JP5050373B2 - vehicle - Google Patents

Description

  The present invention relates to a vehicle having a body that travels in conjunction with another vehicle that turns with the vehicle body tilted and covers the vehicle body of the other vehicle, and in particular, by inclining the body as the vehicle body of the other vehicle is inclined. The present invention relates to a vehicle that can avoid the contact or contact between another vehicle and the body and can avoid the contact or contact between the body and the ground even when the body is inclined.

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

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

  Therefore, the inventor of the present application has reached a technology that utilizes a structure in which an occupant part on which an occupant rides is inclined toward the turning inner wheel (unknown). According to this technique, the center of gravity position of the vehicle can be moved to the turning inner wheel side by inclining the occupant riding the occupant portion toward the turning inner wheel side, and accordingly, the resistance force against the centrifugal force is increased accordingly. Thus, it is possible to prevent the turning inner ring from floating up.

The inventor of the present application has devised a method for overcoming an occupant from damage such as wind and rain by causing other vehicles equipped with a body for protecting the occupant to travel together in an integrated manner (unknown).
JP 2005-145296 A

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

  For this reason, the inventor of the present application has devised a method for avoiding contact or contact between the occupant and the body by inclining the body with the inclination of the occupant portion. There is a problem in that there is a risk of touching or touching the ground.

  The present invention has been made to solve the above-described problems, and relates to a vehicle including a body that travels in conjunction with another vehicle that turns with the vehicle body tilted and covers the vehicle body of the other vehicle. By tilting the body as the vehicle body tilts, it is possible to avoid the risk of contact or contact between the vehicle and the body, and even when the body is tilted, there is a risk of contact or contact between the body and the ground. An object of the present invention is to provide a vehicle that can avoid the problem.

In order to solve this object, the vehicle according to claim 1 travels in conjunction with another vehicle that turns with the vehicle body inclined, and a body that houses at least a part of the vehicle body of the other vehicle; And a body tilting means for tilting the body based on turning information of the other vehicle, and a body lifting / lowering means for lifting the body when the body is tilted by the body tilting means.

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

  The vehicle according to claim 3 is the vehicle according to claim 1 or 2, wherein the body height detecting means for detecting the height of the body, the body inclination amount detecting means for detecting the inclination amount of the body, When the body is inclined by the body inclination means, the body is determined based on the height of the body detected by the body height detection means and the inclination amount of the body detected by the body inclination amount detection means. Contact determining means for determining whether or not to contact the ground, and the body lifting / lowering means lifts and lowers the body when the contact determining means determines that the body contacts the ground.

  The vehicle according to claim 4 is the vehicle according to any one of claims 1 to 3, wherein the position information detecting means for detecting position information of the other vehicle and the position of the other vehicle detected by the position information detecting means. Accommodation determining means for determining whether or not the body can accommodate at least a part of a body of the other vehicle based on the information and turning information of the other vehicle, and the body elevating means includes the accommodation When the determination means determines that the body cannot accommodate at least a part of the vehicle body of the other vehicle, the body is moved up and down.

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

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

  When the body is tilted by the body tilting means, the body is lifted / lowered by the body lifting / lowering means. As a result, even when the body is tilted to avoid contact with or contact with the other vehicle and the body, there is a risk that the ground may come into contact with or contact with the body by raising and lowering the body as the body tilts. There is an effect that it can be avoided.

  In this way, if the body can be tilted to avoid contact with or contact with other vehicles and the body, and the body can be lifted or lowered to avoid contact with or contact between the ground and the body, Since the body can be configured as a rigid body, for example, the body is configured by a link mechanism, and the link mechanism is tilted to deform the body, thereby avoiding the contact or contact between the other vehicle and the body. There is an effect that a reduction in body rigidity can be suppressed while simplifying the body structure.

  According to the vehicle of the second aspect, in addition to the effect produced by the vehicle of the first aspect, the body is tilted based on the lean amount of the vehicle body of the other vehicle. In other words, since the body can be tilted by an amount of inclination corresponding to the amount of inclination of the vehicle body of the other vehicle, there is an effect that the contact between the other vehicle and the body or the possibility of contact can be avoided with high accuracy.

  According to the vehicle of the third aspect, in addition to the effect produced by the vehicle of the first or second aspect, when the body is tilted by the body tilting means, the body is adjusted based on the height and the tilt amount of the body. Whether or not to touch the ground is determined by the contact determination means. When it is determined by the contact determination means that the body is in contact with the ground, the body is lifted and lowered by the body lifting / lowering means so as not to contact the ground. Therefore, since the body is not lifted up and down unnecessarily, the control cost can be reduced accordingly.

  According to the vehicle of the fourth aspect, in addition to the effect produced by the vehicle according to any one of the first to third aspects, at least a part of the vehicle body of the other vehicle is obtained based on the position information and turning information of the other vehicle. Whether or not the body can be accommodated is determined by the accommodation determining means. When it is determined by the accommodation determination means that at least a part of the vehicle body of the other vehicle cannot be accommodated in the body, the body is raised and lowered by the body lifting / lowering means so that at least a part of the vehicle body of the other vehicle can be accommodated. . Therefore, there is an effect that at least a part of the vehicle body of the other vehicle can be prevented from protruding from the body.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

  Further, the relative position with respect to the passenger vehicle 10 detected by the position information detection device 155, the operation state (operation amount) in the front-rear direction of the joystick device 51 (operation lever) received by the information communication device 154, and the operation in the left-right direction Based on the state (amount of operation), whether or not the occupant portion 11 and the body 111 are in contact with each other or can be prevented from being touched (whether or not the interval between the occupant portion 11 and the body 111 is equal to or less than a predetermined interval). When it is determined by the contact determination means (S234), the contact determination means (S234) cannot avoid contact or contact between the occupant part 11 and the body 111 (the interval between the occupant part 11 and the body 111 is equal to or less than a predetermined interval). ) (S234: No), the body 111 is deformed. Thereby, it is possible to prevent the body 111 from being unnecessarily deformed and to reduce the control cost. In addition, the body 111 is determined only when it is determined by the contact determination means (S234) that the occupant part 11 and the body 111 cannot be contacted or contacted (the distance between the occupant part 11 and the body 111 is equal to or less than a predetermined distance). Therefore, the durability of the body 111 can be improved accordingly.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

  Next, a fourth embodiment will be described with reference to FIGS. The linked vehicle 1 in the first embodiment is composed of one occupant vehicle 10 and a body vehicle 110, and the case where the occupant vehicle 10 and the body vehicle 110 travel together is described. The linked vehicle 300 includes two occupant vehicles 310, and the two occupant vehicles 310 are configured to run side by side in a linked manner. In addition, the same code | symbol is attached | subjected to the part same as 1st Embodiment, and the description is abbreviate | omitted.

  First, a schematic configuration of the linkage vehicle 300 will be described with reference to FIG. FIG. 18 is a front view of linked vehicle 300 in the fourth embodiment. FIG. 18 shows a state in which the occupants P and Ps get on the occupant portions 11 of the two occupant vehicles 310, respectively. Also, arrows UD, LR, and FB in FIG. 18 indicate the up-down direction, the left-right direction, and the front-rear direction of the linkage vehicle 300, respectively.

  The linking vehicle 300 includes two occupant vehicles 310, and the two occupant vehicles 310 are linked to each other. When turning, the occupant portions 11 of the two occupant vehicles 310 are inclined toward the turning inner wheel side, respectively. The turning performance of each occupant vehicle 310 is improved by raising and lowering the occupant part 11 of one of the two occupant vehicles 310 (in this embodiment, the occupant vehicle 310 on the arrow R side). The comfort of each occupant P, Ps can be improved (see FIG. 25 (a)). In the present embodiment, the occupant vehicle 310 (the occupant vehicle 310 on the arrow L side) on which the occupant P rides is the leading vehicle that performs the initiative run in linked travel, and the occupant vehicle 310 (on the arrow R side) on which the occupant Ps rides. The occupant vehicle 310) is assumed to be a subordinate vehicle that performs subordinate travel in linked travel.

  Next, a detailed configuration of the occupant vehicle 310 will be described with reference to FIGS. In addition, the same code | symbol is attached | subjected to the part same as the passenger vehicle 10 in 1st Embodiment, and the description is abbreviate | omitted.

  First, the electrical configuration of the passenger vehicle 310 will be described with reference to FIG. FIG. 19 is a block diagram showing the electrical configuration of the passenger vehicle 310. The control device 370 in the fourth embodiment is a control device for controlling each part of the occupant vehicle 310. The occupant lifting device 58 (UD actuator 58UD) is inserted into the control device 70 in the first embodiment. It is additionally connected to the output port 75.

  The passenger | crew part raising / lowering apparatus 58 is a drive device for giving a driving force to the 1st member 341 and the 2nd member 342 of the passenger | crew part support member 340 mentioned later, and raising / lowering the passenger | crew part 11, and the passenger | crew part support member 340 ( The UD actuator 58UD disposed in the first member 341 and the second member 342), and a drive circuit and a drive source (both not shown) for driving and controlling the UD actuator 58UD based on a command from the CPU 71 are mainly used. In preparation. In this embodiment, the UD actuator 58UD is a telescopic electric actuator, that is, a ball screw mechanism (a screw shaft having a spiral thread groove on the outer peripheral surface and a spiral shape corresponding to the thread groove of the screw shaft. A nut having a thread groove on the inner peripheral surface and fitted to the screw shaft, a large number of rolling elements loaded so as to be able to roll between the screw grooves of the nut and the screw shaft, and the screw shaft or the nut are rotated. And an electric motor that can be extended and retracted by using a mechanism in which the screw shaft and the nut move relative to each other when the screw shaft or the nut is rotationally driven by the electric motor.

  Next, the occupant support member 340 will be described with reference to FIGS. 20 is a partially enlarged view of the occupant vehicle 310, FIG. 21A is a front view of the first member 341 of the occupant support member 340, and FIG. 21B is a view of the first member 341. It is a side view. FIG. 21C is a front view of the second member 342 of the occupant support member 340, and FIG. 21D is a bottom view of the second member 342.

  The passenger | crew part support member 340 in 4th Embodiment is a member which connects the wheel support apparatus 30 and the passenger | crew part 11, and the 1st member 341 and 2nd with respect to the passenger | crew part support member 40 in 1st Embodiment. The member 342 is separated and configured separately.

  As shown in FIG. 20, the occupant support member 340 includes a first member 341 and a second member 342, and the first member 341 is pivotally supported by the upper link 31 and the lower link 32 of the wheel support device 30. The second member 342 supports the occupant portion 11 (seat 11a) from the bottom surface side (arrow D side).

  As shown in FIG. 21, the first member 341 includes a link support portion 341a formed from a steel material in a substantially U shape in a side view, and a T-shaped portion formed in a substantially inverted T shape from a steel material in a side view. 341b, and the link support portion 341a and the T-shaped portion 341b are connected to each other. Further, as shown in FIG. 21A, the T-shaped portion 341b is provided with a through hole 341b1. In addition, as shown to Fig.21 (a), the through-holes 341a1 and 341a2 drilled by the link support part 341a are the parts pivotally supported by the upper link 31 and the lower link 32, respectively.

  As shown in FIGS. 21 (c) and 21 (d), the second member 342 has a seat support portion 342a formed from a steel material in a substantially U shape in front view, and a substantially rectangular shape in front view from the steel material. The hollow portion 342b is formed, and one end of the hollow portion 342b is connected to the substantially bottom center portion (see FIG. 21D) of the seat support portion 342a. Further, as shown in FIG. 21C, a through hole 342b1 is formed in the hollow portion 342b. In addition, the 2nd member 342 is slidably supported by the 1st member 341 by inserting the T-shaped part 341b of the 1st member 341 mentioned above in the hollow part 342b (refer FIG. 20).

