JP6837450B2 - Rough terrain vehicle - Google Patents

Description

The present invention relates to a vehicle traveling on rough terrain suitable for traveling on rough terrain.

As a traveling vehicle traveling on a soft and undulating rough terrain, there is a tracked vehicle equipped with a single crawler (caterpillar) having a wide contact area and a high grip force (see, for example, Patent Document 1).

U.S. Pat. No. 4,453,611

In the tracked vehicle described in Patent Document 1, an articulated structure is adopted for the vehicle body and the crawler portion in order to enable steering, but there is room for improvement because the configuration is complicated and the turning performance is low. ..

In view of this situation, a main object of the present invention is to provide a vehicle traveling on rough terrain with excellent turning performance.

The first characteristic configuration of the present invention is for a vehicle traveling on rough terrain.
Saddle-type seating area and
The crawler part driven by the power from the prime mover and
The left and right steering wheels arranged on the left and right of the crawler,
A steering unit linked to the left and right steering wheels via a steering mechanism,
The point is that the left and right steering wheels are provided with an elevating mechanism capable of individually raising and lowering the vehicle body.

According to this configuration, if the steering wheel on the inside of the turn is raised during turning, the vehicle traveling on rough terrain can be tilted inward on the turn according to the amount of operation at this time. When the vehicle traveling on rough terrain tilts inward on the turning surface, the ground contact resistance on the steering wheel on the inside of the turning becomes larger than the ground contact resistance on the crawler portion, which makes it difficult for the steering wheel on the inside of the turning to rotate. The crawler portion is likely to slide sideways with the steering wheel on the inside of the turn as a fulcrum.
As a result, the vehicle traveling on rough terrain can be smoothly turned with a small turning radius.

The second characteristic configuration of the present invention is
The first brake that brakes the crawler portion and
The left and right second brakes that brake the left and right steering wheels, and
The point is that it is provided with an operation mechanism capable of individually operating the first brake and the left and right second brakes.

According to this configuration, when turning a vehicle traveling on rough terrain, the steering wheels on the inside of the turn are braked to make it difficult to rotate the steering wheels on the inside of the turn, and the crawler portion and the steering wheels on the inside of the turn are turned. It is possible to make a brake turn by using it as a fulcrum and sliding it sideways.
As a result, the vehicle traveling on rough terrain can be turned with a small turning radius, and the turning performance of the vehicle traveling on rough terrain can be improved.

The third characteristic configuration of the present invention is
An inclination sensor that detects the inclination angle of the vehicle body in the left-right direction,
It is a point that it is provided with a control unit that obtains a centrifugal force during rotation and controls the operation of the elevating mechanism or the operating mechanism based on the centrifugal force and the detection of the tilt sensor.

According to this configuration, when the driver shifts the weight inward to turn the vehicle traveling on rough terrain, the inclination sensor detects the inclination of the vehicle traveling on rough terrain to the inward turning. Based on this detection, the control unit can raise or brake the steering wheels on the inside of the turn.
That is, the driver's weight shift to the inside of the turn can raise or brake the steering wheels on the inside of the turn, and the turning radius of the vehicle traveling on rough terrain can be reduced.
Further, if the control unit raises or brakes the steering wheel inside the turning when the centrifugal force during turning becomes large, it is possible to prevent the turning radius from increasing due to the centrifugal force.
As a result, the turning operability and turning performance of the vehicle traveling on rough terrain can be improved.
In addition to this, if the control unit controls the elevating mechanism so that the inclination angle of the vehicle traveling on rough terrain is maintained at a predetermined angle based on the detection of the inclination sensor, the vehicle traveling on rough terrain during traveling on rough terrain. It is possible to stabilize the posture of the vehicle and improve the drivability when traveling on rough terrain. This is suitable when the vehicle traveling on rough terrain is to travel on a contour line on a slope.

The fourth characteristic configuration of the present invention is
A steering angle detection sensor that detects the steering angles of the left and right steering wheels, and
It is a point that it is provided with a control unit that obtains a centrifugal force during turning and controls the operation of the elevating mechanism or the operating mechanism based on the centrifugal force and the detection of the steering angle detection sensor.

According to this configuration, when the driver operates the steering unit to turn the vehicle traveling on rough terrain, the steering angle detection sensor detects the steering angles of the left and right steering wheels at this time, and controls based on this detection. The unit can raise or brake the steering wheels on the inside of the turn.
That is, the steering wheel on the inside of the turn can be raised or braked by the driver's steering wheel operation, and the turn radius of the vehicle traveling on rough terrain can be reduced.
Further, if the control unit raises or brakes the steering wheel inside the turning when the centrifugal force during turning becomes large, it is possible to prevent the turning radius from increasing due to the centrifugal force.
As a result, the turning operability and turning performance of the vehicle traveling on rough terrain can be improved.

Left side view of a vehicle traveling on rough terrain in the first traveling posture Top view of a vehicle traveling on rough terrain Top view showing the configuration of the steering mechanism Perspective view showing the configuration of the elevating mechanism Left side view showing the configuration of the elevating mechanism VI direction arrow view of FIG. Left side view showing the state of the elevating mechanism in which the left steering wheel is lowered with respect to the vehicle body. Left side view of a vehicle traveling on rough terrain in the second driving posture Schematic diagram showing a modified example of the elevating mechanism Schematic diagram showing another modification of the elevating mechanism Left side view schematically showing an example of the driver's riding posture Left side view schematically showing an example of another riding posture of the driver Block diagram showing the control system of vehicles traveling on rough terrain Diagram showing step-by-step riding on rough terrain vehicles Front view of a vehicle traveling on rough terrain when going straight Front view of a vehicle traveling on rough terrain when turning Front view of a vehicle traveling on rough terrain when traveling on contour lines Flow chart of brake turning control considering the amount of inclination of vehicles traveling on rough terrain Flowchart of brake turning control considering the amount of inclination of a vehicle traveling on rough terrain and centrifugal force during turning Front view of an all-terrain vehicle showing another embodiment of the elevating mechanism

Hereinafter, embodiments that are examples of embodiments for carrying out the present invention will be described with reference to the drawings.
The rough terrain traveling vehicle according to the present invention can be applied to a traveling vehicle used for moving on rough terrain where soft terrain, undulating terrain, sloping terrain, rocks, fallen trees, etc. exist. In particular, the rough terrain traveling vehicle according to the present invention is suitable for a traveling vehicle for forestry working in a forest, and can also be applied as a traveling vehicle for leisure or motor sports.

As shown in FIGS. 1 to 8 and 8, the rough terrain vehicle 1 illustrated in the present embodiment has a vehicle body frame 12 extending in the front-rear direction and a saddle-riding type seating portion arranged on the rear side of the vehicle body frame 12. 13 and a single crawler portion 20 arranged below the vehicle body frame 12, left and right steering wheels 11L and 11R arranged at predetermined intervals on the left and right sides of the crawler portion 20, and on the front upper portion of the vehicle body frame 12. It includes a steering wheel 40, which is an arranged steering unit, and a steering mechanism 50 that links the steering wheel 40 to the left and right steering wheels 11L and 11R.

As shown in FIGS. 1 to 2 and 4 to 8, the vehicle body frame 12 is formed by joining a plurality of steel materials such as a round pipe, a square pipe, and a plate by welding or the like. The vehicle body frame 12 has left and right parallel link mechanisms 66L and 66R that support the left and right steering wheels 11L and 11R so as to be able to move up and down, and left and right buffer mechanisms that allow independent up and down movement of the left and right steering wheels 11L and 11R. Left and right dampers 69L, 69R, left and right electric cylinders 67L, 67R for raising and lowering the left and right steering wheels 11L, 11R, a control unit 80 equipped with a CPU, EEPROM, etc., dampers 69L, 69R and electric cylinders 67L, A front cover 14 that covers the 67R, side covers 15 that cover the left and right sides of the crawler portion 20 below the seating portion 13, and the like are assembled. Then, the left and right parallel link mechanisms 66L, 66R, the left and right dampers 69L, 69R, the left and right electric cylinders 67L, 67R, etc., move the left and right steering wheels 11L, 11R over the lower front lower position and the upper upper rear position. An elevating mechanism 60 for elevating and driving is configured.

As shown in FIGS. 1 and 8, the seating portion 13 has a substantially rectangular shape that is long in the front-rear direction in a plan view, and is attached to the upper surface of the vehicle body frame 12 on the rear side via a plurality of springs 19 that are cushioning members. Has been done. As a result, the driver drives the rough terrain vehicle 1 in a posture in which the buttocks are placed on the upper surface of the seating portion 13 across the seating portion 13. The configuration of the seating portion 13 can be changed in various ways. For example, the configuration may have irregularities corresponding to the buttocks of the driver, or may have a backrest. Further, the seating portion 13 may be directly attached to the vehicle body frame 12 without using a cushioning member.

As shown in FIGS. 1 and 8, the crawler portion 20 has a front-rear length extending over both front and rear ends of the rough terrain traveling vehicle 1. The crawler portion 20 includes a track frame 28 supported by a vehicle body frame 12, a rubber endless crawler belt 27, a drive sprocket 21 arranged at the upper rear end portion of the crawler portion 20, and an upper side of the crawler portion 20. It is provided with an idler 22 arranged at the front end portion so as to be adjustable in the front-rear direction, and four wheels 23 to 26 for rotating and guiding the crawler belt 27 on the lower side of the crawler portion 20.

