JP6029107B2 - Small vehicle - Google Patents

Description

The present invention relates to a small vehicle suitable for city driving with one or two people having a single driver's seat in the lateral direction of the vehicle, and more particularly to improve space efficiency in a limited volume space, It is related with the vehicle structure which protects a passenger | crew at the time of a collision and falling while ensuring boarding / exiting property.

Non-Patent Document 1 describes a small vehicle as an object of the present invention as “ultra-compact vehicle”, “one- or two-seater that is more compact than a car, has a small turn, has excellent environmental performance, and is easy to move in the area. Is a vehicle defined as “degree vehicle”. Such small vehicles are generally more compact and more compact than a general automobile having only one seat in the lateral direction for passengers to ride, and having two or more seats in parallel. Because of its narrow width, it has a light load on roads, traffic, and parking spaces, and its weight is lighter than that of ordinary cars, so it has the advantages of reducing environmental burdens such as CO2 reduction. This is a vehicle for which demand is expected in the future.

Such a small vehicle has a single driver's seat in the lateral direction of the vehicle, for example, as described in Patent Document 1, and has a frame surrounding the front, rear, upper, and lower sides of the seat. In addition, an opening opened for the passenger to get on and off the side of the seat is omitted, and a door for closing the opening is omitted in order to ensure the passenger getting on and off in a narrow parking space and to reduce the weight.
In addition, in order to enable passengers to get on and off the passenger's seat located behind the driver's seat, the driver's seat rotates around the fulcrum provided on the frame above the vehicle. Thus, a structure is adopted in which the driver's seat can be moved while avoiding interference with the steering handle of the vehicle.

In addition, the structure described in Patent Document 2 employs a structure in which a bar-shaped side bar is provided at the side opening of the seat, and the side bar is flipped up above the vehicle, so that passengers can get on and off in narrow parking spaces. The sex is secured.

Further, Patent Document 3 discloses various types of vehicles for the purpose of improving the space efficiency of the vehicle, facilitating getting on and off of the driver and the rear passenger, and further improving the protection of the passenger. In the sixth embodiment and the seventh embodiment, it is proposed that the vehicle can be extended and retracted in the front-rear direction.

Further, Patent Document 4 aims at battery protection, space efficiency, and mass concentration by accommodating a power battery in a space formed in a substantially quadrangular portion of the vehicle body frame located at the center of the vehicle body. A small electric vehicle is described.

FR2950004A1 WO202059396A1 Patent 4546045 JP 09-286348

Ministry of Land, Infrastructure, Transport and Tourism City Bureau, Automobile Bureau, “Guidelines for Introduction of Ultra-compact Mobility”, June 2012, [Search February 5, 2013], Internet <URL: http://www.mlit.go.jp /common/000212867.pdf>

In such a small vehicle, it is one of important development issues to ensure safety of passengers in and out of the vehicle in a small parking space and to improve safety.
Since a small vehicle has a narrow tread, the lateral stability is lower than that of a normal automobile, and the risk of the vehicle rolling over is high. However, if the conventional vehicle structure such as an automobile having two or more seats in the lateral direction is simply replaced with an ultra-compact vehicle, the safety against rollover can be assured as before, but the safety is higher than before. Can not. Moreover, the advantages of small vehicles such as “lightweight, compact and low manufacturing cost” cannot be utilized. In other words, if the monocoque frame structure that secures the rigidity and strength of the entire vehicle body, which is widely adopted in ordinary automobiles, is applied as it is, the weight of the entire vehicle body will increase and the running performance of the vehicle will deteriorate. The fuel efficiency performance of the small vehicle is sacrificed and the manufacturing cost of the vehicle is also increased.

Patent Documents 1 and 2 are typical examples in which a monocoque body employed in a conventional general vehicle, particularly a passenger car, is applied to a small vehicle as it is.
Since a general monocoque structure vehicle body is formed integrally with a vehicle body supporting a compartment of a power unit such as a wheel, an axle, a suspension device, an engine, and a transmission with respect to the vehicle body, and the passenger compartment. A structural design having high torsional rigidity and bending rigidity as a whole is required so that even a slight distortion does not occur with respect to the opening for the door and window formed in the chamber. For this reason, when the vehicle receives an impact that causes deformation of the vehicle body due to a collision, the entire vehicle body including the opening of the door frame and the like is deformed. In addition to the repairs required for stable driving, it is necessary to fully modify the upper structure of the vehicle body, such as the door frame, and the modification of the upper structure affects the lower structure, resulting in vehicle alignment. It may break down, and repairing the vehicle requires high skill and skill.
In addition, the monocoque body requires many openings for doors and windows, even though it is a monocoque (literally, the only shell) in order to ensure ease of getting on and off the passenger compartment. These openings require reinforcement of pillars and subframes for each opening in order to ensure the rigidity and strength of the vehicle as a whole, resulting in an increase in the weight of the vehicle body. In general, the larger the area of the opening and the larger the internal space volume, the stronger the reinforcement must be.

In Patent Document 1, the door on the side of the seat of the vehicle is abolished in order to suppress the increase in the weight of the vehicle body, and since the side of the seat is widely opened, the passengers can get on and off, It does not show any solution for collisions from the side of the vehicle and rollover of the vehicle.
Moreover, in patent document 2, although it is a structure where a passenger | crew is protected by this by providing a lighter side bar compared with a door in an opening part, it is completely said that a passenger | crew is exposed to a wind and rain only by a side bar. If the occupant neglects the duty of safety and rolls over without wearing a seat belt, parts of the occupant's body, such as hands and legs, are prevented from being reflected out of the vehicle. It is not possible.