  According to this occupant support member 340, the first member 341 is rotatably supported at the substantially central part of the upper link 31 and the lower link 32, so that the occupant part 11 is accompanied by the inclination of the wheel support device 30. Can be inclined (see FIG. 25A).

  As shown in FIG. 20, a UD actuator 58UD is disposed on the front side (arrow F side) of the occupant support member 340. As described above, the UD actuator 58UD is a driving device for applying a driving force to the first member 341 and the second member 342 of the occupant support member 340 to raise and lower the occupant 11, and both ends of the UD actuator 58UD are occupant portions. The support member 340 is connected to the first member 341 and the second member 342, respectively.

  That is, as shown in FIG. 20, the UD actuator 58UD has a lower end (main body portion side) pivotally supported by the through hole 341b1 of the first member 341 via the support shaft 380a, and an upper end side (rod side). Is supported in the through hole 342b1 of the second member 342 via the support shaft 380b.

  According to the occupant support member 340 configured as described above, the driving force of the UD actuator 58UD is applied to the first member 341 and the second member 342, so that the first member 341 and the second member 342 The relative interval is expanded and contracted, and as a result, the occupant portion 11 can be raised and lowered.

  Next, processing executed by the control device 370 of the passenger vehicle 310 will be described with reference to FIGS. First, with reference to FIG. 22, the turning control process of the passenger vehicle 310 will be described. FIG. 22 is a flowchart showing a turn control process executed by the control device 370 of the passenger vehicle 310 according to the fourth embodiment.

  The turning control process shown in FIG. 22 is a process repeatedly executed by the CPU 71 (for example, at intervals of 0.2 ms) while the power of the control device 370 is turned on. In relation to the turning control process, the CPU 71 first determines whether or not to perform the lead travel as the lead vehicle in the linked travel with the other vehicle, that is, whether or not the travel switch 50 is turned on (S411). As a result, when it is determined that the travel changeover switch 50 is turned on (S411: Yes), it means that the initiative traveling as the initiative vehicle is performed in the association traveling with the other vehicle. Is executed (S412), and the turning control process is terminated.

  On the other hand, when it is determined that the travel changeover switch 50 is not turned on, that is, is turned off (S411: No), the initiative traveling as the initiative vehicle is not performed in the associated traveling with the other vehicle. Since it is to perform the dependent traveling as the dependent vehicle, the dependent turning control process is executed (S413), and the turning control process is ended.

  Next, with reference to FIG. 23, the initiative turning control process of the passenger vehicle 310 will be described. FIG. 23 is a flowchart showing a lead turning control process executed by the control device 370 of the passenger vehicle 310 according to the fourth embodiment. Here, the description of FIG. 23 will be made with reference to FIG. 25 as appropriate. FIG. 25A is a front view of the linkage vehicle 300 and shows a state in which the vehicle is turning left. FIG. 25B is a front view of a conventional linkage vehicle, and shows a state of turning left as in FIG. That is, both FIG. 25A and FIG. 25B show a state where the vehicle is traveling forward toward the front side of the paper and turning toward the right side of the paper. In FIG. 25, only the main components are denoted by reference numerals for easy understanding.

  In the initiative turn control process (S412) shown in FIG. 23, as described above, in the process of S411 in the turn control process shown in FIG. In this case (S411: Yes), the process is executed. Regarding the initiative turning control process (S412), the CPU 71 first determines whether or not there is a turning instruction from the occupant P, that is, whether or not the joystick device 51 (operation lever) is operated in the left-right direction (S421). . As a result, when it is determined that the joystick device 51 is not operated in the left-right direction (S421: No), this means that there is no turning instruction by the occupant P, and thus this initiative turning control process is terminated. Note that the operation of the joystick device 51 in the left-right direction is detected by the left-right sensor 51b as described above.

  On the other hand, in the process of S421, when it is determined that the joystick device 51 is operated in the left-right direction (S421: Yes), it means that there is a turning instruction from the occupant P, so the joystick device 51 ( The operation state (operation amount) in the front / rear direction of the operation lever) and the operation state (operation amount) in the left / right direction are detected by the front / rear sensor 51a and the left / right sensor 51b (S422, S423), and the process proceeds to S424 and subsequent steps. .

  In the processing after S424, first, based on the operation state (operation amount) in the front-rear direction and the operation state (operation amount) in the left-right direction of the joystick device 51 (operation lever) detected in the processing of S422 and S423, The rotational speeds of the L motor 52L and the R motor 52R are calculated (S424). That is, the rotation speeds of the L motor 52L and the R motor 52R are calculated so that the occupant vehicle 310 can travel in the traveling direction and the traveling speed corresponding to the operation state of the joystick device 51 in the front-rear direction. The differential between the L motor 52L and the R motor 52R (the difference in the number of revolutions of the left and right wheels 12L and 12R) is calculated so that the occupant vehicle 310 can turn with the turning direction and turning radius corresponding to the operation state in the direction. In the present embodiment, the calculated rotation speeds of the L motor 52L and the R motor 52R are equal to the rotation speeds of the L motor 52L and the R motor 52R of another vehicle that performs the dependent traveling as the dependent vehicle in the linked traveling. It is comprised so that. However, it may be calculated individually.

  Next, the occupant vehicle 310 is turned based on the operation state (operation amount) in the front-rear direction and the operation state (operation amount) in the left-right direction of the joystick device 51 (operation lever) detected in the processes of S422 and S423. The centrifugal force generated in this case is calculated, and the inclination angle θA (see FIG. 5B) toward the turning inner wheel of the occupant portion 11 that balances the centrifugal force is calculated (S425). Note that a formula for calculating the centrifugal force generated in the occupant vehicle 310 and a formula for calculating the inclination angle θA of the occupant section 11 are stored in advance in the ROM 72 (not shown). Further, in the present embodiment, the calculated inclination angle θA of the occupant portion 11 and the inclination angle of the occupant portion 11 of the other vehicle that performs the dependent traveling as the dependent vehicle in the linked traveling to the turning inner wheel side have the same value. It is configured as follows. However, it may be calculated individually.

  After calculating the inclination angle θA of the occupant 11, whether or not the calculated inclination angle θA is a value within an allowable range, that is, an inclination angle that allows the wheel support device 30 to be structurally inclined, and Then, it is determined whether or not the occupant vehicle 310 has an inclination angle that does not fall inside the turn (S426). If the calculated inclination angle θA is a value within the allowable range (S426: Yes), the process proceeds to S428, but the calculated inclination angle θA exceeds the inclination angle that can be inclined due to the structure of the wheel support device 30. If the vehicle has a tilt angle that causes the occupant vehicle 310 to fall (S426: No), the tilt angle θA of the occupant portion 11 can be tilted by the structure of the wheel support device 30 or the occupant vehicle 310 can be tilted. After recalculating the limit inclination angle that can be avoided (S427), the process proceeds to S428 and subsequent steps. Note that the tilt angle that can be tilted due to the structure of the wheel support device 30 and the limit tilt angle at which the passenger vehicle 310 can be prevented from falling are stored in advance in the ROM 72 (not shown).

  In the processing after S428, first, the relative position with respect to another vehicle is detected by the position information detection device 55 (S428). Next, based on the inclination angle θA of the occupant unit 11 calculated in the process of S425 or S427 and the relative position with respect to the other vehicle detected in the process of S428, the lift amount L of the occupant unit 11 (see FIG. 25B). ) Is calculated (S429). It should be noted that the calculation formula for the lift amount L of the occupant section 11 is stored in advance in the ROM 72 (not shown).

  After calculating the raising / lowering amount L of the occupant section 11, the rotation speed of the L motor 52L and the R motor 52R calculated in the process of S424, the inclination angle θA of the occupant section 11 calculated in the process of S425 or S427, and S429 The lift amount L of the occupant unit 11 calculated in the process is transmitted to the other vehicle that performs the dependent traveling as the dependent vehicle in the linked traveling by the information communication device 54 (S430). Next, based on the rotation speeds of the L motor 52L and the R motor 52R calculated in the process of S424, drive control (rotation speed control) of the rotation drive device 52 (L motor 52L and R motor 52R) is performed (S431). Based on the inclination angle θA of the occupant section 11 calculated in the process of S425 or S427, drive control (control of the expansion / contraction amount) of the actuator device 53 (F actuator 53F and B actuator 53B) is performed (S432), and this leading turning The control process ends.

  As a result, the left and right wheels 12L and 12R can be differentiated, and as shown in FIG. 25A, camber angles are given to the left and right wheels 12L and 12R, and the left and right wheels 12L and 12R are camber thrust. Therefore, the occupant vehicle 310 can be turned based on the turning instruction from the occupant P.

  Further, in this case, the occupant support member 340 coupled to the occupant unit 11 is moved to the left and right wheels 12L and 12R simultaneously with the inclination of the left and right wheels 12L and 12R as the wheel support device 30 is inclined. It can be inclined in the same direction. As a result, as shown in FIG. 25 (a), the occupant portion 11 can be tilted toward the turning inner wheel and the center of gravity of the occupant vehicle 310 can be moved toward the turning inner wheel. The counter force against the arrow A) can be increased, and lifting of the turning inner wheel (the left wheel 12L in FIG. 25A) can be prevented. As a result, the turning performance of the passenger vehicle 310 can be improved.

  Next, with reference to FIG. 24, the dependent turning control process executed by the control device 370 of the passenger vehicle 310 will be described. FIG. 24 is a flowchart showing a dependent turning control process executed by the control device 370 of the passenger vehicle 310 in the fourth embodiment. Here, the description of FIG. 24 will be made with reference to FIG. 25 as appropriate, similarly to the description of FIG.

  As described above, the dependent turning control process (S413) shown in FIG. 24 does not perform the lead running as the leading vehicle in the linked running with the other vehicle in the process of S411 of the turning control process shown in FIG. This process is executed when it is determined that the subordinate vehicle is to be subordinated (S411: No). Regarding the dependent turning control process (S413), the CPU 71 first uses the information communication device 54 to determine the rotation speed of the L motor 52L and the R motor 52R, the inclination angle θA of the occupant portion 11, and the lift amount L of the occupant portion 11. It is determined whether or not it has been received from another vehicle that performs the initiative run as the lead vehicle in the linked running (S441). As a result, when it is determined that the information has not been received (S441: No), this dependent turning control process is terminated.

  On the other hand, if it is determined that the signal has been received in the process of S441 (S441: Yes), then, based on the rotational speeds of the L motor 52L and the R motor 52R received in the process of S441, the rotational drive device 52 (L Drive control (rotational speed control) of the motor 52L and the R motor 52) is performed (S442). Thereafter, based on the inclination angle θA of the occupant section 11 received in the process of S441, the actuator device 53 (F actuator 53F and B actuator 53B) is driven (expansion / contraction amount control) (S443), and the process of S441 is performed. On the basis of the lift amount L of the occupant unit 11 received in (5), drive control (control of expansion / contraction amount) of the occupant lift device 58 (UD actuator 58UD) is performed (S444), and this dependent turning control process is terminated.

  As a result, the left and right wheels 12L and 12R can be differentiated, and as shown in FIG. 25A, camber angles are given to the left and right wheels 12L and 12R, and the left and right wheels 12L and 12R are camber thrust. Therefore, the occupant vehicle 310 can be turned based on the turning instruction from the occupant P.

  Further, in this case, the occupant support member 340 coupled to the occupant unit 11 is moved to the left and right wheels 12L and 12R simultaneously with the inclination of the left and right wheels 12L and 12R as the wheel support device 30 is inclined. It can be inclined in the same direction. As a result, as shown in FIG. 25 (a), the occupant portion 11 can be tilted toward the turning inner wheel and the center of gravity of the occupant vehicle 310 can be moved toward the turning inner wheel. The counter force against the arrow A) can be increased, and lifting of the turning inner wheel (the left wheel 12L in FIG. 25A) can be prevented. As a result, the turning performance of the passenger vehicle 310 can be improved.