As shown in FIGS. 1, 8 and 13, the truck frame 28 acts on the electric motor 31 which is the prime mover for driving the drive sprocket 21 and the drive sprocket 21 to brake the crawler portion 20 at the rear end portion. It supports the first brake. At its front end, the track frame 28 supports a tension adjusting mechanism (not shown) that adjusts the tension of the crawler belt 27 by adjusting the front-rear position of the idler 22 with respect to the track frame 28. The truck frame 28 is equipped with a battery 32, an inverter 33, and a relay 34 on the front and rear center sides thereof. The electric motor 31 is installed on the drive sprocket 21 in an in-wheel shape. The electric motor 31 is driven by electric power from the battery 32 and is controlled by the control unit 80. The electric motor 31 rotates the drive sprocket 21 by the driving force to rotate the crawler belt 27. A tool box for storing tools, a cooling device, or the like may be mounted on the front / rear center side of the track frame 28.

The first brake is electrically operated and linked to the braking switches 48 included in the left and right switch groups 45L and 45R. The first brake may be operated and linked to a foot lever that is stepped on by the driver. Further, the configuration of the first brake can be changed in various ways as long as the crawler portion 20 can be braked. For example, the first brake may be configured to act on the idler 22 to brake the crawler portion 20. A drum brake, a disc brake, or the like can be used as the first brake.

As shown in FIGS. 1 and 8, the crawler belt 27 is hung around the drive sprocket 21, the idler 22, and the wheels 23 to 26. A plurality of lugs (not shown) are formed on the outer peripheral surface of the crawler belt 27 in order to increase the grip on the ground. The shape and arrangement pattern of each lug on the crawler belt 27 can be variously changed according to the condition of the rough terrain on which the rough terrain traveling vehicle 1 travels.

As shown in FIGS. 1 and 8, in the crawler portion 20, the drive sprocket 21 is supported by the rear end portion of the track frame 28 together with the electric motor 31. The idler 22 is supported by the front end portion of the track frame 28 via a tension adjusting mechanism. In the four wheels 23 to 26, the distance between the first wheel 26 on the front side and the second wheel 25 located behind the first wheel 26 is the distance between the second wheel 25 and the third wheel 24 located behind the second wheel 25. It is set wider than the interval. Further, the distance between the second wheel 25 and the third wheel 24 is set wider than the distance between the third wheel 24 and the fourth wheel 23 located behind the third wheel 24. The first rolling wheel 26 is directly attached to the track frame 28 between the left and right steering wheels 11L and 11R. The second wheel 25 is attached to the track frame 28 so as to be vertically movable via the swing arm 30. The third wheel 24 and the fourth wheel 23 are attached to the track frame 28 so as to be vertically movable via the equalizer arm 29. That is, in the crawler portion 20, the second wheel 25, the third wheel 24, and the fourth wheel 23 move up and down in response to changes in undulations on rough terrain and riding on a fallen tree. It has become. As a result, the contact area of the crawler belt 27 with respect to undulations and fallen trees on rough terrain can be made as wide as possible, and the running performance of the rough terrain traveling vehicle 1 on rough terrain where undulations and fallen trees exist can be improved.

As shown in FIGS. 1 and 8, the front end portion of the crawler portion 20 projects toward the front side of the vehicle body with respect to the left and right steering wheels 11L and 11R. As a result, when the vehicle 1 traveling on rough terrain gets over an obstacle such as a raised portion or a fallen tree on rough terrain, the front end portion of the crawler portion 20 is likely to come into contact with the obstacle before the left and right steering wheels 11L and 11R. It has become. As a result, the rough terrain traveling vehicle 1 can easily get over the obstacle by obtaining a high grip force between the crawler portion 20 and the obstacle. That is, the performance of the vehicle 1 traveling on rough terrain over obstacles is improved.

If the crawler portion 20 is arranged below the vehicle body frame 12 and has a front-rear length extending over both front and rear ends of the rough terrain vehicle 1, the drive sprocket 21, the idler 22, and the four wheels 23 ~ 26, arrangement of electric motor 31, battery 32, inverter 33, relay 34, etc., quantity of wheels 23, 24, 25, 26, mounting configuration of wheels 23, 24, 25, 26, etc. It is possible. Further, for example, the battery 32, the inverter 33, the relay 34, and the like may be mounted on the vehicle body frame 12, and the electric motor 31 is not in-wheel shape, and the output shaft of the electric motor 31 is a chain, a gear, or the like. It may be configured to be interlocked and connected to the drive sprocket 21 via a power transmission member.

Further, the crawler portion 20 and the vehicle body frame 12 may be connected via a cushioning mechanism. As the buffering mechanism, an elastic member such as an oil damper, an air damper, or a spring that absorbs an impact due to the viscosity of the oil, or a configuration in which these are combined can be used. For example, in the crawler portion 20, the front portion of the track frame 28 is rotatably connected to the vehicle body frame 12 via a shaft extending in the left-right direction, and the rear portion of the track frame 28 is connected to the vehicle body frame 12 via a shock absorber. May be configured. With this configuration, the rough terrain traveling vehicle 1 can absorb the impact during traveling, and can improve the traveling performance and the riding comfort.

As shown in FIGS. 1 to 8, of the left and right steering wheels 11L and 11R, the left steering wheel 11L can be rotated into a cylindrical kingpin post 64L connected to the left parallel link mechanism 66L and a kingpin post 64L. A state in which steering with the kingpin 63L as the rotation axis is possible via the inserted kingpin 63L, the knuckle pipe 61L connected to the lower end of the kingpin 63L, and the accelerator housing 62L connected to the lower part of the knuckle pipe 61L. It is supported by the parallel link mechanism 66L on the left side. The right steering wheel 11R has the same configuration as the left steering wheel 11L, and is supported by the right parallel link mechanism 66R in a state where steering with the kingpin 63R as the rotation axis is possible. The left and right knuckle pipes 61L and 61R are provided with knuckle arms 65L and 65R extending from the upper portion thereof toward the inside of the vehicle body.

The left accelerator housing 62L is arranged on the right side inside the vehicle body of the left steering wheel 11L. Inside the accelerator housing 62L on the left side, an axle shaft (not shown) extending in the left-right direction to support the steering wheel 11L on the left side and a second brake 36L for braking the steering wheel 11L on the left side are provided. .. The accelerator housing 62R on the right side is arranged on the left side inside the vehicle body of the steering wheel 11R on the right side. Inside the accelerator housing 62R on the right side, an axle shaft (not shown) extending in the left-right direction to support the steering wheel 11R on the right side and a second brake 36R for braking the steering wheel 11R on the right side are provided. .. Drum brakes, disc brakes, and the like can be used for the left and right second brakes 36L and 36R.

As shown in FIGS. 1, 2, and 13, the steering wheel 40 has a steering shaft 41 whose upper portion protrudes upward from the front cover 14, and a handlebar 42 attached to the upper end of the steering shaft 41. .. The steering shaft 41 is rotatably supported by the vehicle body frame 12 in a backward tilted posture. The left and right handlebars 42 are left and right grips 43L and 43R gripped by the driver, left and right brake levers 44L and 44R gripped by the driver, and left and right gripped by the driver. Left and right switch groups 45L, 45R, etc. including the elevating operation switches 46L, 46R, etc. are provided. The grip 43R on the right side is rotatably supported by the handlebar 42 and has an accelerator sensor AS (see FIG. 13) that detects the rotation angle with respect to the handlebar 42. The rough terrain vehicle 1 is configured so that the crawler portion 20 operates in response to the rotation operation of the right grip 43R.

As shown in FIG. 2, the left brake lever 44L is arranged in front of the left grip 43L so that the driver can operate the left grip 43L while holding the left grip 43L. The brake lever 44R on the right side is arranged in front of the grip 43R on the right side so that the driver can operate the grip 43R on the right side while gripping the grip 43R on the right side. The switch group 45L on the left side is arranged in the vicinity of the grip 43L on the left side so that the driver can operate while holding the grip 43L on the left side. The switch group 45R on the right side is arranged in the vicinity of the grip 43R on the right side so that the driver can operate the grip 43R on the right side while holding the grip 43R on the right side. The left brake lever 44L is electrically operated and linked to the left second brakes 36L and 36R that brake the left steering wheel 11L. The braking force of the left second brakes 36L and 36R changes according to the amount of operation when the left brake lever 44L is gripped toward the left grip 43L. The right brake lever 44R is electrically operated and linked to the right second brakes 36L and 36R that brake the right steering wheel 11R. The braking force of the second brakes 36L and 36R on the right side changes according to the amount of operation when the brake lever 44R on the right side is gripped toward the grip 43R on the right side.

That is, the rough terrain vehicle 1 is configured so that the left and right steering wheels 11L and 11R are independently braked by the manual operation of the left and right brake levers 44L and 44R. As a result, when the vehicle 1 traveling on rough terrain is turned to the left, the left steering wheel 11L, which is inside the turning, can be braked to make a left brake turning to reduce the turning radius. Further, when the vehicle 1 traveling on rough terrain is turned to the right, the right brake turning to reduce the turning radius can be performed by braking the right steering wheel 11R on the inside of the turning. Thereby, the turning performance of the rough terrain traveling vehicle 1 can be improved.