The first to fifth embodiments of Patent Document 3 have a structure in which the side of the vehicle is opened in the same manner as Patent Documents 1 and 2, and there is no solution for the protection of passengers at the time of a collision or rollover from the side. It does not indicate a solution.
In addition, in the sixth and seventh embodiments, the extendable vehicle with a roof employs a structure in which the vehicle body expands and contracts in order to make the space when parked compact, and passengers get on and off the frame or open the roof greatly. There is room for improvement in the occupant's boarding / exiting performance because the passenger gets on and off from the front of the vehicle. Further, as in the previous embodiment, no solution is shown with respect to the protection of the occupant during a side collision or rollover.

In addition, in the case of a micro electric vehicle that uses a motor as a driving source of a vehicle, there is a tendency to use a high-voltage battery power source of 60V or more in order to increase the number of revolutions of the motor. Ensuring the safety of the assumed high-voltage power supply is also an important technical issue.
The battery mounting structure disclosed in Patent Document 4 concentrates on the inside of the vehicle body under the vehicle floor and arranges the battery so as to be surrounded by the vehicle body to protect the battery by the strength of the vehicle body. In addition, the weight of the vehicle body is increased, and the battery is disposed under the floor, so that the floor of the passenger compartment becomes high, and the drivability and the boarding / alighting performance are impaired.
Further, Patent Document 4 is a structure in which a mass is concentrated by placing a battery in the center of the left and right of the vehicle body. However, in a small vehicle with a narrow tread, when the mass is concentrated in the center of the vehicle, the mass is dispersed. In comparison, the inertial force with respect to the force from the lateral direction of the vehicle is reduced, and the overturn resistance is reduced.
In small vehicles with narrow treads, the battery placement (mass management) in the left-right direction of the vehicle as well as protection when the battery falls is an issue that must be considered in terms of the balance between maneuverability and fall resistance. One.

Accordingly, an object of the present invention is to improve space efficiency in a limited volume space of a small vehicle, improve battery removability, and improve the vehicle roll direction in a vehicle having a single passenger seat in the lateral direction. A vehicle structure is provided in which the inertial force is increased to increase the resistance to rollover.

In order to solve the above problems, the small vehicle of the present invention is:
A chassis frame that supports a front wheel, a rear wheel, a drive device that drives the front wheel or the rear wheel, and a steering device that steers the front wheel or the rear wheel;
An occupant compartment disposed substantially in the center of the chassis frame;
A single occupant seat in the width direction of the vehicle disposed in the occupant compartment,
A small vehicle that forms an occupant protection structure from an outer shell of the occupant compartment and a subframe,
A battery protection case for storing a battery for supplying electric power to the driving device is supported by the chassis frame in a plurality of symmetrically distributed between the inner rear of the front wheel and the occupant protection structure,
In vehicle side view, the outer contour of the front wheel and at least a part of each battery protection case overlap and at least a part of the occupant protection structure and each battery protection case overlap,
In the vehicle plan view, each battery protection case is disposed obliquely so that the longitudinal center line of each battery protection case approaches the vehicle front-rear center line as it goes from the passenger compartment to the front of the vehicle. A featured small vehicle is proposed.

According to the invention described in claim 2, a chassis that supports a front wheel, a rear wheel, a drive device that drives the front wheel or the rear wheel, and a steering device that steers the front wheel or the rear wheel. Frame,
An occupant compartment disposed substantially in the center of the chassis frame;
A single occupant seat in the width direction of the vehicle disposed in the occupant compartment,
A small vehicle that forms an occupant protection structure from an outer shell of the occupant compartment and a subframe,
A battery protection case for storing a battery for supplying electric power to the driving device is supported by the chassis frame in a plurality of symmetrically distributed between the inner front of the rear wheel and the occupant protection structure,
In a vehicle side view, at least a part of the outer contour of the rear wheel and each battery protection case overlap and at least a part of the occupant protection structure and each battery protection case overlap,
In the vehicle plan view, each battery protection case is disposed obliquely so that the longitudinal center line of each battery protection case approaches the vehicle front-rear center line as it goes from the passenger compartment to the rear of the vehicle. A featured small vehicle is proposed.
Note that the concept of direction in the present invention is based on the direction viewed from the driver who has boarded the vehicle in the traveling state. Therefore, “front” and “rear” according to claims 1 and 2 are “front of the vehicle in the traveling direction” and “rear of the vehicle in the traveling direction”, respectively.

According to the present invention, the following effects are achieved by the configuration described in claim 1 or claim 2.
In the vehicle side view, the outer contour of the wheel and at least a part of the battery protection case overlap and at least a part of the occupant protection structure and the battery protection case overlap. The space around the passenger protection structure can be used effectively. In addition, in the vehicle plan view, the battery protection case is disposed obliquely so that the longitudinal center line of the battery protection case approaches the front-rear direction center line from the passenger compartment toward the front or rear of the vehicle. Therefore, even when the battery is removed for maintenance, the battery can be removed from the side of the vehicle without removing the occupant protection structure and the wheels. In addition, since the batteries are arranged in the left and right directions, the inertia force in the roll direction of the vehicle is increased, and the resistance to rollover can be increased even in a vehicle with a narrow tread.

Side view of the entire small vehicle The plan view Perspective view of small vehicle showing front movement of front protection structure Perspective view of small vehicle showing turning of seat protection structure Schematic plan view of a small vehicle showing the front protection structure, the seat protection structure, and the movement of the seat Schematic plan view of a small vehicle showing the support member of the front protection structure AA arrow view in FIG. 6 showing the moving state of the front protection structure Front view showing the fall of the vehicle Front sectional view showing the inside of the seat protection structure and the pivot axis Schematic plan sectional view of the occupant protection structure showing the steering handle position Schematic plan sectional view of a vehicle showing the arrangement of seats in another embodiment Side sectional view of another embodiment Partial sectional drawing which shows operation | movement of a seat when the passenger | crew protection structure in another embodiment is a turning position The fragmentary sectional view which shows the sliding movement of the seat in another embodiment Side view showing the position of the battery protection case in a small vehicle Plan view showing the position of the battery protection case in a small vehicle Sectional view of FIG. 11B-B showing the inclined wall surface of the passenger protection structure and the battery protection case The principal part enlarged view which shows the action | operation of the joint locking means of a front part protection structure and a seat part protection structure Schematic showing the hydraulic steering mechanism Schematic diagram showing a mechanical steering mechanism Schematic sectional view showing the head airbag Front sectional view of occupant protection structure showing operation of side airbag Side sectional view of occupant protection structure (seat portion protection structure) showing the position of the side airbag

Embodiments according to the present invention will be described below with reference to the drawings. In addition, the concept of the direction used in the following description is based on the direction seen from the driver who has boarded the vehicle in the traveling state.