  As described above, according to the passenger vehicle 310 in the present embodiment, as shown in FIG. 25A, the relative height positions of the passenger portions 11 of the two passenger vehicles 310, that is, the passenger P , Ps can be made to coincide with each other in the height position of each seat 11a (sitting surface view 11a1). Therefore, even when two occupant vehicles 310 that turn while tilting the occupant portion 11 toward the turning inner wheel side in order to improve turning performance, the occupant P that is located inside the turning is located outside the turning The discomfort to the occupants P and Ps such that the occupant Ps looking down or the occupant Ps located on the outer side of the turn must look up to the occupant P located on the inner side of the turn is eliminated (FIG. 25). (See (a)), the comfort of the passengers P and Ps can be improved.

  In addition, the occupant vehicle 310 that performs the dependent traveling as the dependent vehicle in the coordinated traveling can change the occupant unit 11 in accordance with the turning information received by the information communication device 54 (in the present embodiment, the lift L of the occupant unit 11). Since it raises / lowers, while raising / lowering of the passenger | crew part 11 can be performed synchronizing with the inclination of the passenger | crew part 11, the synchronization precision with the raising / lowering of this passenger | crew part 11 and the inclination of the passenger | crew part 11 is securable.

  In addition, since the occupant vehicle 310 that performs the lead travel as the lead vehicle in the linked travel is configured to calculate the lift L of the occupant portion 11 of the passenger vehicle 310 that performs the slave travel as the slave vehicle, The occupant vehicle 310 that performs the dependent travel of the vehicle only receives the lift amount L of the occupant part 11 by the information communication device 54, and does not need to calculate the lift amount L of the occupant part 11 by itself. 58UD) can be driven and controlled. Accordingly, the control burden can be reduced accordingly.

  Furthermore, the occupant vehicle 310 that performs the dependent traveling as the dependent vehicle in the coordinated traveling, the relative position with respect to the other vehicle detected by the position information detecting device 55, and the turning information received by the information communication device 54 (in this embodiment, Since the occupant unit 11 is moved up and down according to the lift amount L) of the occupant unit 11, the occupant unit 11 can be moved up and down by the lift amount L according to the relative position of the two occupant vehicles 310. The relative height positions of the occupant portions 11 of the occupant vehicle 310 can be matched with high accuracy.

  Next, a fifth embodiment will be described with reference to FIGS. 26 and 27. FIG. FIG. 26 is a flowchart showing a lead turning control process executed by the control device 370 of the occupant vehicle 310 according to the fifth embodiment, and FIG. 27 is executed by the control device 370 of the occupant vehicle 310 according to the fifth embodiment. It is a flowchart which shows the dependent turning control process performed.

  In the fourth embodiment, a case has been described in which the occupant vehicle 310 that performs the lead travel as the lead vehicle in the linked travel calculates the lift L of the occupant portion 11 of the passenger vehicle 310 that performs the slave travel as the subordinate vehicle. In the fifth embodiment, an occupant vehicle 310 that performs subordinate travel as a subordinate vehicle in linked travel calculates the lift amount L of the occupant unit 11 itself. In addition, the same code | symbol is attached | subjected to the part same as 4th Embodiment, and the description is abbreviate | omitted.

  First, with reference to FIG. 26, the initiative turning control process of the passenger vehicle 310 will be described. In the fifth embodiment, after the processing of S426 or S427 is executed, the processing after S528 is executed.

  In the processing after S528, first, the information communication device 54 indicates the operation state (operation amount) in the front-rear direction and the operation state (operation amount) in the left-right direction of the joystick device 51 (operation lever) detected in the processing of S422 and S423. Is transmitted to the other vehicle performing the dependent traveling as the dependent vehicle in the linked traveling (S528).

  Next, based on the rotation speeds of the L motor 52L and the R motor 52R calculated in the process of S424, drive control (rotation speed control) of the rotation drive device 52 (L motor 52L and R motor 52R) is performed (S529). Based on the inclination angle θA of the occupant portion 11 calculated in the process of S425 or S427, drive control (control of the expansion / contraction amount) of the actuator device 53 (F actuator 53F and B actuator 53B) is performed (S530). The control process ends.

  Next, with reference to FIG. 27, the dependent turning control process of the passenger vehicle 310 will be described. In the fifth embodiment, first of all, the information communication device 54 uses the joystick device 51 (operation lever) to operate in the front-rear direction (operation amount) and the operation state in the left-right direction (operation amount). It is judged whether it received from the other vehicle which performs a leading run as (S541). As a result, when it is determined that the information has not been received (S541: No), this dependent turning control process is terminated.

  On the other hand, if it is determined in S541 that it has been received (S541: Yes), then the operation state (operation amount) in the front-rear direction of the joystick device 51 (operation lever) received in S541 and the left and right Based on the operation state (operation amount) in the direction, the rotation speeds of the L motor 52L and the R motor 52R are calculated (S542). That is, the rotation speeds of the L motor 52L and the R motor 52R are calculated so that the occupant vehicle 310 can travel in the traveling direction and the traveling speed corresponding to the operation state of the joystick device 51 in the front-rear direction. The differential between the L motor 52L and the R motor 52R (the difference in the number of revolutions of the left and right wheels 12L and 12R) is calculated so that the occupant vehicle 310 can turn with the turning direction and turning radius corresponding to the operation state in the direction.

  Next, when the occupant vehicle 310 is turned based on the operation state (operation amount) in the front-rear direction and the operation state (operation amount) in the left-right direction of the joystick device 51 (operation lever) received in the process of S541 Is calculated, and an inclination angle θA (refer to FIG. 5B) of the occupant portion 11 toward the turning inner wheel that is balanced with the centrifugal force is calculated (S543). Note that a formula for calculating the centrifugal force generated in the occupant vehicle 310 and a formula for calculating the inclination angle θA of the occupant section 11 are stored in advance in the ROM 72 (not shown).

  After calculating the inclination angle θA of the occupant 11, whether or not the calculated inclination angle θA is a value within an allowable range, that is, an inclination angle that allows the wheel support device 30 to be structurally inclined, and Then, it is determined whether or not the occupant vehicle 310 has an inclination angle that does not fall inside the turn (S544). If the calculated inclination angle θA is within the allowable range (S544: Yes), the process proceeds to S546, but the calculated inclination angle θA exceeds the inclination angle that can be inclined due to the structure of the wheel support device 30. If the vehicle has a tilt angle that causes the occupant vehicle 310 to fall (S544: No), the tilt angle θA of the occupant portion 11 can be tilted by the structure of the wheel support device 30 or the occupant vehicle 310 can be tilted. After recalculating the limit inclination angle that can be avoided (S545), the process proceeds to S546 and subsequent steps. Note that the tilt angle that can be tilted due to the structure of the wheel support device 30 and the limit tilt angle at which the passenger vehicle 310 can be prevented from falling are stored in advance in the ROM 72 (not shown).

  In the processing after S546, first, the relative position with respect to another vehicle is detected by the position information detection device 55 (S546). Next, according to the inclination angle θA of the occupant section 11 calculated in the process of S543 or S545 and the relative position with respect to the other vehicle detected in the process of S546, the lift amount L of the occupant section 11 (see FIG. 25B). ) Is calculated (S547). It should be noted that the calculation formula for the lift amount L of the occupant section 11 is stored in advance in the ROM 72 (not shown).

  After calculating the raising / lowering amount L of the occupant 11, the drive control of the rotation drive device 52 (L motor 52L and R motor 52R) is performed based on the rotation speeds of the L motor 52L and R motor 52R calculated in the processing of S542 ( (Rotational speed control) is performed (S548). Next, based on the inclination angle θA of the occupant portion 11 calculated in the processing of S543 or S545, drive control (control of expansion / contraction amount) of the actuator device 53 (F actuator 53F and B actuator 53B) is performed (S549), and S547. Based on the lift amount L of the occupant unit 11 calculated by the above process, drive control (control of the expansion / contraction amount) of the occupant unit lifting device 58 (UD actuator 58UD) is performed (S550), and this dependent turning control process is terminated.

  As described above, according to the occupant vehicle 310 in the present embodiment, the occupant vehicle 310 that performs the dependent traveling as the dependent vehicle in the linked traveling is configured to calculate the elevation amount L of the occupant unit 11 by itself. Therefore, it is possible to share the control burden with the occupant vehicle 310 that performs the lead running as the lead vehicle, and to suppress the time lag between the raising and lowering of the occupant part 11 and the inclination of the occupant part 11.

  Next, a sixth embodiment will be described with reference to FIGS. In the linkage vehicle 1 in the first embodiment, the case where the body 111 of the body vehicle 110 is configured as a link mechanism and the body 111 is deformed by inclining the link mechanism has been described. However, the linkage in the sixth embodiment is described. In the vehicle 400, the body 411 of the body vehicle 410 is configured as a rigid body, and the body 411 is configured to be able to tilt and ascend and descend. In addition, the same code | symbol is attached | subjected to the part same as 1st Embodiment, and the description is abbreviate | omitted.

  First, with reference to FIG. 28, a schematic configuration of the linkage vehicle 400 will be described. FIG. 28A is a front view of a linkage vehicle 400 according to a sixth embodiment having a body vehicle 410 that is an embodiment of the vehicle according to the present invention, and FIG. 28B is a side view of the linkage vehicle 400. FIG. FIG. 28 shows a state in which the occupant P gets on the occupant section 11 of the occupant vehicle 10. In addition, arrows UD, LR, and FB in FIG. 28 indicate the up-down direction, the left-right direction, and the front-rear direction of the linkage vehicle 400, respectively.

  The linking vehicle 400 includes an occupant vehicle 10 and a body vehicle 410 that covers the occupant part 11 of the occupant vehicle 10 and has a body 411 for protecting the occupant P who has boarded the occupant part 11. The vehicle 410 is associated with the vehicle 410. When turning, the occupant portion 11 of the occupant vehicle 10 is tilted toward the turning inner wheel, and the body 411 of the body vehicle 410 is tilted and moved up and down to turn the occupant vehicle 10. While improving performance, while avoiding the contact or contact with the passenger | crew part 11 and the body 411, it is comprised so that the fear of the contact or contact with the ground and the body 411 can be avoided (FIG. 35 (a)).

  The body vehicle 410 uses the communication information (for example, the traveling direction, the traveling speed, the turning direction, or the turning radius) transmitted from the information communication device 54 (see FIG. 2) of the passenger vehicle 10 as the information communication device 154 ( 29) and based on the received travel information, the rotation drive device 152 (L motor 152L and R motor 152R, see FIG. 29) and the actuator device 159 (F actuator 159F and B actuator 159B, which will be described later, FIG. 29). (See) is controlled so as to be able to travel in linkage with the occupant vehicle 10.

  Next, a detailed configuration of the body vehicle 410 will be described with reference to FIGS. The body vehicle 410 mainly includes a body 411 that covers the occupant part 11 of the occupant vehicle 10 and protects the occupant P who has boarded the occupant part 11, and left and right wheels 112L, 112R that support the body 411. Has been. In addition, the same code | symbol is attached | subjected to the part same as the body vehicle 110 in 1st Embodiment, and the description is abbreviate | omitted.

  As shown in FIG. 28, the body 411 according to the sixth embodiment is formed of a steel material into a substantially rectangular parallelepiped rectangular frame, and is configured as a rigid body. Further, on the upper surface side (arrow U side) and front surface side (arrow F side) of the body 411, flat plates 411a and 411b made of transparent synthetic resin are provided, and the occupant P is formed by the flat plates 411a and 411b. Can be protected from damage such as wind and rain.

  As shown in FIG. 28, the body 411 is provided with a UD actuator 158UD. The UD actuator 158UD is a drive device for raising and lowering the body 411 (see FIG. 32B), and both ends thereof are connected to the body 411 and a connecting member 440 described later.

  That is, as shown in FIG. 28, the upper end side (rod side) of the UD actuator 158UD is pivotally supported by the body 411 via a support shaft (not shown), while the lower end (main body side) is connected. The member 440 is pivotally supported via a support shaft 180c.