By the way, the left and right brake levers 44L and 44R are operated and linked to the left and right second brakes 36L and 36R in which the left brake lever 44L brakes the left and right steering wheels 11L and 11R, and the right brake lever 44R controls the crawler portion 20. It may be configured to be operated and linked to the first brake to be braked. Further, the left and right brake levers 44L and 44R are operated and linked to the first brake in which the left brake lever 44L brakes the crawler portion 20, and the left and right brake levers 44R brake the left and right steering wheels 11L and 11R. The two brakes 36L and 36R may be configured to be operated and linked.

The left and right switch groups 45L and 45R include various switches such as a starter switch for starting and stopping the control unit 80, in addition to the left and right elevating operation switches 47L and 47R described above. The types of switches included in the left and right switch groups 45L and 45R can be variously changed according to the configuration of the rough terrain traveling vehicle 1. Further, as each switch, for example, an automatic return type (momentary type) switch, a position holding type (alternate type) switch, etc. can be used, and a push type switch, a slide type switch, a button switch, a seesaw switch, etc. can be used. It can be selected as appropriate.

As shown in FIG. 3, the steering mechanism 50 is configured to have a symmetrical shape with the left and right center lines of the rough terrain vehicle 1 as the axis of symmetry. The steering mechanism 50 includes a center plate 46 that rotates integrally with the steering shaft 41 with respect to the vehicle body frame 12, left and right linking plates 51L and 51R arranged in front of the center plate 46, and left and right linking plates 51L from the center plate 46. It has left and right first tie rods 52L and 52R extending over 51R, and left and right second tie rods 53L and 53R extending from left and right linking plates 51L and 51R to left and right knuckle arms 65L and 65R.

The center plate 46 is formed in a symmetrical triangular shape extending in a direction perpendicular to the axial direction of the steering shaft 41, and is fixed to the lower end portion of the steering shaft 41. The left and right linking plates 51L and 51R are formed in a substantially rhombus shape extending in the left-right direction. The left and right linking plates 51L and 51R have rotating shafts 58L and 58R rotatably supported by the vehicle body frame 12 at their left and right center positions. The left and right rotating shafts 58L and 58R are arranged in parallel with the steering shaft 41.

The rear end of the left first tie rod 52L is connected to the left end of the center plate 46 via a ball joint 54L, and the front end thereof is connected to the right end of the left coupling plate 51L via a ball joint 55L. There is. The rear end of the right first tie rod 52R is connected to the right end of the center plate 46 via a ball joint 54R, and the front end thereof is connected to the left end of the right coupling plate 51R via a ball joint 55R. There is.

The front end of the left second tie rod 53L is connected to the left end of the left linking plate 51L via a ball joint 56L, and the rear end thereof is connected to the left knuckle arms 65L and 65R via a ball joint 57L. ing. The front end of the second tie rod 53R on the right side is connected to the right end of the linking plate 51R on the right side via a ball joint 56R, and the rear end is connected to the knuckle arms 65L and 65R on the right side via a ball joint 57R. ing. The left and right second tie rods 53L and 53R, the left end portion of the left side linkage plate 51L, and the right end portion of the right side linkage plate 51L are arranged on the lateral outer side of the front cover 14 (see FIGS. 1 and 2). ..

With the above configuration, when the steering wheel 40 is rotated to the right (clockwise), the steering mechanism 50 steers the left and right steering wheels 11L and 11R to the right (clockwise). More specifically, when the handle 40 is rotated to the right (clockwise), the first tie rod 52L on the left side is pushed forward, and the first tie rod 52R on the right side is pulled backward, so that the left and right first tie rods 52R are left and right. The linkage plates 51L and 51R rotate to the left (counterclockwise). Then, the left side coupling plate 51L rotates to the left (counterclockwise), so that the left second tie rod 53L is pushed out rearward, and the left kingpin 63L rotates to the right (clockwise). The left steering wheel 11L is steered to the right (clockwise). Further, by rotating the right coupling plate 51R in the left direction (counterclockwise), the second tie rod 53R on the right side is pulled forward, and the kingpin 63R on the right side rotates in the right direction (clockwise). The right steering wheel 11R is steered to the right (clockwise). As a result, the rough terrain vehicle 1 turns to the right. When the steering wheel 40 is rotated to the left (counterclockwise), the steering mechanism 50 operates in the opposite direction to the above operation, so that the left and right steering wheels 11L and 11R move to the left (clockwise). It is steered in a clockwise direction, which causes the rough terrain vehicle 1 to turn left.

That is, the traveling direction of the rough terrain vehicle 1 is changed by steering the left and right steering wheels 11L and 11R by the rotation operation of the steering wheel 40.

As shown in FIG. 3, in the steering mechanism 50, when the handle 40 is rotated to the right (clockwise) as in the Ackermann-Junt system, the steering angle of the right steering wheel 11R is steered to the left. It becomes larger than the steering angle of the wheel 11L, and when the handle 40 is rotated to the left (counterclockwise), the steering angle of the left steering wheel 11L becomes larger than the steering angle of the right steering wheel 11R. .. As a result, the rough terrain traveling vehicle 1 is able to turn smoothly, and the turning performance is improved. The steering angles of the left and right steering wheels 11L and 11R with respect to the amount of rotation of the steering wheel 40 are the positions of the ball joints 54L, 54R, 55L, 55R, 56L, 56R, 57L, 57R, which are the nodes of the steering mechanism 50, and the linkage plate. It can be adjusted by changing the positions of 51L and 51R.

The configuration of the steering mechanism 50 is not limited to the above configuration. For example, in the above steering mechanism 50, the center plate 46 is rotatably attached to the vehicle body frame 12, and the steering shaft 41 and the center plate 46 are May be configured to be interlocked by a plurality of gears. With this configuration, the steering wheel 40 can be rotated with a light operating force, and the turning performance of the rough terrain vehicle 1 is improved. Further, when the maximum rotation angle during operation becomes large, the handle 40 may adopt a round steering wheel instead of the handle bar 42. In this configuration, it is conceivable that the left and right switch groups 45L and 45R are provided in the spoke portions provided on the steering wheel. Further, instead of the left and right brake levers 44L and 44R, it is conceivable to provide a foot lever that is stepped on by the driver.

Further, the steering mechanism 50 may be configured in a power steering system including an electric motor that steers the left and right steering wheels 11L and 11R according to the rotation operation of the steering wheel 40. In this case, instead of mechanically linking the steering shaft 41 and the left and right steering wheels 11L and 11R, a rotation sensor that detects the rotation operation angle of the steering shaft 41 (handle 40) and the left and right steering wheels 11L It has left and right electric motors that steer 11R and a steering control unit that controls the operation of the left and right electric motors based on the output of the rotation sensor, and electrically electrifies the steering shaft 41 and the left and right steering wheels 11L and 11R. It is conceivable that they are linked to each other. In this configuration, instead of the Ackermann steering system steering, a parallel system steering or the like can be adopted, and the degree of freedom in selecting the steering system is increased.

As shown in FIGS. 1 and 8, the left side cover 15L protects the driver from the crawler portion 20, the battery 32, etc. by covering the left side of the crawler portion 20, the battery 32, the inverter 33, the relay 34, and the like. At the same time, it has a function of protecting the battery 32, the inverter 33, and the like. The left side cover 15L is arranged on the left side of the crawler portion 20 at predetermined intervals. The left side cover 15L extends from near the rear end of the left steering wheel 11L to near the rear end of the seating portion 13. The left side cover 15L has a substantially rectangular shape that is long in the front-rear direction when viewed from the side, and the rear end edge is inclined backward. The upper end of the left side cover 15L is fixed to the vehicle body frame 12, and a part of the inner surface is fixed to the track frame 28 of the crawler portion 20.

As shown in FIGS. 1 to 2, 8 and 11 to 12, the left side cover 15L has a plate-shaped left first footrest 16L and a left second footrest 16L protruding outward to the left. 17L is formed. The driver's left foot is placed on the first foot rest 16L on the left side or the second foot rest 17L on the left side. The first footrest portion 16L on the left side extends horizontally in the front-rear direction along the lower end of the side cover 15L on the left side. It should be noted that the horizontal here does not mean only a perfect horizontal, but also includes a slight inclination, and the same applies to the horizontal in the following. The second footrest 17L on the left side is arranged behind the first footrest 16L on the left side, and its front end is connected to the rear end of the first footrest 16L. The second footrest 17L on the left side is inclined backward along the rear end edge of the side cover 15L on the left side.

The right side cover 15R has a symmetrical shape with the left side cover 15L, and details thereof will be omitted. The right side cover 15R protects the driver from the crawler section 20, the battery 32, etc. by covering the right side of the crawler section 20, the battery 32, the inverter 33, the relay 34, etc., and also protects the battery 32, the inverter 33, etc. It has a function to do. The right side cover 15R is formed with a plate-shaped first foot rest portion 16L on the right side and a second foot rest portion 17L on the right side, which project outward to the right.

As long as the left and right side covers 15L and 15R have a protective function of covering the crawler portion 20 and the like to protect the driver and the like, the configuration and shape thereof can be changed in various ways. For example, the left and right side covers 15L and 15R may be formed so as to extend to the front end of the crawler portion 20. Further, the left and right side covers 15L and 15R may be formed so that their rear ends are connected behind the crawler portion 20 and cover the rear side of the crawler portion 20.