As shown in FIGS. 1 and 2, for example, a small vehicle that is an electric vehicle includes a front wheel 11 in front of the chassis frame 1, a rear wheel 12 in the rear, a driving device 13 that drives the rear wheel, and steering that steers the front wheel. The device 14 is supported.
In the center of the chassis frame 1, an occupant compartment 2, which is partitioned independently from the chassis frame 1, is disposed, and a seat constituting the rear half of the occupant protection structure 20 that forms the outer shell of the occupant compartment 2. The part protection structure 22 is supported on the chassis frame 1 so as to be turnable by a turning shaft 24.

The occupant protection structure 20 is divided into a front protection structure 21 in the front half and a seat protection structure 22 in the rear half, and an occupant gets on and off the dividing surface of the front protection structure 21 and the seat protection structure 22. A unique opening 20a is formed.
In the passenger compartment 2, a single seat 3 is supported by the seat portion protection structure 22 in the width direction (lateral direction) of the vehicle including a seat seat surface, a seat back, and a headrest.
The side and upper side of the seat 3 are surrounded by a seat protection structure 22 that forms the latter half of the occupant protection structure 20, and protects the occupant when a collision occurs from the side or the vehicle falls.

The opening 20a of the seat protection structure 22 is closed by the front protection structure 21 except when the passenger gets on and off.
The opening 20a of the seat protection structure 22 is not necessarily closed, but is closed by the front protection structure 21 in this embodiment. As a result, it is possible to prevent the occupant from jumping forward in the event of a collision, to secure the occupant compartment 2 as a living space, and to protect the occupant from wind and rain.

The front protection structure 21 can be attached to the seat protection structure 22 via a hinge so that it can be released and closed. However, as shown in FIGS. 6 and 7, the support members 231 and 232 are attached to the chassis frame 1. It is attached via. Accordingly, it is not necessary to secure a large space for opening the closing member to the side of the vehicle when the seat protection structure 22 turns and the passenger gets on and off, and the passenger getting on and off is improved.

The structure of the chassis frame 1, the drive device 13, the steering device 14, the suspension device (not shown), the brake device (not shown), and the like are well known, and detailed descriptions other than the structure related to the present invention will be given. Although omitted, the chassis frame 1 may adopt any structure from a ladder format, a panel format, a tubular format, etc., as long as it is a crushable structure that absorbs the energy of a collision described later by deformation.

The drive device 13 may be an internal combustion engine, and may drive the left and right wheels with a single drive device, but in the present embodiment, the left and right independent electric motors are respectively provided on the rear wheel 12 side. Driving devices 13 and 13 are arranged. As a result, the center part of the vehicle body between the left and right wheels can be effectively used as a luggage compartment (not shown) or a moving space for the frame, and the vehicle's overturn resistance is increased by dispersing the mass to the left and right. ing.
Further, the driving device 13 may be disposed on the front wheel 11 side, or the driving device 13 may be disposed on both the front wheel 11 side and the rear wheel 12 side.

[Frame movement]
3, 4, and 5 are diagrams schematically showing the operation of the protection frame, and FIG. 3 is a perspective view showing a state in which the front protection structure 21 and the seat protection structure 22 are combined. This state is a state where the vehicle is traveling or is capable of traveling, and is a state other than the occupant's getting-on / off operation during parking.
In this coupling position, in order for the passenger to get on and off, first the coupling lock of both frames is released, so that the front protection structure 21 is outside the turning range of the seat protection structure 22 in front of the arrow M1 in the figure. Moving. The forward movement of the front protection structure 21 may be performed by an operation in which the occupant manually pushes the frame forward, but may also be performed by the actuator 233 of FIG.

FIG. 4 shows a state in which the coupling between the front protection structure 21 and the seat protection structure 22 is released and the mutual structures are separated from each other. At this separated position, the seat protection structure 22 is shown in the direction of the arrow M2 in the figure. It turns and moves from the side of the vehicle to a position where it can get on and off.

The front protection structure 21 may be fixed to the chassis frame 1 and the seat protection structure 22 may be moved rearward together with the pivot shaft 24. However, in this embodiment, the front protection structure 21 The body 21 was moved forward. As a result, the seat portion protection structure 22 can be simply turned at a position close to the center of gravity even when the occupant is in a boarding state and a heavy load, the structure can be simplified, and the structure can be moved in the front-rear direction. The capacity of the actuator 233 can be reduced.
The front protection structure 21 includes a windshield 211 for securing a front view of the occupant above the front protection structure 21.
Further, the direction of turning may be arbitrarily changed according to road regulations (right-hand traffic or left-hand traffic) in each country.

FIG. 5 is a plan view schematically showing the operation of the occupant protection structure 20, and FIG. 5A shows the separated position, and the state after the front protection structure 21 is moved in the direction of the arrow M1 (turning original position). Indicates. FIG. 5B shows a state where the seat portion protection structure 22 is turning in the direction of M2, and FIG. 5C shows a state (turning position) after the seat portion protection structure 22 is turned.
In the turning position of FIG. 5C, the seat 3 moves to the front M3 direction (left side as viewed from the traveling direction of the vehicle) of the opening of the seat portion protection structure 22 together with the floor 5 on which the occupant puts his feet, and greatly increases in the lateral direction. The passenger can get on and off with a comfortable posture without overhanging.