  According to the body 411 configured as described above, the driving force of the UD actuator 158UD is applied to the body 411 and the connecting member 440, whereby the relative distance between the body 411 and the connecting member 440 is expanded and contracted. The body 411 can be moved up and down.

  The left and right wheels 112L and 112R are supported by a wheel support device 430, which will be described later, and the wheel support device 430 is connected to the body 411 via a connecting member 440 and a body lifting / lowering device 158 (UD actuator 158UD). (See FIG. 32). The detailed configuration will be described later.

  Next, the electrical configuration of the body vehicle 410 will be described with reference to FIG. FIG. 29 is a block diagram showing an electrical configuration of the body vehicle 410 in the sixth embodiment. The control device 470 in the sixth embodiment is a control device for controlling each part of the body vehicle 410. Compared with the control device 170 in the first embodiment, a body lifting device 158 (UD actuator 158UD), an actuator device. 159 (F actuator 159F and B actuator 159B), a body height detection device 176, and a body inclination amount detection device 177 are additionally connected to the input / output port 175.

  The body elevating device 158 is a drive device for elevating and lowering the body 411. The UD actuator 158UD disposed on the body 411 and the connecting member 440, and the drive for controlling the UD actuator 158UD based on a command from the CPU 171. A circuit and a drive source (both not shown) are mainly provided.

  The actuator device 159 is a drive device for tilting the wheel support device 430, and the F actuator 159F and the wheel support device arranged on the front side of the wheel support device 430 (see FIG. 30B, arrow F side). B actuator 159B disposed on the rear side of 430 (see FIG. 30 (b), arrow B side), and a drive circuit and a drive source for driving and controlling these actuators 159F and 159B based on a command from CPU 171 (whichever (Not shown).

  In the present embodiment, each actuator 158UD, 159F, 159B corresponds to a telescopic electric actuator, that is, a ball screw mechanism (a screw shaft having a helical screw groove on the outer peripheral surface, and a screw groove of the screw shaft. A nut having a spiral thread groove on the inner peripheral surface thereof and fitted to the screw shaft, a large number of rolling elements loaded so as to be able to roll between the screw grooves of the nut and the screw shaft, and the screw shaft Or an electric motor that rotationally drives the nut, and the screw shaft or nut is rotationally driven by the electric motor, so that the screw shaft and the nut are configured as a telescopic electric actuator using a mechanism that relatively moves. Yes.

  The body height detection device 176 is a device for detecting the height of the body 411, and includes a rotation sensor 176a and a processing circuit (not shown) that processes the detection result of the rotation sensor 176a and outputs the result to the CPU 171. It is mainly equipped with. In the present embodiment, a rotation sensor 176a is provided in the UD actuator 158UD, and the UD actuator 158UD detects a rotation speed when the screw shaft or the nut is driven to rotate by the electric motor. It is configured as. Since the rotational speed is proportional to the relative displacement amount between the screw shaft and the nut, the CPU 171 determines the height of the body 411 from the amount of elevation of the body 411 based on the detection result (the rotational speed) input from the rotation sensor 176a. Can be obtained.

  The body tilt amount detection device 177 is a device for detecting the tilt amount of the body 411, and a gyro sensor 177 a for detecting the tilt angle of the body 411 and the detection result of the gyro sensor 177 a are processed and sent to the CPU 171. It mainly includes a processing circuit (not shown) for outputting.

  Next, the wheel support device 430 will be described with reference to FIG. FIG. 30A is a front view of the wheel support device 430, and FIG. 30B is a top view of the wheel support device 430. In FIG. 30A, for ease of understanding, the drawing is simplified and the body 411 is not shown, and the left and right wheels 112L and 112R are viewed in cross section. In FIG. 30B, the body 411 is not shown, and a part of the connecting member 440 and the left and right wheels 112L and 112R are viewed in cross section.

  As described above, the wheel support device 430 in the sixth embodiment is a device for supporting the left and right wheels 112L and 112R. The wheel support device 430 is different from the wheel support device 130 in the first embodiment. An F actuator 159F and a B actuator 159B and springs 160F and 160B are additionally provided on the front side (arrow F side) and the rear side (arrow B side), respectively.

  As described above, the F actuator 159F and the B actuator 159B are devices for inclining the wheel support device 430. As shown in FIG. 30, both ends of the F actuator 159F and the B actuator 159B are connected to non-adjacent joint portions of the wheel support device 430. Has been.

  That is, as shown in FIG. 30, the F actuator 159F has its lower end (main body side) supported on the lower shaft support plate 152c of the R motor 152R via the support shaft 180Fc, while its upper end side (rod side). ) Is supported by the upper shaft support plate 152b of the L motor 152L via the support shaft 180Fb. As a result, the F actuator 159F is knocked on the diagonal line of the wheel support device 430.

  As shown in FIG. 30 (b), the B actuator 159B has its lower end (main body side) supported on the lower shaft support plate 152c of the L motor 152L via the support shaft 180Bd, while its upper end side. The (rod side) is pivotally supported on the upper pivot support plate 152b of the R motor 152R via the support shaft 180Ba. As a result, the B actuator 159B is knocked on the diagonal line of the wheel support device 430. In other words, the F actuator 159F and the B actuator 159B are arranged in a direction crossing each other.

  As described above, since the F actuator 159F and the B actuator 159B are arranged so as to cross each other, the wheel support device 430 is equal in any direction compared to the case where they are arranged in the same direction. The tilting can be performed by the driving force, and the tilt driving can be stabilized. In the present embodiment, the wheel support device 430 is inclined by two actuators (F actuator 159F and B actuator 159B), but the two actuators (F actuator 159F and B actuator 159B) are included. You may comprise only any one actuator.

  The springs 160F and 160B are members for energizing the wheel support device 430 to return it to the neutral position even when the wheel support device 430 is inclined in any direction. Are configured in the same shape.

  Both ends of these springs 160F and 160B are connected to joint portions of the wheel support device 430 that are not adjacent to each other, as in the case of the F actuator 159F and the B actuator 159B described above.

  That is, as shown in FIG. 30, the lower end of the spring 160F is pivotally supported by the lower pivot plate 152c of the L motor 152L via the support shaft 180Fd, while the upper end of the spring 160F is the upper pivot plate 152b of the R motor 152R. Is supported by a support shaft 180Fa. Accordingly, the spring 160F is struck on the diagonal line of the wheel support device 430 while being orthogonal to the F actuator 159F.

  As shown in FIG. 30B, the lower end of the spring 160B is pivotally supported on the lower pivot support plate 152c of the R motor 152R via the support shaft 180Bc, while the upper end of the spring 160B is pivoted on the upper shaft of the L motor 152L. The support plate 152b is pivotally supported via a support shaft 180Bb. Thereby, the spring 160B is struck on the diagonal line of the wheel support device 430 while being orthogonal to the B actuator 159B.

  As described above, the springs 160F and 160B are provided, and even when the wheel support device 430 is inclined in any direction, the wheel support device 430 can be biased to return to the neutral position. It is unnecessary to always drive the actuator 159F and the B actuator 159B to hold the wheel support device 430 in the neutral position. Therefore, the control and driving for holding the wheel support device 430 in the neutral position are unnecessary, and the control cost and the driving cost can be reduced.

  Next, the connecting member 440 will be described with reference to FIG. FIG. 31A is a front view of the connecting member 440, and FIG. 31B is a side view of the connecting member 440. As described above, the connecting member 440 in the sixth embodiment is a member that connects the wheel support device 430 and the body 411 together with the body lifting device 158 (UD actuator 158UD), and the connecting member 140 in the first embodiment. On the other hand, the second member 442 has a different shape.

  The second member 442 is a member for supporting the body 411 via the body lifting device 158 (UD actuator 158UD), and is formed in a substantially L shape in a side view from a steel material. In addition, as shown to Fig.31 (a), the through-hole 442a drilled above the 2nd member 442 (arrow U side) is a site | part supported by the body raising / lowering apparatus 158 (UD actuator 158UD). .

  According to this connecting member 440, the first member 141 is rotatably supported on the substantially central portion of the upper link 131 and the lower link 132, so that the body 411 is inclined as the wheel support device 430 is inclined. (See FIG. 32 (b)).

  Next, with reference to FIG. 32, operation | movement of the wheel support apparatus 430 comprised as mentioned above is demonstrated. FIG. 32 is a schematic diagram for explaining the tilting operation of the wheel support device 430, corresponding to the front view of the wheel support device 430, in which (a) is in a neutral position and (b) is tilted. Each state is shown. In FIG. 32, the L motor 152L, the R motor 152R, and the like are schematically illustrated, and the springs 160F, 160B, and the like are not illustrated. Further, in FIG. 32B, a part of the body 411 is not shown for easy understanding.

  As shown in FIG. 32A, when the wheel support device 430 is in the neutral position, the camber angles of the left and right wheels 112L and 112R are 0 °. The inclination angle of the connecting member 440 is also 0 °. When the F actuator 159F is driven to extend, the wheel support device 430 is tilted as shown in FIG. 32B, and predetermined camber angles θR and θL are given to the left and right wheels 112L and 112R. A predetermined inclination angle θC is given to the connecting member 440. In the present embodiment, since the wheel support device 430 is configured as a parallel link mechanism, the camber angles θR, θL and the inclination angle θC all have the same value.

  Here, as shown in FIG. 32 (b), when a predetermined inclination angle θC is given to the connecting member 440, an inclination angle θC is given to the body 411 as the connecting member 440 is inclined. In this case, as shown in part A of FIG. 32 (b), the body 411 is raised (lifted / lowered) by the body lifting / lowering device 158 (UD actuator 158UD) so that the distance between the ground and the body 411 is equal to or larger than a predetermined interval. The amount H) avoids the contact between the ground and the body 411 or the possibility of contact.

  Next, with reference to FIG. 33, the process performed with the control apparatus 70 of the passenger vehicle 10 is demonstrated. FIG. 33 is a flowchart illustrating a turning control process executed by the control device 70 of the passenger vehicle 10 according to the sixth embodiment. Here, the description of FIG. 33 will be made with reference to FIG. 35 as appropriate. FIG. 35A is a front view of the linkage vehicle 400 and shows a state in which the vehicle is turning left. FIG. 35 (b) is a front view of a linked vehicle in which the body of the body vehicle does not tilt, and shows a state during a left turn as in FIG. 35 (a). That is, both FIG. 35A and FIG. 35B show a state in which the vehicle travels forward toward the front side of the paper and turns toward the right side of the paper. In FIG. 35 (b), the body of the body vehicle is schematically shown. In FIG. 35, only the main components are denoted by reference numerals for easy understanding.

  The turning control process shown in FIG. 35 is a process repeatedly executed by the CPU 71 (for example, at intervals of 0.2 ms) while the power of the control device 70 is turned on. In relation to the turning control process, the CPU 71 first determines whether or not to perform the leading traveling as the leading vehicle in the linked traveling with the body vehicle 410, that is, whether or not the traveling switch 50 is turned on (S611). As a result, if it is determined that the travel changeover switch 50 is not turned on, that is, it is turned off (S611: No), the lead running as the lead vehicle is not performed in the linked travel with the body vehicle 410. Therefore, this turning control process is terminated.

  On the other hand, in the process of S611, when it is determined that the travel changeover switch 50 is turned on (S611: Yes), this means that the initiative traveling as the initiative vehicle is performed in the associated traveling with the body vehicle 410. Next, it is determined whether or not there is a turning instruction from the occupant P, that is, whether or not the joystick device 51 (operation lever) is operated in the left-right direction (S612). As a result, if it is determined that the joystick device 51 has not been operated in the left-right direction (S612: No), this means that there is no turn instruction from the occupant P, and thus this turn control process ends. Note that the operation of the joystick device 51 in the left-right direction is detected by the left-right sensor 51b as described above.