As shown in FIGS. 1 to 2 and 4 to 8, the elevating mechanism 60 is configured to have a symmetrical shape with the left and right center lines of the rough terrain vehicle 1 as the axis of symmetry. The elevating mechanism 60 has left and right parallel link mechanisms 66L and 66R, left and right dampers 69L and 69R, left and right electric cylinders 67L and 67R, and left and right counter plates 68L and 68R. The left and right electric cylinders 67L and 67R have a cylinder portion extending over the vehicle body frame 12 and the left and right counter plates 68L and 68R, and a motor portion for expanding and contracting the cylinder portion. The elevating mechanism 60 independently elevates and drives the left and right steering wheels 11L and 11R, respectively. Hereinafter, the configuration on the left side for elevating and driving the left steering wheel 11L in the elevating mechanism 60 will be described, and the description on the right side for elevating and driving the right steering wheel 11L will be omitted.

The parallel link mechanism 66L connects a kingpin post 64L that supports the steering wheel 11L to the vehicle body frame 12 via a kingpin 63L or the like. The parallel link mechanism 66L has an upper arm 70L, a lower arm 71L, a bracket 72L, and the like. The upper arm 70L extends in the front-rear direction, and has a rotating shaft 73L extending inward of the vehicle body at the front end of the upper arm 70L. A crank 74L extending downward is fixed to the rotating shaft 73L. The rotating shaft 73L is rotatably supported by the vehicle body frame 12. As a result, the front end portion of the upper arm 70L is rotatably connected to the vehicle body frame 12 in the vertical direction. On the other hand, the rear end portion of the upper arm 70L is rotatably connected to the upper end portion of the bracket 72L in the vertical direction.

The lower arm 71L has the same configuration as the upper arm 70L except for the front end portion. The lower arm 71L is arranged below the upper arm 70L. The front end portion of the lower arm 71L is rotatably connected to the vehicle body frame 12 in the vertical direction. The rear end portion of the lower arm 71L is rotatably connected to the lower end portion of the bracket 72L in the vertical direction. The bracket 72L is fixed to the left outer side of the kingpin post 64L.

As shown in FIGS. 4 to 7, the electric cylinder 67L moves the rod 75L back and forth by the electric power from the battery 32. The electric cylinder 67L is arranged in the vicinity of the left side of the steering shaft 41 so that the rod 75L moves back and forth in the front-rear direction. A hydraulic cylinder may be used instead of the electric cylinder 67L.

The counter plate 68L is formed in a triangular shape that tapers downward in a side view. The lower end of the counter plate 68L is rotatably supported by the vehicle body frame 12 in the front-rear direction. The front end portion of the rod 75L is connected to the rear upper portion of the counter plate 68L.

The damper 69L is a rod-shaped shock absorbing mechanism that absorbs impact due to the viscosity of oil, and is a so-called oil damper. The rear end of the damper 69L is connected to the front upper part of the counter plate 68L. The front end of the damper 69L is connected to the tip of the crank 74L. The damper 69L is not limited to the oil damper. For example, the damper 69L may be an elastic member such as an air damper or a spring, or a configuration in which these are combined. Further, the counter plate 68L can be changed in various ways as long as it is rotatably supported by the vehicle body frame 12 in the front-rear direction and the front end portion of the rod 75L and the rear end portion of the damper 69L are connected to each other. For example, the counter plate 68L may be formed in a circular shape or a quadrangular shape in a side view.

As shown in FIGS. 5 to 7, the elevating mechanism 60 moves the rod 75L of the left electric cylinder 67L back and forth to move the left steering wheel 11L up and down, and moves the rod 75L of the right electric cylinder 67R back and forth. The steering wheel 11R on the right side is moved up and down by letting it move. When the rod 75L of the electric cylinder 67L is projected in the state of FIG. 5, the steering wheel 11L moves downward as shown in FIG. 7.

More specifically, when the rod 75L of the electric cylinder 67L protrudes, the counter plate 68L rotates forward (counterclockwise) with the lower end as a fulcrum, and the damper 69L moves forward. When the damper 69L moves forward, the upper arm 70L rotates downward (clockwise), and the steering wheel 11L moves downward. When the rod 75L of the electric cylinder 67L is retracted, the counter plate 68L, the damper 69L, and the upper arm 70L operate in the opposite direction to the above operation, so that the steering wheel 11L moves upward.

In this way, the vehicle 1 traveling on rough terrain can move the left and right steering wheels 11L and 11R up and down with respect to the vehicle body frame 12 by the elevating mechanism 60. Then, for example, as shown in FIG. 1, the rough terrain traveling vehicle 1 touches the front side of the crawler portion 20 to the ground by moving the left and right steering wheels 11L and 11R upward with respect to the vehicle body frame 12. The posture can be changed to the first running posture. In this posture, as the ground contact range GA1 of the crawler belt 27, a long range can be obtained in the front-rear direction between the first wheel 26 and the third wheel 24. This ground contact range GA1 includes the central position in the front-rear direction of the rough terrain traveling vehicle 1. Further, the ground contact range GA1 extends from the vicinity of the ground contact portions of the left and right steering wheels 11L and 11R to the vicinity of the front and rear center of the seating portion 13 in the front-rear direction. As a result, the vehicle 1 traveling on rough terrain can sufficiently secure stability during traveling and can obtain a high grip force between the ground and the crawler portion 20, and can achieve high running performance on rough terrain. Can be secured.

The front end of the ground contact range GA1 is preferably located near the ground contact portions of the left and right steering wheels 11L and 11R. With this configuration, the ground contact range GA1 can be widened to increase the grip force between the ground and the crawler portion 20, and the left and right steering wheels 11L and 11R are suppressed from slipping during turning, resulting in smoothness. It becomes possible to turn. As a result, the turning performance of the rough terrain traveling vehicle 1 is improved. Further, it is preferable that the center of gravity of the rough terrain traveling vehicle 1 in the state where the driver is on the ground position is located on the front side in the front-rear direction in the ground contact range GA1. With this configuration, the vehicle 1 traveling on rough terrain can ensure high running performance on rough terrain.

On the other hand, the rough terrain vehicle 1 is, for example, as shown in FIG. 8, by moving the left and right steering wheels 11L and 11R downward with respect to the vehicle body frame 12 from the state of FIG. 1, the front portion of the crawler portion 20. The posture can be changed to the second running posture in which the side is lifted from the ground. In this posture, as the ground contact range GA2 of the crawler belt 27, a short range can be obtained in the front-rear direction between the third wheel 24 and the fourth wheel 23. The ground contact range GA2 is located at the rear of the rough terrain vehicle 1. Then, the rough terrain vehicle 1 is in a state where the left and right steering wheels 11L and 11R located at the front portion and the ground contact range GA2 located at the rear portion are in contact with each other. That is, the stability of the rough terrain traveling vehicle 1 is prevented from being impaired even when the front side of the crawler portion 20 is floated from the ground. Further, in the rough terrain traveling vehicle 1, since the ground contact range GA2 of the crawler portion 20 is narrowed, the frictional resistance due to the crawler portion 20 is reduced, energy-efficient high-speed traveling and the like are possible, and steerability is improved.

That is, the rough terrain traveling vehicle 1 can easily adjust the ground contact range of the crawler portion 20 by raising and lowering the left and right steering wheels 11L and 11R with respect to the vehicle body frame 12, and travels according to the ground condition. Becomes possible.

Further, the two wheels 23 and 24 corresponding to the ground contact range GA2 are attached to the track frame 28 via the equalizer arm 29. As a result, the crawler portion 20 can absorb the impact during traveling by swinging the equalizer arm 29 even when the front side of the crawler portion 20 is floated from the ground, and the crawler portion 20 can absorb the impact during traveling. The running performance and riding comfort of the car are improved.

Further, the vehicle 1 traveling on rough terrain can move stably on rough terrain by raising and lowering the left and right steering wheels 11L and 11R according to the inclination and unevenness of the ground. For example, the rough terrain traveling vehicle 1 enables stable contour line traveling on a sloping ground by alternately raising and lowering the left and right steering wheels 11L and 11R. Specifically, from the state shown in FIG. 1, as shown in FIG. 17, the steering wheel 11R located on the mountain side is moved upward according to the inclination of the slope running on the contour line, and the steering wheel 11L located on the valley side is moved upward. Move down. In such a state, the high-altitude side portion (mountain side portion) of the ground contact range GA1 of the crawler portion 20 can be made to bite into the slope as an edge. Further, tilting of the vehicle body frame 12 toward the mountain side or the valley side (left-right direction) is prevented by the left and right steering wheels 11L and 11R. Further, since the crawler portion 20 has a wide ground contact range GA1 touching the sloping ground, a high grip force can be obtained between the sloping ground and the crawler portion 20, and the crawler portion 20 is prevented from slipping to the valley side. As a result, the vehicle 1 traveling on rough terrain can perform contour line traveling on slopes in a stable state.