The moving mechanism of the seat 3 and the floor 4 has a known parallel link (not shown) or a slide rail (not shown) and a seat moving actuator (not shown).
In addition, a series of movements of the occupant protection structure 20 from the coupling position to the turning position is performed by a button (not shown) provided at a position where the occupant can be operated while seated, or a remote control carried by the occupant (FIG. It is preferable that the operation is performed automatically with the assistance of an actuator by an operation (not shown).

Note that a series of operations for moving the occupant protection structure 20 from the coupling position to the turning position can be performed manually. is there.

<Movement condition from coupling position to separation position>
・ Remote control open button or vehicle open button = ON ・ Coupling lock = Release ・ Vehicle speed = Zero ・ Travel motor stop ・ Main switch = OFF ・ Parking brake = ON << Separation position, moving condition from the original turning position to turning position >>
・ Separation position confirmation limit switch = ON At this time, if necessary, the distance to the obstacles such as the vehicles next to the vehicle side is measured by the vehicle side obstacle distance sensor (not shown), and the seat protection structure When an obstacle exists in the turning range of the body 22, an alarm can be generated. In particular, in the case of a large passenger compartment having a rear seat 32, the amount of overhang when turning as shown in FIGS. 14 and 15 is large, and thus the lateral distance sensor in the turning range is effective.
Further, if the steering handle 42 is locked by a steering handle locking means (not shown) that locks the steering handle 42 with the turning operation, the handle grip 43 can be used as an assist grip when the passenger gets on and off.
<< Movement condition from turning position to turning position (separation position) >>
-Remote control open button or vehicle open button = ON-Separation position confirmation limit switch of front protection structure 21 = ON At this time, the presence of an obstacle is detected in the turning range of the seat protection structure 22 as necessary An obstacle sensor (not shown) is provided, and an alarm can be generated when an obstacle is present.
Moreover, the well-known pinching prevention function employ | adopted with the power window for vehicles and a slide door can also be provided.
Further, when the seat 3 has a slide mechanism, the position of the seat 3 is within a predetermined range.
<< Movement condition from separation position (original position of turning) to coupling position >>
-Turning home position confirmation limit switch = ON At this time, if necessary, an obstacle sensor for detecting the presence of an obstacle can be provided in the moving range, and an alarm can be generated when the obstacle exists. Moreover, the well-known pinching prevention apparatus employ | adopted with the power window for vehicles and a slide door can also be provided.
<Conditions for operating the coupling lock at the coupling position>
・ Combination position check limit switch = ON << Vehicle start conditions >>
・ Connection lock state = Lock ・ Seat sensor = ON ・ Seat belt installed ・ Steering handle unlock

Further, as shown in FIG. 9, the seat protection structure 22 constituting the occupant protection structure 20 is supported by the chassis frame 1 so as to be turnable in the horizontal direction via support members 24, 241, and 242. In the example of FIG. 9, the rail 241 and the roller 242 are provided between the chassis frame 1 and the seat portion protection structure 22 in order to distribute the load related to the turning shaft 24 and smoothly perform the turning operation.
In the example shown in FIG. 9, the roller 242 that receives a load in the vertical direction and the roller 242 that receives a load in the horizontal direction are shown, but the turning operation is smoothly performed by receiving the load of the seat protection structure 22. Any format can be used if it can be done. Moreover, the turning shaft 24 can be abolished by performing the turning operation by receiving the load of the seat protection structure 22 only by the rail 241 and the roller 242 which are support members.
In addition, the turning angle is set to 90 degrees in the embodiment. However, if the passenger can get on and off, the turning angle may be less than 90 degrees.

The impact strength of the support members 24, 241, and 242 that support the seat portion protection structure 22 with respect to the chassis frame 1 is set lower than the impact strength of the occupant protection structure 20 that constitutes the occupant compartment 2. . Thereby, even when the chassis frame 1 and the support members 24, 241, and 242 are deformed while absorbing the impact energy at the time of the collision, it is possible to reduce the transmission of the impact to the passenger compartment 2.

6 and 7 show a link type moving structure of the front protection structure 21, and the front protection structure 21 is supported by the chassis frame 1 so as to be movable by a front link 231 and a rear link 232 which are support members. Has been. Each of the front link 231 and the rear link 232 has a bent portion at an intermediate portion thereof, and even if the chassis frame 1 is deformed so as to absorb energy at the time of collision, the deformation does not affect the occupant protection structure 20. In addition, the links 231 and 232 are easily buckled at the bent portion. Further, when the front protection structure 21 is moved forward by the bent portion, the links 231 and 232 and the front protection structure 21 are not interfered by the bent portion.

The links 231 and 232 of the support member of the front protection structure 21 are connected to the chassis frame 1 and the front protection structure 21 via an elastic member (not shown) such as an elastic bush. As a result, noise and vibration of the chassis frame 1 can be prevented from being transmitted to the passenger compartment 2, and a slight misalignment can occur due to compliance when the front protection structure 21 and the seat protection structure 22 are coupled. Even if there is a force, an unreasonable force does not act, and the operation of coupling and decoupling can be performed smoothly.

The impact strength of the links 231 and 232 that are support members for supporting the front protection structure 21 with respect to the chassis frame 1 is set lower than the impact strength of the occupant protection structure 20 constituting the occupant compartment 2. Yes. Thereby, even when the chassis frame 1 and the support members 231 and 232 are deformed while absorbing the impact energy at the time of the collision, it is possible to reduce the transmission of the impact to the passenger compartment 2.