  On the other hand, in the process of S612, when it is determined that the joystick device 51 is operated in the left-right direction (S612: Yes), this means that there is a turning instruction from the occupant P, so the joystick device 51 ( The operation state (operation amount) in the front / rear direction of the operation lever) and the operation state (operation amount) in the left / right direction are detected by the front / rear sensor 51a and the left / right sensor 51b (S613, S614), and the process proceeds to S615 and subsequent steps. .

  In the processing after S615, first, based on the operation state (operation amount) in the front-rear direction and the operation state (operation amount) in the left-right direction of the joystick device 51 (operation lever) detected in the processing of S613 and S614, The rotation speeds of the L motor 52L and the R motor 52R are calculated (S615). That is, the rotation speeds of the L motor 52L and the R motor 52R are calculated so that the occupant vehicle 10 can travel in the traveling direction and the traveling speed corresponding to the operation state of the joystick device 51 in the front-rear direction. The differential between the L motor 52L and the R motor 52R (the difference between the rotational speeds of the left and right wheels 12L, 12R) is calculated so that the occupant vehicle 10 can turn with the turning direction and the turning radius corresponding to the operation state in the direction. In the present embodiment, the calculated rotation speeds of the L motor 52L and the R motor 52R and the rotation speeds of the L motor 152L and the R motor 152R of the body vehicle 410 are configured to have the same value. However, it may be calculated individually.

  Next, the passenger vehicle 10 is turned based on the operation state (operation amount) in the front-rear direction and the operation state (operation amount) in the left-right direction of the joystick device 51 (operation lever) detected in the processing of S613 and S614. In this case, the centrifugal force generated in this case is calculated, and the inclination angle θA (see FIG. 5B) of the occupant portion 11 toward the turning inner wheel that is balanced with the centrifugal force is calculated (S616). However, in the present embodiment, as described above, since the inclination angle θA of the occupant portion 11 and the camber angles θR and θL all have the same value (see FIG. 5B), the camber angle θR or the camber angle θL is set to be the same. It may be calculated. Note that a formula for calculating the centrifugal force generated in the occupant vehicle 10 and a formula for calculating the inclination angle θA of the occupant section 11 are stored in advance in the ROM 72 (not shown).

  After calculating the inclination angle θA of the occupant 11, whether or not the calculated inclination angle θA is a value within an allowable range, that is, an inclination angle that allows the wheel support device 30 to be structurally inclined, and Then, it is determined whether or not the occupant vehicle 10 has an inclination angle that does not fall to the inside of the turn (S617). If the calculated inclination angle θA is within the allowable range (S617: Yes), the process proceeds to S619. However, the calculated inclination angle θA exceeds the inclination angle that can be inclined due to the structure of the wheel support device 30. If the vehicle is in a tilting angle or the tilting angle that causes the occupant vehicle 10 to fall (S617: No), the tilting angle θA of the occupant portion 11 can be tilted by the structure of the wheel support device 30 or the occupant vehicle 10 can be tilted. After recalculating the limit inclination angle that can be avoided (S618), the process proceeds to S619 and subsequent steps. Note that the tilt angle that can be tilted due to the structure of the wheel support device 30 and the limit tilt angle at which the passenger vehicle 10 can be prevented from falling are stored in advance in the ROM 72 (not shown).

  In the processing after S619, first, the relative position with respect to the body vehicle 410 is detected by the position information detection device 55 (S619). Next, the inclination angle θC (see FIG. 32B) of the body 411 is calculated based on the inclination angle θA of the occupant portion 11 calculated in the process of S616 or S618 (S620). The calculation of the inclination angle θC of the body 411 based on the inclination angle θA of the occupant part 11 is a table that stores a relational expression between the inclination angle θA of the occupant part 11 and the inclination angle θC of the body 411 stored in advance in the ROM 72. (Not shown). However, the inclination angle θC of the body 411 stored in this table is set such that the inclination angle at which the body 411 can be structurally inclined is the maximum inclination angle of the body 411.

  After the inclination angle θC of the body 411 is calculated, the occupant portion 11 and the body 411 are brought into contact or contact with each other at the calculated inclination angle θC of the body 411 based on the relative position with the body vehicle 410 detected in the process of S619. It is determined whether or not fear can be avoided (S621). It should be noted that the determination of whether or not contact between the occupant part 11 and the body 411 can be avoided is based on whether the relative inclination angle between the occupant part 11 and the body 411 is stored in the ROM 72 in advance. When the predetermined relative inclination angle with 411 is exceeded, that is, when the interval between the occupant portion 11 and the body 411 is equal to or smaller than the predetermined interval, it is determined that the occupant portion 11 and the body 411 are in contact with each other. .

  As a result of the process of S621, when it is determined that the contact between the occupant unit 11 and the body 411 can be avoided (S621: Yes), the process proceeds to the process after S623, but the occupant unit 11 and the body 411 are transferred. When it is determined that the contact with the vehicle or the fear of contact cannot be avoided (S621: No), the inclination angle θC of the body 411 is recalculated based on the relative position with the body vehicle 410 detected in the process of S619. Later (S622), the process proceeds to S623 and subsequent steps. Note that the recalculation of the inclination angle θC of the body 411 based on the relative position with the body vehicle 410 is a table (not shown) that stores a correction coefficient corresponding to the relative distance from the body vehicle 410 stored in advance in the ROM 72. Is used by multiplying the inclination angle θC of the body 411 calculated in the process of S620 by the correction coefficient.

  In the processing after S623, first, the lifting amount H (see FIG. 32B) of the body 411 is calculated based on the inclination angle θC of the body 411 calculated in the processing of S620 or S622 (S623). The calculation of the lift amount H of the body 411 based on the tilt angle θC of the body 411 is a table that stores a relational expression between the tilt angle θC of the body 411 and the lift amount H of the body 411 stored in advance in the ROM 72 (FIG. (Not shown).

  After calculating the lifting amount H of the body 411, the rotation speed of the L motor 152L and the R motor 152R calculated in the process of S615, the inclination angle θC of the body 411 calculated in the process of S620 or S622, and the process of S623. The calculated amount of lift H of the body 411 is transmitted to the body vehicle 410 by the information communication device 54 (S624). Next, based on the rotation speeds of the L motor 52L and the R motor 52R calculated in the process of S615, drive control (rotation speed control) of the rotation drive device 52 (L motor 52L and R motor 52R) is performed (S625). Based on the inclination angle θA of the occupant section 11 calculated in the process of S616 or S618, drive control (control of expansion / contraction amount) of the actuator device 53 (F actuator 53F and B actuator 53B) is performed (S626), and this turning control is performed. The process ends.

  As a result, the left and right wheels 12L and 12R can be differentiated, and as shown in FIG. 35A, a camber angle is given to the left and right wheels 12L and 12R, and the left and right wheels 12L and 12R are camber thrust. Therefore, the occupant vehicle 10 can be turned based on the turning instruction from the occupant P.

  Further, in this case, the occupant support member 40 connected to the occupant unit 11 is moved to the left and right wheels 12L and 12R simultaneously with the inclination of the left and right wheels 12L and 12R as the wheel support device 30 is inclined. It can be inclined in the same direction. As a result, as shown in FIG. 35 (a), the occupant portion 11 can be tilted toward the turning inner wheel and the center of gravity of the occupant vehicle 10 can be moved toward the turning inner wheel. Can be increased, and the turning inner wheel (the left wheel 12L in FIG. 35A) can be prevented from rising. As a result, the turning performance of the passenger vehicle 10 can be improved.

  Next, with reference to FIG. 34, the process performed with the control apparatus 470 of the body vehicle 410 is demonstrated. FIG. 34 is a flowchart showing a turning control process executed by the control device 470 of the body vehicle 410 in the sixth embodiment. Here, in the description of FIG. 34, as in the case of FIG. 33, description will be made with reference to FIG. 35 as appropriate.

  The turning control process shown in FIG. 34 is a process that is repeatedly executed by the CPU 171 (for example, at intervals of 0.2 ms) while the power of the control device 470 is turned on. Regarding the turning control process, the CPU 171 first receives the rotation speed of the L motor 152L and the R motor 152R, the inclination angle θC of the body 411, and the elevation amount H of the body 411 from the occupant vehicle 10 by the information communication device 154. Whether or not (S631). As a result, when it is determined that the information has not been received (S631: No), the turning control process is terminated.

  On the other hand, if it is determined in step S631 that the signal has been received (S631: Yes), then, based on the rotational speeds of the L motor 152L and the R motor 152R received in step S631, the rotation drive device 152 (L Drive control (rotational speed control) of the motor 152L and the R motor 152R is performed (S632). After that, based on the inclination angle θC of the body 411 received in the process of S631, the actuator device 159 (F actuator 159F and B actuator 159B) is driven (expansion / contraction amount control) (S633), and the process of S631 is performed. Based on the received lifting amount H of the body 411, drive control (extension / contraction amount control) of the body lifting device 158 (UD actuator 158UD) is performed (S634), and this turning control process is terminated.

  As a result, the left and right wheels 112L and 112R can be differentiated, and a camber thrust can be generated on the left and right wheels 112L and 112R by giving camber angles to the left and right wheels 112L and 112R. 410 can be swiveled.

  In this case, the connecting member 440 connected to the body 411 is moved in the same direction as the left and right wheels 112L and 112R simultaneously with the inclination of the left and right wheels 112L and 112R as the wheel support device 430 is inclined. Can be tilted. As a result, as shown in FIG. 35A, the body 411 can be tilted, so that an actuator device for tilting the body 411 becomes unnecessary, and the structure can be simplified correspondingly.

  As described above, according to the body vehicle 410 in the present embodiment, as shown in FIG. 35 (a), even when traveling in conjunction with the occupant vehicle 10 that turns while the occupant portion 11 is inclined toward the turning inner wheel, By inclining the body 411 in accordance with the inclination of the occupant part 11 of the occupant vehicle 10, it is possible to avoid contact or contact between the occupant part 11 and the body 411. Therefore, the occupant portion 11 of the occupant vehicle 10 can be tilted toward the turning inner wheel as much as necessary, so that the turning performance of the occupant vehicle 10 can be improved accordingly. Here, when the body 411 does not incline, there is a possibility that the occupant part 11 and the body 411 come into contact with each other as shown in part B of FIG.

  Further, even when the body 411 is tilted to avoid contact or contact between the occupant 11 of the occupant vehicle 10 and the body 411, the body 411 is moved up and down along with the tilt of the body 411, so Contact with 411 or the risk of contact can be avoided.

  In this way, the body 411 is inclined to avoid contact or contact between the occupant portion 11 of the occupant vehicle 10 and the body 411, and the body 411 is moved up and down to contact or contact the ground and the body 411. Since the body 411 can be configured as a rigid body, for example, the body 411 is configured by a link mechanism, and the link mechanism is tilted to deform the body 411. Compared with the case where the contact between the part 11 and the body 411 or the risk of contact is avoided, a reduction in body rigidity can be suppressed while simplifying the body structure.

  Further, if the body 411 can be configured as a rigid body, it is not necessary to deform the flat plates 411a and 411b with the inclination of the body 411, or to increase the size of the flat plate 411b as the body 411 is inclined. The vehicle cost can be reduced.

  Next, a seventh embodiment will be described with reference to FIG. 36 and FIG. FIG. 36 is a flowchart showing a turning control process executed by the control device 70 of the passenger vehicle 10 in the seventh embodiment, and FIG. 37 is executed by the control device 470 of the body vehicle 410 in the seventh embodiment. It is a flowchart which shows the turning control process.

  In the sixth embodiment, a case has been described in which the occupant vehicle 10 calculates the rotation speed of the L motor 152L and the R motor 152R of the body vehicle 410, the inclination angle θC of the body 411, and the lift amount H of the body 411. In the seventh embodiment, the body vehicle 410 itself calculates the rotation speeds of the L motor 152L and the R motor 152R, the inclination angle θC of the body 411, and the lifting amount H of the body 411. In addition, the same code | symbol is attached | subjected to the part same as 6th Embodiment, and the description is abbreviate | omitted.