As shown in FIGS. 1 to 2 and 4 to 7, in the rough terrain vehicle 1, the left and right steering wheels 11L and 11R move up and down via the left and right parallel link mechanisms 66L and 66R, so that the left and right steering wheels are left and right with respect to the vertical line. The angles of the kingpins 63L and 63R are kept constant. That is, the elevating mechanism 60 can elevate the left and right steering wheels 11L and 11R with little influence on the steerability.

In the rough terrain vehicle 1, the parallel link mechanisms 66L and 66R are connected to the front portion of the vehicle body frame 12 and extend rearward from the front portion of the vehicle body frame 12. As a result, the total length of the rough terrain traveling vehicle 1 can be shortened.

As shown in FIG. 3, in the rough terrain vehicle 1, the second tie rods 53L, 53R of the steering mechanism 50 are parallel to the parallel link mechanisms 66L, 66R (upper arms 70L, 70R, lower arms 71L, 71R) in a side view. They are arranged (see FIGS. 1 and 8). As a result, when the left and right steering wheels 11L and 11R are moved up and down, stress is less likely to occur on the steering mechanism 50, particularly the left and right second tie rods 53L and 53R, and the durability of the steering mechanism 50 is improved.

As shown in FIGS. 4 to 7, in the rough terrain vehicle 1, the elevating mechanism 60 has a left damper 69L corresponding to the left steering wheel 11L and a right damper 69R corresponding to the right steering wheel 11R. doing. As a result, the elevating mechanism 60 is configured to individually buffer the impact between the vehicle body frame 12 and the left steering wheel 11L and the impact between the vehicle body frame 12 and the right steering wheel 11R. .. As a result, the vehicle 1 traveling on rough terrain can effectively buffer the impact between the left and right steering wheels 11L and 11R and the vehicle body frame 12, and the left and right steering wheels 11L and 11R are brought into contact with the ground with good stability. At the same time, it is possible to improve the running performance and riding comfort of the rough terrain traveling vehicle 1.

As shown in FIGS. 1 to 2 and 4 to 7, in the rough terrain vehicle 1, the parallel link mechanisms 66L, 66R (upper arms 70L, 70R, lower arms 71L, 71R) are located above the steering wheels 11L, 11R. Have been placed. The parallel link mechanisms 66L and 66R are configured so that they do not come into contact with the left and right steering wheels 11L and 11R even if the steering wheels 11L and 11R are steered in a raised and lowered state. As a result, the vehicle width of the rough terrain traveling vehicle 1 can be narrowed.

In the rough terrain vehicle 1, the parallel link mechanisms 66L and 66R are connected to the lateral outside of the kingpin posts 64L and 64R via brackets 72L and 72R. Further, the second tie rods 53L and 53R of the steering mechanism 50 are connected to the laterally inner side of the kingpins 63L and 63R via the knuckle arms 65L and 65R. As a result, the parallel link mechanisms 66L and 66R are configured to be less likely to interfere with the second tie rods 53L and 53R when the left and right steering wheels 11L and 11R are raised and lowered and when the steering wheels are steered. As a result, the rough terrain traveling vehicle 1 can increase the maximum lifting amount and the maximum steering angle of the steering wheels 11L and 11R.

As shown in FIGS. 4 to 7, in the rough terrain traveling vehicle 1, the elevating mechanism 60 is arranged so that the electric cylinders 67L and 67R and the dampers 69L and 69R extend in the front-rear direction. As a result, the vehicle height of the rough terrain traveling vehicle 1 is unlikely to increase, and the stability is increased.

The elevating mechanism 60 can be changed in various ways as long as the left and right steering wheels 11L and 11R can be elevated and lowered with respect to the vehicle body frame 12. For example, the elevating mechanism 60 has a configuration in which the parallel link mechanisms 66L and 66R extend in the left-right direction, and the parallel link mechanisms 66L and 66R are rotatably connected to the vehicle body frame 12 in the vertical direction with an axis extending in the front-rear direction as a fulcrum. It may be.

Further, the elevating mechanism 60 may have a configuration as shown in FIG. Here, FIG. 9 is a schematic view showing a modified example of the elevating mechanism 60, and is a view seen from above. In FIG. 9, the left side is the front and the right side is the rear. Further, in FIG. 9, the left and right steering wheels 11L and 11R, the left and right parallel link mechanisms 66L and 66R having the same configuration as the elevating mechanism 60, and the like are omitted.

The elevating mechanism 160 shown in FIG. 9 is provided with a rotating unit 176 and a cylinder 167 in place of the left and right electric cylinders 67L and 67R and the left and right counter plates 68L and 68R in the elevating mechanism 60. The rotating unit 176 includes a support plate 177, a rotating plate 178, an electric motor 179, and the like. The support plate 177 is slidably supported by the vehicle body frame 12 in the front-rear direction. The rotating plate 178 is formed in a substantially rhombus shape extending in the left-right direction. The center of the rotating plate 178 is rotatably supported by the support plate 177. The rear end of the left damper 69L is connected to the left end of the rotating plate 178. The rear end of the right damper 69R is connected to the right end of the rotating plate 178. The tip of the damper 69L on the left side is connected to the crank 74L on the left side, which is not shown here. The tip of the damper 69R on the right side is connected to the crank 74R on the right side, which is not shown here. The electric motor 179 is supported by a support plate 177. The output shaft of the electric motor 179 is interlocked with the rotation shaft of the rotation plate 178, and the rotation plate 178 is rotated by the electric motor 179. The electric motor 179 is an electric motor driven by the electric power of the battery 32. The rotating unit 176 is supported by the vehicle body frame 12 so as to be slidable in the front-rear direction.

The cylinder 167 is an electric cylinder that moves the rod 175 back and forth by the electric power from the battery 32. The cylinder 167 is fixed to the vehicle body frame 12. The front end of the rod 175 of the cylinder 167 is connected to the rear end of the support plate 177. The cylinder 167 is configured to slide the rotating unit 176 in the front-rear direction with respect to the vehicle body frame 12.

In the elevating mechanism 160 configured in this way, the left and right steering wheels 11L and 11R can be moved up and down alternately by rotating the rotating plate 178 by the electric motor 179. For example, in FIG. 9, when the rotating plate 178 rotates clockwise, the left damper 69L is pushed forward and the right damper 69R is pulled backward. Then, the left steering wheel 11L moves downward, and the right steering wheel 11L moves upward. On the other hand, when the rotation plate 178 rotates counterclockwise, the damper 69L on the left side is pulled backward, and the damper 69R on the right side is pushed forward. Then, the left steering wheel 11L moves upward, and the right steering wheel 11L moves downward.

Further, the elevating mechanism 160 can elevate the left and right steering wheels 11L and 11R in the same direction by moving the rod 175 of the cylinder 167 back and forth. For example, in FIG. 9, by projecting the rod 175 of the cylinder 167, the rotating unit 176 slides forward, and the left and right dampers 69L and 69R are pushed forward. Then, the left and right steering wheels 11L and 11R move downward at the same time. On the other hand, by retracting the rod 175 of the cylinder 167, the rotating unit 176 slides backward, and the left and right dampers 69L and 69R are pulled backward. Then, the left and right steering wheels 11L and 11R move upward at the same time.

The elevating mechanism 160 configured in this way can control the electric motor 179 that rotates the rotating plate 178 so that the driver can enjoy various operational feelings. For example, the control unit 80 is configured to control the electric motor 179 with zero torque, so that the driver alternately raises and lowers the left and right steering wheels 11L and 11R by shifting the weight in the left-right direction to move the vehicle body frame 12 in the left-right direction. It becomes possible to tilt to. Further, by adjusting the gain in the position control of the electric motor 179, it is possible to adjust the cushioning force between the left and right steering wheels 11L and 11R and the vehicle body frame 12, which improves usability.

Further, the elevating mechanism 60 may have a configuration as shown in FIG. Here, FIG. 10 is a schematic view showing another modification of the elevating mechanism 60, and is a view seen from above. In FIG. 10, the left side is the front and the right side is the rear. Further, in FIG. 10, the left and right steering wheels 11L and 11R, the left and right parallel link mechanisms 66L and 66R having the same configuration as the elevating mechanism 60, and the like are omitted.

The elevating mechanism 260 shown in FIG. 10 has a rotating unit 276, left and right connecting rods 280L, instead of the left and right electric cylinders 67L and 67R, the left and right counter plates 68L and 68R, and the left and right dampers 69L and 69R in the elevating mechanism 60. It is equipped with 280R, two dampers 281,282, and a cylinder 267. The rotating unit 276 includes a support plate 277, a rotating plate 278, a damper 281, a cylinder 283, and the like. The support plate 277 is slidably supported by the vehicle body frame 12 in the front-rear direction. The rotating plate 278 is formed in a substantially rhombus shape extending in the left-right direction. The center of the rotating plate 278 is rotatably supported by the support plate 277. The cylinder 283 is an electric cylinder that moves the rod 284 back and forth by the electric power from the battery 32. The cylinder 283 is arranged on the support plate 277 so as to extend in the left-right direction. The tip of the rod 284 of the cylinder 283 is connected to the rear end of the rotating plate 278 via a damper 281. The cylinder 283 is configured to rotate the rotating plate 278 with respect to the support plate 277. The rotating unit 276 is supported by the vehicle body frame 12 so as to be slidable in the front-rear direction.