[Frame shape and materials]
The passenger compartment 2 is formed in a space surrounded by the passenger protection structure 20. The occupant protection structure 20 includes a seat protection structure 22 and a front protection structure 21, and has an egg-shaped stress skin structure as a whole. The occupant protection structure 20 is formed in a substantially elliptical shape consisting of curves in which the respective cross sections in two planes perpendicular to each other on one straight line passing through the occupant compartment 2 are continuous. Therefore, it is possible to receive external loads distributed on the surface, and there is no partial bending point where stress concentrates. Therefore, even if the weight is reduced by a thin outer shell, the required impact strength can be ensured. . Further, the outer shell material is formed from a resin material containing a polycarbonate resin having excellent impact resistance at least in part, thereby realizing a lightweight and strong occupant protection structure 20 and a polycarbonate resin. The inside of the passenger compartment 2 can be brightened by the property of transmitting light, which is a feature of the above.
In addition, as a resin material containing a polycarbonate resin, a resin material reinforced with a fiber material can be adopted, and in particular, the fiber orientation direction in the opening 20a of the occupant protection structure 20 is set to the circumferential direction of the opening. Thus, the strength of the opening 20a can be effectively increased.
Moreover, the resin material containing polycarbonate resin can employ | adopt consisting of the resin material which mixed the well-known polyester resin, and can make moldability, dimensional accuracy, and an external appearance characteristic favorable.
The structure molded with resin is manufactured by injection molding, and the seat portion protection structure 22 is molded by dividing the upper half and the lower half so that there is no undercut. In addition, since the front protection structure 21 has no undercut, it may be molded integrally with a transparent material to color the necessary part, but the windshield 211 part and the lower half part are divided and molded. If so, the material, thickness, and strength can be selected as necessary.

[Sub-frame]
6 and 7, the occupant protection structure 20 has subframes 212, 213, 222, 223, and 224.
The seat protection structure 22 that forms the rear half of the passenger compartment 2 has a rear horizontal subframe 222, a vertical subframe 223 that reinforces the opening 20a in front of the seat 3, and a front end connected to the vertical subframe 223. A lower subframe 224 connecting the rear end to the rear horizontal subframe 222 is provided.
The rear horizontal sub-frame 222 is substantially arcuate in plan view, and the left and right ends that surround both the left and right sides from the rear of the seat and open forward are connected to the vertical middle of the vertical sub-frame 223, and the lower sub-frame is rearward. Connected to the frame 224.
The vertical subframe 223 is formed in an annular shape so as to reinforce the front opening 20a of the seat protection structure 22, and is connected to the rear horizontal subframe 222 at the middle in the vertical direction, and the lower end is the lower subframe 224. Connected to. Also, a positioning means for restricting the position of the coupling portion with the coupling lock means 25, the lock actuator 253, and the opening 20a of the seat protection structure 22 for coupling the seat protection structure 22 and the front protection structure 21. 26, coupling position guide means (not shown) are arranged at a plurality of locations on the annular vertical sub-frame 223 (see FIG. 18, where the arrangement positions are not shown).
The outer shell between the rear side of the vertical sub-frame 223 and the upper side of the rear horizontal sub-frame 222 is formed of, for example, a transparent polycarbonate resin in order to secure the side view of the occupant and the rear view.
The lower sub-frame 224 has a front end connected to the vertical sub-frame 223, a rear end connected to the rear horizontal sub-frame 222, and a pivot shaft (bearing) 24, a seat 3 and a steering post of the seat protection structure 22 at an intermediate portion. Equipment such as 41 that requires a relatively supporting load is supported.

The front protection structure 21 has a front horizontal subframe 212 and a vertical subframe 213. The front horizontal subframe 212 has an arc shape that opens rearward in a plan view, and the front portion of the front horizontal subframe 212 is supported by the link 231 on the front side and the left and right rear ends by the link 232. Further, the left and right rear end portions are arranged at a height that is continuous with the front end of the rear horizontal subframe 222.
The vertical subframe 213 has a front horizontal subframe 212 connected to an intermediate portion in the vertical direction, and includes a semi-flat dome-shaped transparent windshield 211 above the front horizontal subframe 212 and in front of the vertical subframe 213.
Further, the vertical subframe 213 of the front protection structure 21 is coupled to the vertical subframe 223 located in the opening 20a in front of the seat protection structure 22, so that the hook of the coupling lock means 25 of the vertical subframe 223 is used. 252 and the striker 251, the taper pin 261, and the guided means (not shown) corresponding to the tapered hole 262 of the positioning means 26 are attached to a plurality of locations in the circumferential direction. (See Figure 18)

The material of each subframe is manufactured by partially thickening a metal material or resin material or reinforcing a fiber as necessary. The resin material forming the subframe and the outer shell may be joined by mechanical means such as bolts, but may be molded by inserting a metal frame during resin molding.
The lower half of the seat protection structure 22 needs strength to support the pivot shaft 24, the seat 3, the steering handle 42, the floor 5, and the like, but the lower subframe 224 can be crossbar ( It can also be configured by two pipes (not shown) parallel to the left and right connected by (not shown), by partially increasing the thickness of the resin material as necessary, or by reinforcing the fiber You may make it ensure required intensity | strength.

FIG. 8 is a front view showing a state where the vehicle rolls over, and it can be seen that the outermost portion of the front wheel 11 and the rear horizontal subframe 222 of the seat portion protection structure 22 is in contact with the ground. The stressed skin structure is easily deformed and destroyed when subjected to a strong local force, but the part that contacts the ground at the time of falling is protected by the rear horizontal sub-frame 222, and the stress received from the ground is dispersed, thereby falling The occupant protection structure 20 can be prevented from being destroyed.

