seat surface 14a. The configuration may be divided into a switch and a switch.

  Further, the steering wheel 15 as the steering means is not limited to the above-mentioned configuration, and may be any configuration as long as it has a grip portion gripped by the driver. For example, as shown in FIG. 22, the handle 15 includes an annular rim portion 218, a center cover 216 located at the center of the rim portion 218 and connected to the steering shaft 16, a rim portion 218, and a center cover 216. The configuration may be such that a spoke portion 217 for connecting the above is provided. Here, FIG. 22 is a schematic view showing a modified example of the handle 15, and is a schematic view seen from above.

  The handle 215 that is a modified example is operated by the driver gripping the rim portion 218. In the handle 215 having such a configuration, the first posture changing operation switch 25, the second posture changing operation switch 26, the posture changing operation switch 225 as the posture changing operation means, and the mode selection operation switch 27 as the control mode selecting operation means. Are preferably provided at positions where the rim portion 218 can be operated with the thumb from the state where the rim portion 218 is gripped, and are preferably provided, for example, in a region 217a adjacent to the rim portion 218 on the upper surface side of the spoke portion 217. The first indicator 19 is preferably provided in the area 216a on the upper surface side of the center cover 216. With such a configuration, the handle 215 including the annular rim portion 218 as the grip portion can also achieve the same effect as the handle 15 described above.

  Further, the present invention is not limited to the above-mentioned examples, and can take any form without departing from the gist of the invention.

  The passenger vehicle of the present invention is not particularly limited, and for example, a working vehicle for working on rough terrain such as a tractor, a combine, a transplanter, a construction machine, a forestry machine, a transportation vehicle such as a forklift, and an automobile or the like. Applicable to all passenger vehicles.

1, 2 Passenger vehicle 14 Driver's seat 14a Driver's seat surface 15,215 Steering wheel (steering means)
18 Handle grip (holding part)
19 1st display (display)
20 Second display (display)
25 First Attitude Change Operation Switch (Attitude Change Operation Means)
26 Second Posture Change Operation Switch (Posture Change Operation Means)
27 Mode selection operation switch (mode selection operation means)
28 Control reset switch (return operation means)
218 Rim part (grip part)
C control unit C1 target angle change unit C2 tilt angle calculation unit C3 abnormality determination unit C4 operation determination unit M main memory SE1 attitude angle sensor SE2 swing arm angle sensor of front suspension device SE3 swing arm angle sensor SE4 of front suspension device Swing arm angle sensor for rear suspension SE5 Swing arm angle sensor for rear suspension

Claims (3)

A passenger vehicle that is configured to be able to change the posture angle of a driver's seat seat surface with respect to a horizontal reference plane and is provided with a steering means having a grip portion gripped by a driver,
The steering means includes a mode selection operation means capable of selecting the attitude control mode of the passenger vehicle in any one of an automatic control mode, a manual operation mode, and an attitude control cancellation mode,
The passenger vehicle, wherein the target angle in the automatic control mode is associated with ground inclination information. The passenger vehicle according to claim 1,
A passenger vehicle comprising a target angle setting dial for setting a target attitude angle in the automatic control mode. The passenger vehicle according to claim 1 or 2,
A passenger vehicle characterized in that the mode selection operation means is provided at a position where the thumb can be operated from the state where the grip portion is gripped.

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