The left and right connecting rods 280L and 280R extend in the front-rear direction. The front end of the left connecting rod 280L is connected to the left crank 74L. The rear end of the left connecting rod 280L is connected to the left end of the rotating plate 278. The front end of the right connecting rod 280R is connected to the right crank 74R. The rear end of the right connecting rod 280R is connected to the right end of the rotating plate 278.

The cylinder 267 is an electric cylinder that moves the rod 275 back and forth by the electric power from the battery 32. The cylinder 267 is fixed to the vehicle body frame 12. The front end of the rod 275 of the cylinder 267 is connected to the rear end of the support plate 277 via a damper 282. The cylinder 267 is configured to slide the rotating unit 276 in the front-rear direction with respect to the vehicle body frame 12.

The elevating mechanism 260 configured in this way can elevate the left and right steering wheels 11L and 11R alternately by rotating the rotating plate 278 by the cylinder 283. Further, the elevating mechanism 260 can elevate the left and right steering wheels 11L and 11R in the same direction by moving the rod 275 of the cylinder 267 back and forth.

The elevating mechanism 260 includes a damper 281 between the support plate 277 and the rod 284 of the cylinder 283, and a damper 282 between the rotating unit 276 and the rod 275 of the cylinder 267. As a result, the vehicle 1 traveling on rough terrain has a higher degree of freedom in adjusting the cushioning force between the left and right steering wheels 11L and 11R and the vehicle body frame 12, and can improve the traveling performance and the riding comfort.

Further, the elevating mechanism 60 may be configured to alternately elevate the left and right steering wheels 11L and 11R according to, for example, the weight shift of the driver. As such a configuration, the elevating mechanisms 160 and 260 shown in FIGS. 9 and 10 may not include the electric motor 179 and the cylinder 283. The damper 281 of the elevating mechanism 260 shown in FIG. 10 is arranged between the support plate 277 and the rotating plate 278.

By configuring the elevating mechanism 60 to alternately elevate the left and right steering wheels 11L and 11R by moving the weight of the driver, the weight of the rough terrain traveling vehicle 1 can be reduced, and the size and weight can be reduced. At the same time, the control configuration can be simplified. As a result, the maneuverability and productivity of the rough terrain traveling vehicle 1 are improved.

Further, the elevating mechanisms 160 and 260 may be configured to include a lock mechanism for fixing the left and right steering wheels 11L and 11R at desired positions. As such a locking mechanism, a configuration is conceivable in which the rotation of the rotating plates 178 and 278 with respect to the support plates 177 and 277 is stopped. More specifically, a configuration is conceivable in which the rotation plates 178, 278 are attached to the support plates 177, 277, and the rotation plates 178, 278 are sandwiched from both sides by a pad or the like to brake the rotation of the rotation plates 178, 278. With this configuration, the vehicle 1 traveling on rough terrain can take two forms, one in which the left and right steering wheels 11L and 11R move up and down alternately, and the other in which the left and right steering wheels 11L and 11R do not move up and down, which improves usability.

Further, the elevating mechanism 60 may be configured to passively elevate the left and right steering wheels 11L and 11R. As such a configuration, the elevating mechanisms 160 and 260 shown in FIGS. 9 and 10 are configured not to include the electric motor 179, the cylinder 283, and the cylinders 167 and 267, and the rotating units 176 and 276 are attached to the vehicle body frame 12. A fixed configuration is conceivable. In this configuration, the left and right steering wheels 11L and 11R passively move up and down alternately due to the weight shift of the driver. With such a configuration, the weight of the rough terrain traveling vehicle 1 can be reduced, the size and weight can be reduced, and the control configuration can be simplified. Then, the maneuverability and productivity of the rough terrain traveling vehicle 1 are improved.

Further, the elevating mechanism 60 may be configured not to include the left and right electric cylinders 67L and 67R and the counter plates 68L and 68R, and the rear ends of the dampers 69L and 69R may be connected to the vehicle body frame 12. The left and right steering wheels 11L and 11R passively move up and down according to the unevenness of the ground. With such a configuration, the configuration of the rough terrain traveling vehicle 1 is simplified and the productivity is improved.

Here, the rough terrain traveling vehicle 1 is a saddle-mounted traveling vehicle in which the crawler portion 20 extends from the front portion to the rear portion of the vehicle body frame 12. The vehicle body frame 12 has first footrest portions 16L and 16R on both the left and right sides. Then, as illustrated in FIG. 11, the driver D sits on the saddle-mounted seating portion 13 and rides in a posture in which his / her feet are placed on the left and right first footrest portions 16L and 16R. FIG. 11 is a side view schematically showing an example of the riding posture of the driver D. Then, the rough terrain traveling vehicle 1 travels by a single crawler portion 20, and the driver D rides on the crawler portion 20 so as to straddle the crawler portion 20. Therefore, the rough terrain traveling vehicle 1 can reduce the vehicle width, vehicle height, and overall length, and has high maneuverability like a motorcycle.

Further, in the rough terrain traveling vehicle 1, since the steering wheels 11L and 11R are arranged on the left and right sides of the crawler portion 20, the vehicle body frame 12 is prevented from tilting in the left-right direction, and stable traveling is possible. Further, the stability of the rough terrain traveling vehicle 1 is not impaired even if the width of the crawler belt 27 in the left-right direction is narrowed. Then, in the rough terrain traveling vehicle 1, by narrowing the width of the crawler belt 27 in the left-right direction, the frictional resistance by the crawler portion 20 at the time of turning is reduced, and the steerability can be improved.

Here, the left and right first footrest portions 16L and 16R extend horizontally in the front-rear direction. Therefore, the driver D can move the place where the foot is placed in the front-rear direction according to the physique, preference, and the like, which improves usability.

Further, the vehicle body frame 12 has second footrest portions 17L, 17R arranged behind the first footrest portions 16L, 16R on both left and right sides. Then, the driver D can ride in a posture different from the posture illustrated in FIG. For example, as illustrated in FIG. 12, the driver D puts his / her feet on the left and right second footrests 17L and 17R without sitting on the saddle-type seating portion 13 when traveling uphill on a slope. It is also possible to place it and ride in a forward weight-bearing position. FIG. 12 is a side view schematically showing another example of the riding posture of the driver D. In this way, the rough terrain traveling vehicle 1 can be ridden in a posture in which the driver D puts his / her weight forward, and can perform stable traveling in which the driver D is prevented from rolling over backward when traveling uphill on a sloping ground. .. Then, the vehicle 1 traveling on rough terrain can run on a steep slope, for example, even on a slope with an inclination angle of about 30 °.

Further, the left and right second footrest portions 17L and 17R are inclined backward and upward in the front-rear direction and extend. As a result, the riding posture of the driver D as illustrated in FIG. 12 can be more stably performed. Further, since the front ends of the left and right second footrests 17L and 17R are connected to the rear ends of the left and right first footrests 16L and 16R, respectively, the left and right first footrests 16L and 16R are connected to the left and right. There is no break between the second footrest portions 17L and 17R of the driver D, and it is difficult for the driver D to step off when changing the riding posture, and the posture can be changed easily and quickly.

The first footrest portions 16L and 16R and the second footrest portions 17L and 17R are not limited to the above configurations. The first footrest portions 16L and 16R may have a configuration in which the driver D seated on the saddle-mounted seating portion 13 can place his / her feet. The second footrest portions 17L and 17R may be configured to be arranged behind the first footrest portions 16L and 16R.

For example, the first footrest portions 16L and 16R and the second footrest portions 17L and 17R may be attached to the vehicle body frame 12 or may be attached to the track frame 28 of the crawler portion 20. .. Further, the member to which the first footrest portions 16L and 16R are attached may be different from the member to which the second footrest portions 17L and 17R are attached. Further, the first footrests 16L and 16R are smoothly connected to the second footrests 17L and 17R, and the first footrests 16L and 16R and the second footrests 17L and 17R are integrally formed without division. It may have been. With this configuration, the driver D can also place his / her foot on the connection portion between the first footrest portions 16L and 16R and the second footrest portions 17L and 17R. Further, the front ends of the second footrests 17L and 17R may not be connected to the rear ends of the first footrests 16L and 16R. For example, the first footrest portions 16L and 16R and the second footrest portions 17L and 17R may be formed in a columnar shape protruding outward.

Next, the control system of the rough terrain traveling vehicle 1 according to the present embodiment will be described. As shown in FIG. 13, the operation of the rough terrain vehicle 1 is controlled by the control unit 80.

The control unit 80 controls the operation of the rough terrain vehicle 1 by reading input signals such as various set values and detection values by various sensors and outputting control signals. Examples of the control unit 80 include a microcomputer having a CPU (Central Processing Unit) that performs arithmetic processing and control processing, a main storage device that stores data, a timer, an input circuit, an output circuit, a power supply circuit, and the like. .. The main storage device exemplified by the ROM (Read Only Memory) and the EEPROM (Electrically Erasable Programmable Read Only Memory) stores a control program for executing the operation according to the present embodiment and various data. Data such as these various programs may be stored in an external storage device and may be configured to be read by the control unit 80.

The configuration of the control unit 80 can be changed in various ways. For example, the rough terrain vehicle 1 is provided with a plurality of control units, and each of them can communicate with each other by in-vehicle communication such as CAN (Controller Area Network) communication. It may be a configured configuration. FIG. 13 illustrates a configuration in which one control unit 80 controls the operation of the rough terrain traveling vehicle 1 including the elevating mechanism 60 and the like.