[Steering handle]
9 and 10 show the arrangement of the steering handle 42 provided in the seat protection structure 22. As shown in FIG. 9, the steering handle 42 is provided on the left and right sides of the seat protection structure 22 below the floor 5. The steering post 41 mounted at the center in the direction is supported so as to be pivotable about a substantially vertical axis, directed to the left and right sides from the steering post 41, and then the left and right inner walls and interior of the seat protection structure 22 A space between the cover 225 and the cover 225 extends upward along the arc-shaped inner wall, extends inward from a slit-shaped opening provided in the interior cover 225, and has a handle grip 43 at the upper end.
As shown in FIG. 10, the handle grip 43 is disposed away from the left and right of the opening 20 a of the occupant protection structure 20.
For this reason, the steering handle 42 does not become an obstacle to the turning operation of the seat protection structure 22. Further, since the front of the seat 3 is open at the turning position, the steering handle 42 does not prevent the passenger from getting on and off, and does not become an obstacle when the passenger moves the seat 3 back and forth for getting on and off. Further, when driving, the occupant can hold the elbow while bending it, and can steer in an easy posture. In addition, since the tip is formed in a loop shape, there is no tip protruding like a bar handle, so it is safe and easy to grip, and also functions as an assist grip when getting on and off.
The steering handle 42 can adjust the angle, the vertical position, and the amount of protrusion to the inside by a known method so as to match the physique of the driver.
A slide cover (not shown) that moves following the movement of the steering handle 42 is provided in the slit-like opening of the interior cover 225.
An acceleration instruction device (not shown) and a deceleration instruction device (not shown) are provided at arbitrary positions near the handle grip 43, but the deceleration instruction device is provided on the floor 5 as a brake pedal (not shown). May be.
Further, the brake pedal may be provided with a parking lock, and an interlocking means for permitting / enabling movement of the front protection structure in a state where the parking lock is locked may be further provided.

19 and 20 show a steering force transmission means 44 from the steering handle 42 to the steering device 14 of the front wheels 11. FIG. 19 shows an embodiment in which the steering force is transmitted by hydraulic pressure, and FIG. This is a mechanical embodiment using the.
In the case of the hydraulic type, hydraulic pressure is generated by a hydraulic piston 451 connected to the steering handle 42, and the steering force is transmitted to the hydraulic actuator 452 of the front wheel steering device 14 via the hydraulic hose 442. The front wheel steering device 14 has a known structure, and the left and right are connected by a relay rod.
In the case of the mechanical type, the steering force is transmitted to the steering device 14 of the front wheel 11 by the Bowden wire 441 connected to the steering handle 42.
Since the steering force transmission means 44 is routed so as to pass near the center of the turning shaft 24, the hydraulic hose 442 or the Bowden wire 441 is not twisted or pulled by the turning operation.
Further, since the left and right systems are transmitted to the steering device 14 independently, the steering force transmission means 44 can continue the steering operation even if one of the transmission systems has a problem, for example.
The steering force transmission means 44 may be by-wire (electrical), or may be a combination of a plurality of means among hydraulic, mechanical, and electrical means.

[seat]
The movement of the seat for the passenger to get on and off at the turning position will be described by taking as an example an embodiment having a rear seat shown in FIGS. 11 to 14. The small vehicle shown in FIGS. 11 and 12 has a single driver's seat 3 in the lateral direction, and the front of the driver's seat 3 is directed diagonally right frontward in the direction of travel of the vehicle. The passenger's rear seat 32 is disposed offset to the left with respect to the center of the vehicle, and the detachable infant seat 33 is provided on the opposite side of the passenger's rear seat 32. Since the passenger's rear seat 32 is disposed obliquely, the length of the passenger compartment in the front-rear direction can be shortened, a space on the side of the passenger's shoulder is ensured, and the protruding object is located in front of the eyes. By ensuring no space, it is possible to create a rear seat space with little feeling of pressure even in a narrow space. In addition, the space around the passenger's knees has room, and there is an effect that the passenger can sit in an easy posture.
In addition, since the infant seat 33 is detachably provided in front of the rear seat 32 for the passenger, the passenger can watch the infant seated on the infant seat 33. Since the height of the eyes of the child and the height of the eyes of the seated infant can be made substantially the same, both passengers and infants can be provided with a sense of security.
In addition, the other structure of this embodiment is the same as that of embodiment of the small vehicle for 1 person.

FIGS. 13 and 14 show the movement of the seat 3 in the turning position. The seat 3 is supported by the seat portion protection structure 22 together with the floor 5.
The seat 3 can be folded forward by a hinge behind the seat seat surface, and the seat 3 is folded on the slide rail 351 in the direction of the opening 20a of the seat protection structure 22 with the seat back folded. By sliding, a space through which the occupant can pass is created in the opening 20a, and the occupant can get on and off the rear seat 32. In this embodiment, the configuration is shown in which the seat is slid by the slide rail 351. For example, a hinge (not shown) may be provided in front of the seat support member 35 so that the seat rotates. Alternatively, the seat support member 35 may be translated by a link (not shown).
Further, in the present embodiment, the occupant gets on and off the rear seat 32 as an example, but the seat 3 may be moved back and forth for the driver to get on and off, and the seat 3 is an actuator (not shown). It is also possible to drive the
With the above configuration, in the turning position, the seat moves in the direction of the opening of the seat protection structure, and there are no obstacles such as handle steering or dashboard in the forward direction unlike conventional small vehicles. It is possible to improve the ease of getting on and off the seat 3 backward.