  First, the turning control process of the occupant vehicle 10 will be described with reference to FIG. In the seventh embodiment, after the process of S617 or S618 is executed, the processes after S719 are executed.

  In the processing after S719, first, the operation state in the front-rear direction (operation amount) and the operation state in the left-right direction (operation amount) of the joystick device 51 (operation lever) detected in the processing in S613 and S614, and S616 or S618. The information communication device 54 transmits the inclination angle θA of the occupant section 11 calculated in the above process to the body vehicle 410 (S719).

  Next, based on the rotation speeds of the L motor 52L and the R motor 52R calculated in the process of S615, drive control (rotation speed control) of the rotation drive device 52 (L motor 52L and R motor 52R) is performed (S720). Based on the inclination angle θA of the occupant portion 11 calculated in the processing of S616 or S618, drive control (control of expansion / contraction amount) of the actuator device 53 (F actuator 53F and B actuator 53B) is performed (S721), and this turning control is performed. The process ends.

  Next, the turning control process of the body vehicle 410 will be described with reference to FIG. In the seventh embodiment, first, the information communication device 154 causes the joystick device 51 (operation lever) to operate in the front-rear direction (operation amount) and the operation state in the left-right direction (operation amount). It is determined whether or not the inclination angle θA is received from the occupant vehicle 10 (S731). As a result, when it is determined that the information has not been received (S731: No), the turning control process is terminated.

  On the other hand, if it is determined in step S731 that the signal has been received (S731: Yes), then the relative position with respect to the passenger vehicle 10 is detected by the position information detection device 155 (S732), and the process proceeds to step S733 and subsequent steps. To do.

  In the processing after S733, first, based on the operation state (operation amount) in the front-rear direction and the operation state (operation amount) in the left-right direction of the joystick device 51 (operation lever) received in the processing of S731, the L motor The rotation speeds of 152L and R motor 152R are calculated (S733).

  Next, based on the inclination angle θA of the occupant part 11 received in the process of S731 and the relative position of the occupant vehicle 10 detected in the process of S732, the risk of contact or contact between the occupant part 11 and the body 411 is avoided. It is determined whether or not it is possible (S734). It should be noted that the determination as to whether or not contact between the occupant part 11 and the body 411 can be avoided is a calculation formula (not shown) for calculating the interval between the occupant part 11 and the body 411 stored in advance in the ROM 172. ), When the distance between the occupant part 11 and the body 411 is equal to or smaller than the predetermined distance between the occupant part 11 and the body 411 stored in the ROM 172, the occupant part 11 and the body 411 come into contact with each other. Judge that there is a risk of doing.

  As a result of the process of S734, when it is determined that the contact between the passenger part 11 and the body 411 or the risk of contact can be avoided (S734: Yes), the process proceeds to the process after S744, but the passenger part 11 and the body 411 are transferred. If it is determined that the contact with the vehicle or the fear of contact cannot be avoided (S734: No), the inclination angle θC of the body 411 (FIG. 32 ( b)) is calculated (S735). The calculation of the inclination angle θC of the body 411 based on the inclination angle θA of the occupant part 11 is a table that stores a relational expression between the inclination angle θA of the occupant part 11 and the inclination angle θC of the body 411 stored in advance in the ROM 172. (Not shown). However, the inclination angle θC of the body 411 stored in this table is set such that the inclination angle at which the body 411 can be structurally inclined is the maximum inclination angle of the body 411.

  After the inclination angle θC of the body 411 is calculated, the occupant portion 11 and the body 411 are contacted or contacted at the calculated inclination angle θC of the body 411 based on the relative position with the occupant vehicle 10 detected in the process of S732. It is determined whether or not fear can be avoided (S736). It should be noted that the determination as to whether or not the contact between the occupant part 11 and the body 411 can be avoided is made based on whether the relative inclination angle between the occupant part 11 and the body 411 is stored in the ROM 172 in advance. When the predetermined relative inclination angle with 411 is exceeded, that is, when the interval between the occupant portion 11 and the body 411 is equal to or smaller than the predetermined interval, it is determined that the occupant portion 11 and the body 411 are in contact with each other. .

  As a result of the process of S736, when it is determined that the contact between the occupant unit 11 and the body 411 can be avoided (S736: Yes), the process proceeds to S738 and subsequent processes, but the occupant unit 11 and the body 411 are transferred. When it is determined that the contact with the passenger or the fear of contact cannot be avoided (S736: No), the inclination angle θC of the body 411 is recalculated based on the relative position to the passenger vehicle 10 detected in the process of S732. Later (S737), the process proceeds to S738 and subsequent steps. The recalculation of the inclination angle θC of the body 411 based on the relative position with respect to the occupant vehicle 10 is a table (not shown) that stores a correction coefficient corresponding to the relative distance from the occupant vehicle 10 stored in advance in the ROM 172. Is used by multiplying the inclination angle θC of the body 411 calculated in the process of S735 by the correction coefficient.

  In the processing after S738, first, the height of the body 411 is detected by the body height detection device 176 (S738), and the inclination amount of the body 411 is detected by the body inclination amount detection device 177 (S739). Next, when the body 411 is inclined at the inclination angle θC of the body 411 calculated in the process of S735 or S737 based on the height and the inclination amount of the body 411 detected in the processes of S738 and S739, the body 411 It is determined whether or not to touch (S740). Whether or not the body 411 is in contact with the ground is determined using a calculation formula (not shown) for calculating the distance between the body 411 and the ground stored in the ROM 172 in advance. When the interval is equal to or less than a predetermined interval between the body 411 stored in advance in the ROM 172 and the ground, it is determined that the body 411 contacts the ground.

  As a result of the process of S740, when it is determined that the body 411 does not contact the ground (S740: No), the process proceeds to the process after S743, but when it is determined that the body 411 contacts the ground (S740). : Yes), based on the inclination angle θC of the body 411 calculated in the process of S735 or S737, the lifting amount H of the body 411 (see FIG. 32B) is calculated (S741). The calculation of the lift amount H of the body 411 based on the tilt angle θC of the body 411 is a table that stores a relational expression between the tilt angle θC of the body 411 and the lift amount H of the body 411 stored in advance in the ROM 172 (FIG. (Not shown).

  After calculating the lift amount H of the body 411, based on the calculated lift amount H of the body 411, drive control (control of expansion / contraction amount) of the body lift device 158 (UD actuator 158UD) is performed (S742). After that, based on the inclination angle θC of the body 411 calculated in the process of S735 or S737, the actuator device 159 (F actuator 159F and B actuator 159B) is driven (expansion / contraction amount control) (S743), and S733 is performed. Based on the rotation speeds of the L motor 152L and the R motor 152R calculated in the processing, drive control (rotation speed control) of the rotation drive device 152 (L motor 152L and R motor 152R) is performed (S744), and this turning control process Exit.

  As described above, according to the body vehicle 410 in the present embodiment, the body vehicle 410 itself has the number of rotations of the L motor 152L and the R motor 152R, the inclination angle θC of the body 411, and the lifting amount H of the body 411. Since it is configured to calculate, the body vehicle 410 can calculate the inclination angle θC and the lift amount H of the body 411 in parallel with the calculation of the inclination angle θA of the occupant portion 11 by the occupant vehicle 10. Thereby, the time lag in drive control with the actuator device 53 (F actuator 53F and B actuator 53B), the actuator device 159 (F actuator 53F and B actuator 53B), and the body lifting / lowering device 158 (UD actuator 158UD) can be suppressed. .

  Further, when it is determined by the contact determination means (S740) whether or not the body 411 is in contact with the ground (whether the interval between the body 411 and the ground is equal to or less than a predetermined interval), the body is determined by the contact determination means (S740). When it is determined that 411 is in contact with the ground (the interval between the body 411 and the ground is equal to or less than a predetermined interval) (S740: Yes), the body 411 is moved up and down so as not to contact the ground. Therefore, since the body 411 is not lifted up and down unnecessarily, the control cost can be reduced accordingly. Further, if the body 411 can be moved up and down only when it is determined by the contact determination means (S740) that the body 411 is in contact with the ground (the interval between the body 411 and the ground is equal to or less than a predetermined interval), The maintenance cost of the body lifting device 158 (UD actuator 158UD) can be reduced and the durability can be improved.

  Further, since the body 411 can be inclined at the inclination angle θC corresponding to the inclination angle θA of the occupant portion 11 received by the information receiving means 154, the occupant portion 11 and the body 411 can be contacted or contacted with high accuracy. It can be avoided.

  Note that, in the flowchart (turning control process) shown in FIG. 37, the process of S740 corresponds to the contact determination means described in claim 3.

  Next, an eighth embodiment will be described with reference to FIGS. The linked vehicle 400 in the sixth embodiment is composed of one occupant vehicle 10 and a body vehicle 410, and the case has been described in which the occupant vehicle 10 and the body vehicle 410 travel together. The linked vehicle 500 includes two passenger vehicles 310 and a body vehicle 410, and the two passenger vehicles 310 and the body vehicle 410 are configured to travel in a linked manner. In addition, the same code | symbol is attached | subjected to the part same as 4th Embodiment and 6th Embodiment, and the description is abbreviate | omitted.

  First, with reference to FIG. 38, a schematic configuration of linked vehicle 500 will be described. FIG. 38 is a front view of linked vehicle 500 in the eighth embodiment. FIG. 38 shows a state in which occupants P and Ps get on the occupant portions 11 of the two occupant vehicles 310, respectively. Also, arrows UD, LR, and FB in FIG. 38 indicate the up-down direction, the left-right direction, and the front-rear direction of the linkage vehicle 500, respectively.

  The linked vehicle 500 covers two occupant vehicles 310 on which the occupants P and Ps get on, and covers the occupant portions 11 of the two occupant vehicles 310 and protects the occupants P and Ps who get on each occupant portion 11. A body vehicle 410 having a body 411 is provided, and the two passenger vehicles 310 and the body vehicle 410 are configured to travel together.

  In the present embodiment, the occupant vehicle 310 (the occupant vehicle 310 on the arrow R side) on which the occupant P rides is the leading vehicle that performs the pioneering in the linked travel, and the occupant vehicle 310 (on the arrow L side on which the occupant Ps gets) The occupant vehicle 310) is assumed to be a subordinate vehicle that performs subordinate travel in linked travel.

  Next, processing executed by the control device 370 of the passenger vehicle 310 and processing executed by the control device 470 of the body vehicle 410 will be described with reference to FIGS. 39 to 41. First, with reference to FIG. 39, the turning control process of the passenger vehicle 310 will be described. FIG. 39 is a flowchart showing a turning control process executed by the control device 370 of the passenger vehicle 310 according to the eighth embodiment.

  The turning control process shown in FIG. 39 is a process repeatedly executed by the CPU 71 (for example, at intervals of 0.2 ms) while the power of the control device 370 is turned on. Regarding the turning control process, the CPU 71 first determines whether or not to perform the leading travel as the leading vehicle in the linked travel with the other vehicle, that is, whether or not the travel switching switch 50 is turned on (S811). As a result, if it is determined that the travel changeover switch 50 is turned on (S811: Yes), it means that the initiative traveling as the initiative vehicle is performed in the association traveling with the other vehicle. Is executed (S812), and the turning control process is terminated.

  On the other hand, when it is determined that the travel changeover switch 50 is not turned on, that is, is turned off (S811: No), the initiative traveling as the initiative vehicle is not performed in the associated traveling with the other vehicle. Since it is to perform the dependent traveling as the dependent vehicle, the dependent turning control process is executed (S813), and the turning control process is ended.

  Next, with reference to FIG. 40, the initiative turning control process of the passenger vehicle 310 will be described. FIG. 40 is a flowchart showing a lead turning control process executed by the control device 370 of the passenger vehicle 310 in the eighth embodiment.