As shown in FIG. 13, the control unit 80 includes the inverter 33 of the crawler unit 20, the left and right electric cylinders 67L and 67R of the elevating mechanism 60, the electric first brake actuator 81, and the electric left and right second brake actuators. 82L, 82R, accelerator sensor AS, lifting operation switch 47L, 47R and braking switch 48 included in left and right switch groups 45L, 45R, left and right brake lever operation amount detection sensor 83L, 83R, left and right brake operation amount detection sensor 84L, 84R, an inclination sensor 85 for detecting the roll angle of the rough terrain vehicle 1, a vehicle speed sensor 86, a steering wheel operation angle detection sensor 87, left and right steering angle detection sensors 88L, 88R, and the like are electrically connected. The inverter 33 is electrically connected to the electric motor 31. The accelerator sensor AS is a rotation sensor that detects the rotation angle of the grip 43R on the right side with respect to the handlebar 42. The first brake actuator 81 operates the first brake that brakes the crawler portion 20. The left and right second brake actuators 82L and 82R are operating mechanisms for operating the left and right second brakes 36L and 36R that brake the left and right steering wheels 11L and 11R. The control unit 80 is electrically connected to various sensors and switches other than those illustrated in FIG. 13, such as a battery sensor that detects the voltage and current of the battery 32, and a vehicle speed limit switch.

The control unit 80 changes the traveling speed of the rough terrain traveling vehicle 1 by outputting a control signal to the inverter 33 based on the detection value of the accelerator sensor AS and changing the rotation of the electric motor 31. Further, the control unit 80 outputs a control signal to the electric cylinders 67L and 67R of the elevating mechanism 60 based on the operation signals of the left and right elevating operation switches 47L and 47R to raise and lower the left and right steering wheels 11L and 11R.

Here, the left and right elevating operation switches 47L and 47R are included in any of the left and right switch groups 45L and 45R that can be operated by the driver while holding the grips 43L and 43R. As a result, the driver can operate the left and right elevating operation switches 47L and 47R without taking his / her hand off the steering wheel 40, and can safely and easily elevate the left and right steering wheels 11L and 11R without deteriorating the drivability. Can be made to. The left and right elevating operation switches 47L and 47R may be a single switch that simultaneously operates the left and right electric cylinders 67L and 67R.

As shown in FIGS. 13 and 14, in the rough terrain vehicle 1, the control unit 80 controls the operation of the elevating mechanism 60 based on the operation of the left and right elevating operation switches 47L and 47R, and the left and right steering wheels. By driving the 11L and 11R up and down over the lower front lower position and the upper upper rear position, it is possible to smoothly ride on the step.

To elaborate on the riding, as shown in FIG. 14 (a), when the rough terrain vehicle 1 reaches the front of the step, the driver operates the left and right elevating operation switches 47L and 47R. When the left and right steering wheels 11L and 11R are lowered, as shown in FIG. 14 (b), the left and right steering wheels 11L and 11R move to the lower front lower position, so that the front side of the crawler portion 20 is moved from the ground. Before the left and right steering wheels 11L and 11R reach the vertical surface of the step, the front side of the crawler portion 20 comes into contact with the upper surface side of the step. After that, when the vehicle 1 traveling on rough terrain moves forward and rides on a step by the propulsive force of the crawler unit 20, the driver operates the left and right elevating operation switches 47L and 47R to raise the left and right steering wheels 11L and 11R. Then, as shown in FIGS. 14B to 14C, the left and right steering wheels 11L and 11R move from the lower front lower position to the upper upper rear position, thereby moving from the vertical surface of the step. While moving to the distant side, it moves to a position above the ground contact surface of the crawler portion 20. As a result, as shown in FIG. 14 (c), the left and right steering wheels are in a state where the front side of the crawler portion 20 is in contact with the upper surface side of the step and the rear side of the crawler portion 20 is in contact with the lower surface of the step. The rough terrain traveling vehicle 1 can be advanced without causing the 11L and 11R to interfere with the step. Then, as shown in FIG. 14D, when the rough terrain traveling vehicle 1 advances to a position where the left and right steering wheels 11L and 11R do not interfere with the vertical surface of the step even if the left and right steering wheels 11L and 11R are moved downward, the driver moves forward. When the left and right steering wheels 11L and 11R are lowered by operating the left and right elevating operation switches 47L and 47R, the left and right steering wheels 11L and 11R move downward, and the rough terrain traveling vehicle 1 further advances. As shown in FIG. 14 (e), as the vehicle weight center moves to the front side of the vertical surface of the step, the rough terrain vehicle 1 makes a ground contact portion of the crawler portion 20 that touches the corner of the step. It rotates toward the upper surface of the step as a fulcrum, and as shown in FIG. 14 (f), the left and right steering wheels 11L and 11R and the ground contact surface of the crawler portion 20 touch the upper surface of the step. To do. As a result, the vehicle 1 traveling on rough terrain has achieved a climbing run on the step moving from the lower surface to the upper surface of the step.

In the above configuration, the left and right steering wheels 11L and 11R are configured to move up and down between the lower front lower position and the upper upper rear position by the vertical movement of the left and right parallel link mechanisms 66L and 66R. Instead, for example, the left and right kingpins 63L and 63R set in the backward tilting posture are supported by the left and right kingpin posts 64L and 64R so as to be able to move in and out, and the left and right kingpins 63L and 63R are operated to move in and out. By providing an actuator, the left and right steering wheels 11L and 11R may be configured to move up and down between the lower front lower position and the upper upper rear position by moving the left and right kingpins 63L and 63R in and out. Good.

As shown in FIGS. 1, 8, 13, 15, and 16, the control unit 80 operates the elevating operation switch 47L, when either the left or right elevating operation switch 47L or 47R is operated. The electric cylinders 67L and 67R corresponding to 47R are operated to raise and lower the corresponding left and right steering wheels 11L and 11R independently.

As a result, when the driver operates the elevating operation switches 47L and 47R on the inside of the turn to raise the steering wheels 11L and 11R on the inside of the turn when turning, the driver turns the rough terrain vehicle 1 according to the amount of operation at this time. Can be tilted inward. When the vehicle 1 traveling on rough terrain tilts inward in turning, the ground contact resistance applied to the steering wheels 11L and 11R on the inside turning becomes larger than the grounding resistance applied to the crawler portion 20, thereby causing the steering wheels 11L and 11L on the inside turning. As the 11R becomes difficult to rotate, the crawler portion 20 becomes easy to skid with the steering wheels 11L and 11R on the inner side of the turn as fulcrums. As a result, the rough terrain traveling vehicle 1 can be smoothly turned with a small turning radius.

As shown in FIG. 13, when the control unit 80 determines that the amount of inclination of the rough terrain vehicle 1 inward of turning exceeds the set value based on the detection of the inclination sensor 85, the steering wheel 11L on the inside of turning , The operation of the second brake actuators 82L, 82R on the inner side of the turn is controlled so that the second brakes 36L, 36R that brake the 11R are operated.

As a result, when the driver tilts the rough terrain vehicle 1 to the extent that it exceeds the set value in order to reduce the turning radius, the steering wheels 11L and 11R on the inside of the turn are braked. The steering wheels 11L and 11R on the inside of the turn become difficult to rotate, and as a result, the rough terrain traveling vehicle 1 can be turned with a smaller turning radius. In addition, it is possible to prevent the vehicle 1 traveling on rough terrain from being forced to tilt inward, thereby improving the operability of turning the vehicle 1 traveling on rough terrain.

The control unit 80 may be configured to perform the following control operations with respect to the turning operation of the rough terrain vehicle 1.

For example, the control unit 80 does not raise the steering wheels 11L and 11R on the inside of the turn based on the operation of the elevating operation switches 47L and 47R by the driver, but turns the vehicle 1 for the driver to turn on rough terrain. When the weight is transferred inward, the inclination sensor 85 detects the inclination of the rough terrain vehicle 1 to the inside of the turn, and based on this detection, the steering wheels 11L and 11R on the inside of the turn are raised. Alternatively, it may be configured to brake.
In the above configuration, the driver only shifts the weight inward to turn the rough terrain vehicle 1 and turns without operating the elevating operation switches 47L and 47R or the brake levers 44L and 44R. The inner steering wheels 11L and 11R can be raised or braked, and the turning radius of the rough terrain vehicle 1 can be reduced. That is, the turning operability can be improved.

For example, when the driver operates the steering wheel 40 to turn the rough terrain vehicle 1, the control unit 80 raises the steering wheels 11L and 11R inside the turning based on the detection of the steering wheel operation angle detection sensor 87. Alternatively, it may be configured to brake.
In this configuration, the driver only operates the steering wheel to turn the vehicle 1 on rough terrain, and does not need to operate the elevating operation switches 47L, 47R or the brake levers 44L, 44R, but the steering wheels 11L on the inside of the turning. , 11R can be raised or braked, and the turning radius of the rough terrain vehicle 1 can be reduced. That is, the turning operability can be improved.