[battery]
Next, battery arrangement and protection in the event of a collision will be described with reference to FIGS. 15, 16, and 17. FIG.
In the embodiment shown in FIGS. 15 and 16, the battery protection case 15 disposed on the front side of the occupant protection structure 20 is connected to the inner frame of the front wheel 11 and the occupant protection structure on the chassis frame 1 via the battery support member 151. It is arranged between the body 20.
The front protection structure 21 constituting the front portion of the passenger protection structure 20 is movable with respect to the chassis frame 1 so as to be movable in the front-rear direction between the coupling position and the separation position with respect to the seat protection structure 22. A structure moving space portion 201 that is supported and allows the front protection structure 21 to move between the coupling position and the separation position is provided above the chassis frame 1 inside the front wheel 11.
The structure moving space 201 is shared with the crushable zone 101 in which the chassis frame 1 can be deformed at the time of a frontal collision of a vehicle or a rearward collision to absorb impact energy at the time of the collision.
In addition, the battery support member 151 of the battery protection case 15 includes a fastening member such as a bracket and a bolt, and the battery support member 151 is deformed and broken to reduce the impact received by the battery protection case 15 in the event of a collision. The impact strength is set so that moves.
The impact strength of the battery support member 151 is adjusted by a known method, for example, by forming a weak portion on the bracket.
The battery protection case 15 has an impact strength higher than the strength of the battery support member 151 so that the battery protection case 15 is not broken by an impact at the time of collision.

Since it is configured as described above, for example, when the vehicle is collided from the right side surface of the vehicle, the battery protection case 15 on the right side in front of the vehicle receives the impact of the collision and moves to the center side (in the direction of the arrow in FIG. 16). The movement space portion 201 of the battery protection case 15 is a space that is normally secured as the structure movement space portion 201 in which the front protection structure 21 moves, and the space can be used effectively. Can be prevented from being sandwiched between other structural members and damaged.
Further, since the high-voltage battery is disposed outside the passenger compartment 2, safety of the passenger can be ensured even if the battery protection case 15 is damaged by receiving an impact more than expected.
A hatched portion 101 in FIG. 16 is a crushable zone at the time of a frontal collision, and this crushable zone 101 is also shared with the moving space portion 201 of the front protection structure 21.

In addition, a plurality of battery protection cases 15 disposed on the rear side of the passenger protection structure 20 are symmetrically distributed between the front side of the rear wheels and the passenger protection structure 20 via the battery support member 151 on the chassis frame 1. Thus, the longitudinal axis is disposed obliquely with respect to the longitudinal center line of the vehicle.
The battery protection case 15 is disposed obliquely so as to overlap the occupant protection structure 20 in plan view, and the outer contour of the rear wheel 12 and the seat portion protection structure 22 that is the latter half of the occupant protection structure 20 in side view. , The space below and on the side of the occupant protection structure 20 and inside the rear wheel 12 can be effectively utilized.
Further, the battery protection case 15 can be removed obliquely forward from the side of the vehicle without removing the rear wheel 12 even when the battery protection case 15 is removed for battery maintenance by being arranged obliquely. Can do.
Further, since the battery protection cases 15 are arranged in a distributed manner on the left and right, the inertia force in the roll direction of the vehicle is increased, and the resistance to rollover can be increased even in a vehicle with a narrow tread.

FIG. 17 shows the main part of the BB cross section in FIG. 16, and the lower part of the occupant protection structure 20 has a hemispherical cup shape, and in the direction away from the vehicle center in the lower outer part of the occupant protection structure. An inclined surface 202 that is inclined upward is formed.
The battery protection case 15 accommodates a plurality of batteries (cells) 150 stacked therein, and between the inner wall surface of the battery protection case 15 and the battery 150 as necessary so as to protect the battery 150 from external impacts. Is provided with a space or a buffer (not shown).
In addition, a control device (including a harness (not shown) for supplying necessary electric power to the drive device 13 and a connector (not shown) for connecting the harness, which is arranged at an appropriate position of the chassis frame 1 ( The driving device 13 is driven via a not shown).
The battery protection case 15 is formed of a metal or a resin material, and has a strength such that the battery 150 inside the battery protection case 15 is not damaged when the vehicle collides. The strength of the battery protection case 15 is the battery support member 151. The impact strength is set so that the strength is greater than the strength of. The battery support member 151 of the battery protection case 15 is formed with a fragile portion whose deformation amount is adjusted by a load at the time of collision. The method for adjusting the impact strength of the battery support member 151 may be a known method such as a broken bolt in addition to the method of providing the fragile portion.
As shown in FIG. 17, the battery protection case 15 has an inclined surface 152 formed on the outer wall thereof so as to follow the inclination of the outer wall of the occupant protection structure 20.

With the above configuration, the battery protection case 15 moves so as to slide along the tangent line of the inclined surface 202 of the occupant protection structure 20 in the case of a side collision of the vehicle. It is possible to effectively prevent the occupant protection structure 20 from being damaged due to contact as a surface without concentrating the vehicle. Further, at the time of a frontal collision or a rear-end collision, the battery protection case 15 moves along the outer surface of the occupant protection structure 20 so as to be pushed to the left and right outside of the vehicle, and damages the battery 150 and the occupant protection structure 20. Can be protected from.

[Head protection airbag]
Next, an airbag for protecting the head of an occupant will be described with reference to FIG.
FIG. 22 shows the operation of the airbag for protecting the head of the occupant. FIGS. 22a and 22b show the state in which the airbag 6 is folded and stored, and FIGS. 22c and 22d show the airbag in the event of a collision. 6 shows a developed state. The airbag storage body 62 that stores the airbag 6 is seated on a single driver's seat 3 in the width direction of the vehicle along the inner wall of the seat protection structure 22 in the rear half of the occupant protection structure 20. The occupant's head 8 is formed in an inverted U shape so as to surround the left and right sides and the upper side, and the airbag 6 is folded and housed therein.
When an acceleration sensor (not shown) or a tilt sensor (not shown) detects a collision or a fall of the vehicle, the automatic retractor for the seat belt 7 operates to fix the occupant to the seat 3. At the same time, an inflator (not shown) is activated, and the airbag 6 is directed forward and laterally toward the front of the occupant's head 8 while maintaining the state of being fixed inside the seat protection structure. It expands in a semi-flat dome shape so as to cover the head 8 and prevents the head 8 from moving forward.
In the state where the airbag 6 is deployed, the upper end portion and the lateral end portions on both the left and right sides of the airbag 6 are supported by the seat portion protection structure 22 in the rear half of the occupant protection structure 20. The movement of the head 8 is not suppressed by the expansion force of 6, but the head 8 is prevented from moving forward by the tension of the airbag 6. For this reason, it is not necessary to inflate the airbag 6 more than necessary, and a pressure for inflating instantaneously is required, but a pressure for inflating is not necessary. Therefore, it is desirable that the expansion and contraction pressures be adjusted as appropriate. Further, a sensor (not shown) for detecting the posture of the occupant at the time of collision, particularly the position of the head 8, is provided, the occupant's head 8 does not exist before the deployment position of the airbag 6, and the seat belt 7 The head protecting airbag 6 may be operated on the condition that it is attached.
With the above-described configuration, the airbag 6 is deployed in front of the occupant's head 8 in the event of a collision or falls, and is used in combination with the seat belt 7 so that the occupant's head can be used as compared with a vehicle equipped with an airbag. 8 can be reduced, and damage to the head and neck of the occupant can be minimized.