  As described above, the initiative turning control process (S812) shown in FIG. 40 is determined to perform the initiative running as the initiative vehicle in the linked running with the other vehicle in the process of S811 of the turning control process shown in FIG. In this case (S811: Yes), the process is executed. Regarding the initiative turning control process (S812), the CPU 71 first determines whether or not there is a turning instruction from the occupant P, that is, whether or not the joystick device 51 (operation lever) is operated in the left-right direction (S821). . As a result, when it is determined that the joystick device 51 is not operated in the left-right direction (S821: No), this means that there is no turn instruction from the occupant P, and thus this initiative turn control process is terminated. Note that the operation of the joystick device 51 in the left-right direction is detected by the left-right sensor 51b as described above.

  On the other hand, if it is determined in the process of S821 that the joystick device 51 is operated in the left-right direction (S821: Yes), this means that there is a turning instruction from the occupant P, and then the joystick device 51 ( The operation state (operation amount) in the front / rear direction of the operation lever) and the operation state (operation amount) in the left / right direction are detected by the front / rear sensor 51a and the left / right sensor 51b (S822, S823), and the process proceeds to S824 and subsequent steps. .

  In the processing after S824, first, based on the operation state (operation amount) in the front-rear direction and the operation state (operation amount) in the left-right direction of the joystick device 51 (operation lever) detected in the processing of S822 and S823, The rotation speeds of the L motor 52L and the R motor 52R are calculated (S824). That is, the rotation speeds of the L motor 52L and the R motor 52R are calculated so that the occupant vehicle 310 can travel in the traveling direction and the traveling speed corresponding to the operation state of the joystick device 51 in the front-rear direction. The differential between the L motor 52L and the R motor 52R (the difference in the number of revolutions of the left and right wheels 12L and 12R) is calculated so that the occupant vehicle 310 can turn with the turning direction and turning radius corresponding to the operation state in the direction. In the present embodiment, the calculated rotation speeds of the L motor 52L and the R motor 52R, the rotation speeds of the L motor 52L and the R motor 52R of the other vehicle that performs the slave travel as the slave vehicle in the linked travel, and the body It is comprised so that the rotation speed of L motor 152L of vehicle 410 and R motor 152R may become the same value. However, it may be calculated individually.

  Next, the occupant vehicle 310 is turned based on the operation state (operation amount) in the front-rear direction and the operation state (operation amount) in the left-right direction of the joystick device 51 (operation lever) detected in the processing of S822 and S823. The centrifugal force generated in this case is calculated, and the inclination angle θA (see FIG. 5B) toward the turning inner wheel of the occupant 11 that balances the centrifugal force is calculated (S825). Note that a formula for calculating the centrifugal force generated in the occupant vehicle 310 and a formula for calculating the inclination angle θA of the occupant section 11 are stored in advance in the ROM 72 (not shown). Further, in the present embodiment, the calculated inclination angle θA of the occupant portion 11 and the inclination angle of the occupant portion 11 of the other vehicle that performs the dependent traveling as the dependent vehicle in the linked traveling to the turning inner wheel side have the same value. It is configured as follows. However, it may be calculated individually.

  After calculating the inclination angle θA of the occupant 11, whether or not the calculated inclination angle θA is a value within an allowable range, that is, an inclination angle that allows the wheel support device 30 to be structurally inclined, and Then, it is determined whether or not the occupant vehicle 310 has an inclination angle that does not fall inside the turn (S826). If the calculated inclination angle θA is within the allowable range (S826: Yes), the process proceeds to S828. However, the calculated inclination angle θA exceeds the inclination angle that can be inclined due to the structure of the wheel support device 30. If the vehicle has a tilt angle that causes the occupant vehicle 310 to fall (S826: No), the tilt angle θA of the occupant portion 11 can be tilted by the structure of the wheel support device 30 or the occupant vehicle 310 can be tilted. After recalculating the limit inclination angle that can be avoided (S827), the process proceeds to S828 and subsequent steps. Note that the tilt angle that can be tilted due to the structure of the wheel support device 30 and the limit tilt angle at which the passenger vehicle 310 can be prevented from falling are stored in advance in the ROM 72 (not shown).

  In the processing after S828, the relative position between the other vehicle and the body vehicle 410 is first detected by the position information detection device 55 (S828). Next, the inclination angle θC (see FIG. 32B) of the body 411 is calculated based on the inclination angle θA of the occupant portion 11 calculated in the process of S825 or S827 (S829). The calculation of the inclination angle θC of the body 411 based on the inclination angle θA of the occupant part 11 is a table that stores a relational expression between the inclination angle θA of the occupant part 11 and the inclination angle θC of the body 411 stored in advance in the ROM 72. (Not shown). However, the inclination angle θC of the body 411 stored in this table is set such that the inclination angle at which the body 411 can be structurally inclined is the maximum inclination angle of the body 411.

  After calculating the inclination angle θC of the body 411, based on the relative position between the other vehicle and the body vehicle 410 detected in the process of S 828, the occupant units 11 of the occupant vehicle 310 are calculated with the calculated inclination angle θC of the body 411. It is determined whether or not contact with the body 411 or the risk of contact can be avoided (S830). It should be noted that the relative inclination angle between each occupant part 11 and the body 411 is stored in advance in the ROM 72 in order to determine whether or not the contact between each occupant part 11 of the occupant vehicle 310 and the body 411 can be avoided. When the predetermined relative inclination angle between the occupant part 11 and the body 411 is exceeded, that is, when the distance between each occupant part 11 and the body 411 is equal to or smaller than the predetermined distance, Judge that there is a risk of contact.

  As a result of the process of S830, when it is determined that the contact between the passengers 11 of the passenger vehicle 310 and the body 411 can be avoided (S830: Yes), the process proceeds to S832 and subsequent processes. When it is determined that the contact between each occupant 11 of the vehicle 310 and the body 411 cannot be avoided (S830: No), the relative position between the other vehicle and the body vehicle 410 detected in the process of S828 is determined. Based on the recalculation of the inclination angle θC of the body 411 (S831), the process proceeds to S832 and subsequent steps. The recalculation of the inclination angle θC of the body 411 based on the relative position between the other vehicle and the body vehicle 410 stores a correction coefficient corresponding to the relative distance between the other vehicle and the body vehicle 410 stored in advance in the ROM 72. This is performed by using a table (not shown) and multiplying the inclination angle θC of the body 411 calculated in the process of S829 by a correction coefficient.

  In the processing subsequent to S832, first, the lift amount L of the occupant portion 11 (see FIG. 25B) is calculated based on the inclination angle θA of the occupant portion 11 calculated in the processing of S825 or S827 (S832). It should be noted that the calculation formula for the lift amount L of the occupant section 11 is stored in advance in the ROM 72 (not shown).

  Next, based on the relative position between the other vehicle and the body vehicle 410 detected in the process of S828 and the inclination angle θA of the occupant part 11 calculated in the process of S825 or S827, the body 411 has each occupant part of the occupant vehicle 310. It is judged whether 11 can be accommodated (S833). It should be noted that whether the body 411 can accommodate each occupant part 11 of the occupant vehicle 310 is determined based on whether the relative position between the body 411 and each occupant part 11 is stored in the ROM 72 in advance. When the predetermined range is exceeded, it is determined that the body 411 cannot accommodate each occupant section 11.

  As a result of the process of S833, when it is determined that the body 411 can accommodate each occupant part 11 of the occupant vehicle 310 (S833: Yes), the process proceeds to S835 and subsequent processes. When it is determined that the occupant portion 11 cannot be accommodated (S833: No), the lifting amount H of the body 411 (see FIG. 32B) based on the inclination angle θC of the body 411 calculated in the process of S829 or S831. ) Is calculated (S834). The calculation of the lift amount H of the body 411 based on the tilt angle θC of the body 411 is a table that stores a relational expression between the tilt angle θC of the body 411 and the lift amount H of the body 411 stored in advance in the ROM 72 (FIG. (Not shown).

  After calculating the lifting amount H of the body 411, the rotation speed of the L motor 52L and the R motor 52R calculated in the process of S824, the inclination angle θA of the occupant part 11 calculated in the process of S825 or S827, and the process of S832 The lift amount L of the occupant unit 11 calculated in step S5 is transmitted to the other vehicle that performs the dependent traveling as the dependent vehicle in the linked traveling by the information communication device 54 (S835). Next, the rotational speeds of the L motor 152L and the R motor 152R calculated in the process of S824, the inclination angle θC of the body 411 calculated in the process of S829 or S831, and the lift amount H of the body 411 calculated in the process of S834 It transmits to the body vehicle 410 by the information communication apparatus 54 (S836). When the process of S834 is skipped, the lifting amount H of the body 411 is set to 0 and transmitted to the body vehicle 410.

  Thereafter, based on the rotation speeds of the L motor 52L and the R motor 52R calculated in the process of S824, drive control (rotation speed control) of the rotation drive device 52 (L motor 52L and R motor 52R) is performed (S837). Based on the inclination angle θA of the occupant section 11 calculated in the process of S825 or S827, the actuator device 53 (F actuator 53F and B actuator 53B) is driven (expansion / contraction amount control) (S838). The control process ends.

  Next, with reference to FIG. 41A, the dependent turning control process executed by the control device 370 of the passenger vehicle 310 will be described. FIG. 41 (a) is a flowchart showing a dependent turning control process executed by the control device 370 of the passenger vehicle 310 in the eighth embodiment.

  In the dependent turning control process (S813) shown in FIG. 41 (a), as described above, in the process of S811 of the turning control process shown in FIG. 39, the leading running as the leading vehicle is not performed in the linked running with the other vehicle. That is, this process is executed when it is determined that the subordinate vehicle is to be driven as a subordinate vehicle (S811: No). Regarding the dependent turning control process (S813), the CPU 71 first uses the information communication device 54 to determine the rotation speed of the L motor 52L and the R motor 52R, the inclination angle θA of the occupant portion 11, and the elevation amount L of the occupant portion 11. It is determined whether or not the data has been received from another vehicle that performs the initiative traveling as the initiative vehicle in the linked traveling (S841). As a result, when it is determined that it has not been received (S841: No), this dependent turning control process is terminated.

  On the other hand, if it is determined in step S841 that it has been received (S841: Yes), then, based on the rotational speeds of the L motor 52L and the R motor 52R received in step S841, the rotational drive device 52 (L Drive control (rotational speed control) of the motor 52L and the R motor 52) is performed (S842). Thereafter, based on the inclination angle θA of the occupant section 11 received in the process of S841, drive control (control of the expansion / contraction amount) of the actuator device 53 (F actuator 53F and B actuator 53B) is performed (S843), and the process of S841. On the basis of the lift amount L of the occupant unit 11 received in (5), drive control (extension / contraction amount control) of the occupant lift device 58 (UD actuator 58UD) is performed (S844), and this dependent turning control process is terminated.

  Next, with reference to FIG. 41 (b), a turning control process executed by the control device 470 of the body vehicle 410 will be described. FIG. 41B is a flowchart showing the turning control process executed by the control device 470 of the body vehicle 410 in the eighth embodiment.

  In the eighth embodiment, first, has the information communication device 154 received the rotation speed of the L motor 152L and the R motor 152R, the inclination angle θC of the body 411, and the lift amount H of the body 411 from the occupant vehicle 310? It is determined whether or not (S851). As a result, when it is determined that the information has not been received (S851: No), the turning control process ends.

  On the other hand, if it is determined in step S851 that the signal has been received (S851: Yes), then, based on the rotational speeds of the L motor 152L and the R motor 152R received in step S851, the rotation drive device 152 (L Drive control (rotational speed control) of the motor 152L and the R motor 152) is performed (S852). After that, based on the inclination angle θC of the body 411 received in the process of S851, drive control (control of the expansion / contraction amount) of the actuator device 159 (F actuator 159F and B actuator 159B) is performed (S853), and in the process of S851. Based on the received lifting amount H of the body 411, drive control (extension / contraction amount control) of the body lifting device 158 (UD actuator 158UD) is performed (S854), and this turning control process is terminated.