For example, the control unit 80 obtains the shared load of the left and right steering wheels 11L and 11R based on the detection from the sensor that measures the deformation allowance of the left and right dampers 69L and 69R, and travels on rough terrain from the obtained shared load. It is determined whether the traveling posture of the vehicle 1 is the first traveling posture in which the front side of the crawler portion 20 is in contact with the ground or the second traveling posture in which the front side of the crawler portion 20 is lifted from the ground, and the first traveling is performed. In the case of the posture, since the front side of the crawler portion 20 is in contact with the ground and almost no load is applied to the steering wheels 11L and 11R on the outer side of the turning, the left and right steering wheels 11L and 11R are braked to obtain the first position. In the two traveling postures, the front side of the crawler portion 20 is raised, and the load applied to the steering wheels 11L and 11R on the outer side of the turn is large during turning. Therefore, only the steering wheels 11L and 11R on the inner side of the turn are braked. It may be configured as follows.

For example, the control unit 80 determines whether the traveling posture of the rough terrain traveling vehicle 1 is the first traveling posture or the second traveling posture from the above-mentioned shared load, and if it is the second traveling posture, the steering wheel 11L on the inside of the turn. The braking force with respect to 11R may be limited to ensure the stability of the rough terrain vehicle 1 when turning.

For example, as shown in the flowchart of FIG. 18, when one of the left and right brake levers 44L and 44R is operated, the control unit 80 detects the brake lever operation amount detection sensor 83L and 83R and brake lever 44L. , 44R operation amount is calculated (step # 1), and based on this operation amount, the operation amount of the second brake actuators 82L and 82R inside the turn is calculated (step # 2), and based on the detection of the tilt sensor 85. It is determined whether or not the amount of inclination of the vehicle 1 traveling on rough terrain exceeds the set value (step # 3), and if it is determined that the amount of inclination of the vehicle 1 traveling on rough terrain has exceeded the set value, step # 2 is performed. Add the correction value when the tilt amount exceeds the set value to the calculated operation amount of the second brake actuators 82L and 82R inside the turn (step # 4), and the operation amount after adding the correction value is the operation amount inside the turn. It may be configured to perform brake turning control in consideration of the amount of inclination of the rough terrain traveling vehicle 1 by operating the second brake actuators 82L and 82R (step # 5).
According to this configuration, it is possible to prevent the rough terrain traveling vehicle 1 from being forced to tilt inward to reduce the turning radius of the rough terrain traveling vehicle 1.

For example, as shown in the flowchart of FIG. 19, when one of the left and right brake levers 44L and 44R is operated, the control unit 80 detects the brake lever operation amount detection sensor 83L and 83R and brake lever 44L. , 44R operation amount is calculated (step # 1), and based on this operation amount, the operation amount of the second brake actuators 82L and 82R inside the turning is calculated (step # 2), and based on the detection of the tilt sensor 85. It is determined whether or not the amount of inclination of the vehicle 1 traveling on rough terrain exceeds the set value (step # 3), and if it is determined that the amount of inclination of the vehicle 1 traveling on rough terrain has exceeded the set value, step # 2 is performed. To the calculated operation amount of the second brake actuators 82L and 82R on the inside of the turn, a correction value when the inclination amount exceeds the set value is added (step # 4), and further, the detection of the vehicle speed sensor 86 and the steering wheel operation angle detection sensor are added. The centrifugal force is obtained based on the detection of 87 or the like, and it is determined whether or not the obtained centrifugal force exceeds the set value (step # 5). The correction value when the centrifugal force exceeds the set value is added to the operation amount of the second brake actuators 82L and 82R (step # 6), and the operation amount after adding these correction values is the operation amount of the second brake inside the turn. The brake turning control may be performed in consideration of the inclination amount of the rough terrain traveling vehicle 1 and the centrifugal force at the time of turning by operating the actuators 82L and 82R (step # 7).
According to this configuration, it is possible to prevent an unreasonable tilting of the rough terrain traveling vehicle 1 to the inside of the turning in order to reduce the turning radius of the rough terrain traveling vehicle 1, and also to prevent an increase in the turning radius due to centrifugal force. be able to.

For example, the control unit 80 makes the turning radius obtained from the detected values of the steering wheel operation angle detection sensor 87 and the steering angle detection sensors 88L and 88R approach a preset predetermined value based on the detection of the steering wheel operation angle detection sensor 87. , The braking force with respect to the steering wheels 11L and 11R on the inner side of the turn may be adjusted.

For example, when the control unit 80 detects that the vehicle speed of the rough terrain traveling vehicle 1 exceeds the set speed based on the detection of the vehicle speed sensor 86, the control unit 80 limits the braking force on the steering wheels 11L and 11R inside the turn. Therefore, it may be configured to prevent a sharp turn during high-speed driving.

For example, the control unit 80 may be configured to brake the crawler unit 20 at the same time when braking the steering wheels 11L and 11R on the inner side of the turn.

For example, as shown in FIG. 17, the control unit 80 controls the elevating mechanisms 60, 160, 260 so that the inclination angle of the rough terrain vehicle 1 is maintained at a predetermined angle based on the detection of the inclination sensor 85. It may be a configuration. The inclination angle of the rough terrain vehicle 1 may be a roll angle in the left-right direction, a pitch angle in the front-rear direction, or may include both of them. As the tilt sensor 85, for example, a gyro sensor or the like can be used. With such a configuration, the vehicle 1 traveling on rough terrain can, for example, run while keeping the seating surface of the saddle-riding seating portion 13 horizontal, and improve stability and drivability when traveling on rough terrain. Can be planned.

The rough terrain traveling vehicle 1 is not limited to the configuration driven by the electric power from the battery 32, and may be configured to include an engine as a prime mover, a fuel tank, and the like and to be driven by the power of the engine.

As shown in FIG. 20, the elevating mechanism 60 includes a parallel four-bar link type link mechanism 90 attached to the front surface of the vehicle body, and left and right suspension mechanisms 91 extending over the link mechanism 90 and the left and right steering wheels 11L and 11R. The steering wheels 11L and 11R on the inside of the turn are greatly raised with respect to the vehicle body in conjunction with the driver's weight shift to the inside of the turn, and the rough terrain traveling vehicle 1 is configured to be greatly tilted on the inside of the turn. It may have been done.
5 is adopted.

Further, although the description by illustration is omitted, the rough terrain vehicle 1 is the rear portion of the vehicle body frame 12, another steering wheel arranged behind the seating portion 13, and the rear of the left and right steering wheels 11L and 11R. Therefore, another pair of left and right steering wheels that are arranged on the left and right sides of the crawler portion 20 and interlock with another steering wheel may be further provided. That is, the rough terrain traveling vehicle 1 may have a front-rear symmetrical configuration, and may be provided with a pair of left and right steering wheels 11L, 11R and a steering wheel 40 at the front and rear portions, respectively. With such a configuration, the rough terrain traveling vehicle 1 can travel in a switchback system in which the driver's riding direction is switched in the front-rear direction. Then, the rough terrain traveling vehicle 1 is improved in running performance in a place where the running path is narrow, for example, in a forest.

11L Steering wheel 11R Steering wheel 13 Seating part 20 Crawler part 31 Motor 36L 2nd brake 36R 2nd brake 40 Steering part 50 Steering mechanism 60 Lifting mechanism 80 Control unit 82L Operation mechanism 82R Operation mechanism 85 Tilt sensor 88L Steering angle detection sensor 88R Steering Angle detection sensor

Claims (4)

Saddle-type seating area and
The crawler part driven by the power from the prime mover and
The left and right steering wheels arranged on the left and right of the crawler,
A steering unit linked to the left and right steering wheels via a steering mechanism,
The left and right separately steered wheels relative to the vehicle body, and it is all terrain vehicle and a actively lifting drivable lifting mechanism. The first brake that brakes the crawler portion and
The left and right second brakes that brake the left and right steering wheels, and
The rough terrain traveling vehicle according to claim 1, further comprising an operation mechanism capable of individually operating the first brake and the left and right second brakes. Saddle-type seating area and
The crawler part driven by the power from the prime mover and
The left and right steering wheels arranged on the left and right of the crawler,
A steering unit linked to the left and right steering wheels via a steering mechanism,
An elevating mechanism that can raise and lower the left and right steering wheels individually with respect to the vehicle body,
The first brake that brakes the crawler portion and
The left and right second brakes that brake the left and right steering wheels, and
An operation mechanism capable of individually operating the first brake and the left and right second brakes,
An inclination sensor that detects the inclination angle of the vehicle body in the left-right direction,
The centrifugal force during turning is obtained, and based on the centrifugal force and the detection of the tilt sensor,
The lifting mechanism or all terrain vehicle that has a control unit for controlling the operation of the operation mechanism. Saddle-type seating area and
The crawler part driven by the power from the prime mover and
The left and right steering wheels arranged on the left and right of the crawler,
A steering unit linked to the left and right steering wheels via a steering mechanism,
An elevating mechanism that can raise and lower the left and right steering wheels individually with respect to the vehicle body,
The first brake that brakes the crawler portion and
The left and right second brakes that brake the left and right steering wheels, and
An operation mechanism capable of individually operating the first brake and the left and right second brakes,
A steering angle detection sensor that detects the steering angles of the left and right steering wheels, and
Together determine the centrifugal force during turning, on the basis of the centrifugal force and the detection of the steering angle sensor, the lifting mechanism or all terrain vehicle that has a control unit for controlling the operation of the operation mechanism.

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