[Side air bag]
The side airbag 63 shown in FIG. 22 and FIG. 23 is formed between the inside of the outer shell formed in an arc shape and the interior cover 225 so as to bulge out of the seat portion protection structure 22 located on the side of the seat. In the meantime, it is folded and stored when not inflated in a state close to the inside of the outer shell. (See the left side of FIG. 22) The left side of FIG. 22 shows the state of the airbag when inflated. The outer shell of the seat portion protection structure 22 extends from the side of the head of the occupant to the side of the knee. Inflated toward the center of the passenger compartment in a state of being close to the inside of the outer shell from the inner side of the passenger compartment. When an acceleration sensor (not shown) or a tilt sensor (not shown) detects a side collision or rollover, an inflator (not shown) is activated to inflate the side airbag 63.
Since the seat part protection structure 22 has a substantially elliptical cross section, the middle part in the vertical direction of the side part in which the side airbag 63 is accommodated and deployed bulges outward in an arc shape. Therefore, a space for deploying the airbag can be secured between the seat 3 and the inside of the outer shell of the seat portion protection structure 22, and the side airbag 63 can be reliably deployed, and is larger than the conventional one. The side airbag 63 can be mounted.
In the example of the present embodiment, since the weak portion is formed in the seat support member 35 that supports the seat 3, a part of the impact from the side can be absorbed by the deformation of the weak portion.

DESCRIPTION OF SYMBOLS 1 ... Chassis frame 101 ... Crushable zone 11 ... Front wheel 12 ... Rear wheel 13 ... Drive device 14 ... Steering device 15 ... Battery protection case 150 ... Battery (cell )
151 ... Battery support member 152 ... Slope 2 ... Occupant compartment 20 ... Occupant protection structure 20a ... Opening 201 ... Structure moving space 202 ... Slope 21 ... Front protection structure 211 ... Wind shield 212 ... Front horizontal subframe 213 ... Vertical subframe 22 ... Seat protection structure 222 ... Rear horizontal subframe 223 ... Vertical subframe 224 ... Lower subframe 225 ... Interior cover 231 ... Front link (supporting member)
232: Rear link (support member)
233 ... Actuator 24 ... Turning axis (support member)
241 ... Guide rail (support member)
242 ... Roller (support member)
25 ... coupling lock means 251 ... striker 252 ... hook 253 ... actuator 26 ... positioning means 261 ... taper pin 262 ... taper hole 3 ... seat 32 ... rear part Seat 33 ... Infant seat 35 ... Seat support member 351 ... Slide rail 43 ... Handle grip 41 ... Steering post 42 ... Steering handle 44 ... Steering force transmission means 441 ... Bowden wire 442 ... Hydraulic piping 451 ... Hydraulic piston pump 452 ... Hydraulic actuator 5 ... Floor 6 ... Airbag 62 ... Airbag housing 63 ... Side airbag 7 ..Seat belt 8 ... Crew head

Claims (2)

A chassis frame that supports a front wheel, a rear wheel, a drive device that drives the front wheel or the rear wheel, and a steering device that steers the front wheel or the rear wheel;
An occupant compartment disposed substantially in the center of the chassis frame;
A single occupant seat in the width direction of the vehicle disposed in the occupant compartment,
A small vehicle that forms an occupant protection structure from an outer shell of the occupant compartment and a subframe,
A battery protection case for storing a battery for supplying electric power to the driving device is supported by the chassis frame in a plurality of symmetrically distributed between the inner rear of the front wheel and the occupant protection structure,
In vehicle side view, the outer contour of the front wheel and at least a part of each battery protection case overlap and at least a part of the occupant protection structure and each battery protection case overlap,
In the vehicle plan view, each battery protection case is disposed obliquely so that the longitudinal center line of each battery protection case approaches the vehicle front-rear center line as it goes from the passenger compartment to the front of the vehicle. A featured small vehicle. A chassis frame that supports a front wheel, a rear wheel, a drive device that drives the front wheel or the rear wheel, and a steering device that steers the front wheel or the rear wheel;
An occupant compartment disposed substantially in the center of the chassis frame;
A single occupant seat in the width direction of the vehicle disposed in the occupant compartment,
A small vehicle that forms an occupant protection structure from an outer shell of the occupant compartment and a subframe,
A battery protection case for storing a battery for supplying electric power to the driving device is supported by the chassis frame in a plurality of symmetrically distributed between the inner front of the rear wheel and the occupant protection structure,
In a vehicle side view, at least a part of the outer contour of the rear wheel and each battery protection case overlap and at least a part of the occupant protection structure and each battery protection case overlap,
In the vehicle plan view, each battery protection case is disposed obliquely so that the longitudinal center line of each battery protection case approaches the vehicle front-rear center line as it goes from the passenger compartment to the rear of the vehicle. A small vehicle featuring.

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