  As described above, according to the body vehicle 410 in the present embodiment, when the accommodation determination means (S833) determines whether the body 411 can accommodate each occupant part 11 of the occupant vehicle 310, the accommodation determination means ( When it is determined in S833) that the body 411 cannot accommodate each occupant part 11 of the occupant vehicle 310 (S833: No), the body 411 is moved up and down so that each occupant part 11 of the occupant vehicle 310 can be accommodated. . Therefore, each occupant part 11 of the occupant vehicle 310 can be prevented from protruding from the body 411.

  Note that in the flowchart shown in FIG. 40 (leading turning control process), the accommodation determination means according to claim 4 corresponds to the process of S833.

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

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

  In each of the above-described embodiments, the case where each vehicle (passenger vehicle 10, 210, 310 and body vehicle 110, 410) travels in a linked manner by transmitting and receiving traveling information to each other by the information communication devices 54, 154 has been described. However, the present invention is not necessarily limited to this, and the vehicle may be configured to travel in a linked manner by a connecting device that mechanically connects the vehicles using bolts or the like.

  In each of the above embodiments, the inclination angle θA of the occupant 11 and the inclination angle θB of the body 111 (inclination of the body 411) based on the operation state (operation amount) of the joystick device 51 (operation lever) in the left-right direction. The case where the angle θC), the lift amount L of the occupant portion 11 or the lift amount H of the body 411 is calculated has been described. However, the present invention is not necessarily limited to this. For example, based on information detected by the posture detection device 56 Thus, it may be configured to calculate the inclination angle θA of the occupant 11, the inclination angle θB of the body 111 (inclination angle θC of the body 411), the elevation amount L of the occupant portion 11, or the elevation amount H of the body 411. good. In this case, from the centrifugal force actually acting on the occupant portion 11 during turning, the inclination angle θA of the occupant portion 11, the inclination angle θB of the body 111 (inclination angle θC of the body 411), the lifting amount L of the occupant portion 11, Alternatively, since the lifting amount H of the body 411 can be calculated, the inclination angle θA of the occupant portion 11 and the inclination angle θB of the body 111 (inclination angle θC of the body 411) that are balanced with the centrifugal force can be calculated with high accuracy. As a result, the lift amount L of the occupant portion 11 and the lift amount H of the body 411 can be calculated with high accuracy.

  Further, in each of the above embodiments, the case where each actuator 53F, 53B, 153C, 58UD, 158UD, 159F, and 159B is configured as a telescopic actuator by a ball screw mechanism is described. However, it is naturally possible to use other mechanisms.

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

  In the first to third embodiments, the case where the body 111 is configured as a four-joint parallel link mechanism has been described. However, the present invention is not limited to this. For example, a joint portion is provided on the side column member 111c. It may be provided as a link mechanism having five or more nodes.

  Further, in the fourth, fifth, and eighth embodiments, the occupant portion 11 of the occupant vehicle 310 that performs subordinate travel as a subordinate vehicle in the coordinated travel of the two occupant vehicles 310 that travel in conjunction is moved up and down. However, the present invention is not necessarily limited to this. For example, the occupant portion 11 of the occupant vehicle 310 that performs the initiative run as the initiative vehicle may be raised or lowered, or detected by the position information detection device 55. The occupant portion 11 of one of the occupant vehicles 310 located on the inner side or the outer side of the turn may be lifted or lowered from the relative position with respect to the other vehicle.

  Further, in the fourth, fifth, and eighth embodiments, the case where the occupant part 11 of one of the two occupant vehicles 310 of the two occupant vehicles 310 that are linked and traveling is raised and lowered has been described. The present invention is not necessarily limited to this, and each occupant portion 11 of the two occupant vehicles 310 may be raised and lowered. In this case, the occupant portions 11 of the two occupant vehicles 310 are raised and lowered in opposite directions, that is, the occupant portions 11 of the occupant vehicle 310 located on the outer side of the turn are raised, while the occupants located on the inner side of the turn. By lowering the occupant part 11 of the vehicle 310, the amount of elevation of the occupant part 11 of the occupant vehicle 310 located on the outer side of the turn can be suppressed. The turning performance of the occupant vehicle 310 can be improved. In addition, the raising / lowering amount of the passenger | crew part 11 of each passenger vehicle 310 is not necessarily restricted to the ratio of 1: 1, For example, the ratio of 1: 2 or 1: 3 may be sufficient.

  In the fourth, fifth, and eighth embodiments, the case where the heights of the respective seats 11a (seat surface portions 11a1) on which the occupants P and Ps are seated has been described. For example, a line-of-sight position detection device that detects the height of the line of sight of each occupant P, Ps is provided, and the line-of-sight heights of the occupants P, Ps detected by the line-of-sight position detection device are matched. The occupant portion 11 may be raised and lowered. In this case, the height of the line of sight can be matched regardless of the difference in seating height between the passengers P and Ps, so that further improvement in comfort can be realized.

  In the sixth to eighth embodiments, the case where the elevation amount H of the body 411 is calculated based on the inclination angle θC of the body 411 has been described. However, the present invention is not necessarily limited to this. The body 411 may be moved up and down according to the distance between the ground and the body 411 detected by the sensor. In this case, even when the traveling road surface is inclined in the left-right direction, it is possible to avoid contact between the ground and the body 411 or the possibility of contact.

(A) is a front view of the linkage vehicle in 1st Embodiment, (b) is a side view of a linkage vehicle. It is the block diagram which showed the electrical structure of the passenger vehicle. It is a front view of the wheel support device of a crew member vehicle. It is a top view of the wheel support device of a crew member vehicle. It is a schematic diagram for demonstrating the inclination operation | movement of the wheel support apparatus of a passenger | crew vehicle, (a) has shown the state in a neutral position, (b) has each shown the state inclined. It is the block diagram which showed the electrical structure of the body vehicle. (A) is a front view of the wheel support apparatus of a body vehicle, (b) is a top view of the wheel support apparatus of a body vehicle. (A) is a front view of a connection member, (b) is a side view of a connection member. It is a schematic diagram for demonstrating the inclination operation | movement of the wheel support apparatus of a body vehicle, (a) has shown the state in a neutral position, (b) has each shown the state inclined. It is a flowchart which shows the turning control process performed with the control apparatus of a passenger | crew vehicle in 1st Embodiment. It is a flowchart which shows the turning control process performed with the control apparatus of the body vehicle in 1st Embodiment. (A) is a front view of the linkage vehicle during the left turn, and (b) is a front view of the linkage vehicle in which the body during the left turn is not deformed. It is a flowchart which shows the turning control process performed with the control apparatus of the passenger | crew vehicle in 2nd Embodiment. It is a flowchart which shows the turning control process performed with the control apparatus of the body vehicle in 2nd Embodiment. It is a front view of the linkage vehicle in 3rd Embodiment. It is a flowchart which shows the turning control process performed with the control apparatus of a passenger vehicle in 3rd Embodiment. (A) is a flowchart which shows the turning control process performed with the control apparatus of a passenger | crew vehicle in 3rd Embodiment, (b) is the turning performed with the control apparatus of the body vehicle in 3rd Embodiment. It is a flowchart which shows a control process. It is a front view of the linkage vehicle in 4th Embodiment. It is the block diagram which showed the electrical structure of the passenger vehicle in 4th Embodiment. It is the elements on larger scale of the passenger vehicle in 4th Embodiment. (A) is a front view of the 1st member of the passenger | crew part support member in 4th Embodiment, (b) is a side view of a 1st member. (C) is a front view of the 2nd member of a crew member support member in a 4th embodiment, and (d) is a bottom view of the 2nd member. It is a flowchart which shows the turning control process performed with the control apparatus of a passenger vehicle in 4th Embodiment. It is a flowchart which shows the initiative turning control process performed with the control apparatus of the passenger vehicle in 4th Embodiment. It is a flowchart which shows the dependent turning control process performed with the control apparatus of a passenger vehicle in 4th Embodiment. (A) is a front view of the linkage vehicle in 4th Embodiment in the left turn, (b) is a front view of the conventional linkage vehicle in the left turn. It is a flowchart which shows the initiative turning control process performed with the control apparatus of the passenger | crew vehicle in 5th Embodiment. It is a flowchart which shows the dependent turning control process performed with the control apparatus of a passenger vehicle in 5th Embodiment. (A) is a front view of the linkage vehicle in 6th Embodiment which has the body vehicle which is one Embodiment of the vehicle in this invention, (b) is a side view of a linkage vehicle. It is the block diagram which showed the electrical structure of the body vehicle in 6th Embodiment. (A) is a front view of the wheel support device of the body vehicle in 6th Embodiment, (b) is a top view of the wheel support device of the body vehicle in 6th Embodiment. (A) is a front view of the connection member in 6th Embodiment, (b) is a side view of a connection member. It is a schematic diagram for demonstrating the inclination operation | movement of the wheel support apparatus of the body vehicle in 6th Embodiment, (a) has shown the state in a neutral position, (b) has each shown the state inclined. . It is a flowchart which shows the turning control process performed with the control apparatus of a passenger vehicle in 6th Embodiment. It is a flowchart which shows the turning control process performed with the control apparatus of the body vehicle in 6th Embodiment. (A) is a front view of the linkage vehicle in the sixth embodiment during a left turn, and (b) is a front view of the linkage vehicle in which the body during a left turn does not tilt. It is a flowchart which shows the turning control process performed with the control apparatus of a passenger vehicle in 7th Embodiment. It is a flowchart which shows the turning control process performed with the control apparatus of the body vehicle in 7th Embodiment. It is a front view of the linkage vehicle in 8th Embodiment. It is a flowchart which shows the turning control process performed with the control apparatus of a passenger vehicle in 8th Embodiment. It is a flowchart which shows the initiative turning control process performed with the control apparatus of a passenger | crew vehicle in 8th Embodiment. (A) is a flowchart which shows the dependent turning control process performed with the control apparatus of the passenger | crew vehicle in 8th Embodiment, (b) is performed with the control apparatus of the body vehicle in 8th Embodiment. It is a flowchart which shows turning control processing.

11 Crew (car body)
10,310 Crew (other vehicles)
155 Position information detection device (position information detection means)
158 Body lifting device (body lifting means)
158UD UD actuator (part of body lifting means)
159 Actuator device (body tilting means)
159F F actuator (part of body tilting means)
159B B actuator (part of body tilting means)
176 Body height detection device (body height detection means)
177 Body inclination detection device (body inclination detection means)
410 Body vehicle (vehicle)
411 body

Claims (4)

A vehicle that travels in conjunction with another vehicle that turns with the body tilted,
A body for accommodating at least a part of a vehicle body of the other vehicle;
Body tilting means for tilting the body based on turning information of the other vehicle;
A body elevating means for elevating the body when the body is inclined by the body inclination means; and
A vehicle comprising:   The vehicle according to claim 1, wherein the turning information is an inclination amount of the vehicle body based on a turning operation of the other vehicle. Body height detecting means for detecting the height of the body;
Body inclination amount detecting means for detecting the amount of inclination of the body;
When the body is tilted by the body tilting means, the body is detected based on the height of the body detected by the body height detecting means and the tilt amount of the body detected by the body tilt amount detecting means. A contact determination means for determining whether or not the contact with the ground,
3. The vehicle according to claim 1, wherein the body elevating means elevates the body when the contact determining means determines that the body contacts the ground. 4. Position information detecting means for detecting position information of the other vehicle;
Accommodation determination means for determining whether the body can accommodate at least a part of the body of the other vehicle based on the position information of the other vehicle detected by the position information detection means and the turning information of the other vehicle. And comprising
4. The body raising / lowering means raises / lowers the body when the accommodation determining means determines that the body cannot accommodate at least a part of a vehicle body of the other vehicle. The vehicle described in Crab.

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