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WO2011002003A1 - Vehicle structure for electric automobile - Google Patents

Vehicle structure for electric automobile Download PDF

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Publication number
WO2011002003A1
WO2011002003A1 PCT/JP2010/061115 JP2010061115W WO2011002003A1 WO 2011002003 A1 WO2011002003 A1 WO 2011002003A1 JP 2010061115 W JP2010061115 W JP 2010061115W WO 2011002003 A1 WO2011002003 A1 WO 2011002003A1
Authority
WO
WIPO (PCT)
Prior art keywords
wheel
vehicle
wheels
vehicle body
electric vehicle
Prior art date
Application number
PCT/JP2010/061115
Other languages
French (fr)
Japanese (ja)
Inventor
一郎 畑山
Original Assignee
株式会社Ecomo
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 株式会社Ecomo filed Critical 株式会社Ecomo
Priority to CN201080030074XA priority Critical patent/CN102470892A/en
Priority to JP2011520943A priority patent/JP5165112B2/en
Priority to SG2011097508A priority patent/SG177447A1/en
Publication of WO2011002003A1 publication Critical patent/WO2011002003A1/en

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D7/00—Steering linkage; Stub axles or their mountings
    • B62D7/02—Steering linkage; Stub axles or their mountings for pivoted bogies
    • B62D7/04—Steering linkage; Stub axles or their mountings for pivoted bogies with more than one wheel
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D11/00—Steering non-deflectable wheels; Steering endless tracks or the like
    • B62D11/20—Endless-track steering having pivoted bogie carrying track
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the present invention relates to a vehicle structure of an electric vehicle, and more particularly to a vehicle structure of an electric vehicle driven by four wheels.
  • an electric vehicle In contrast to conventional automobiles driven by an internal combustion engine that burns fossil fuels, electric cars that are driven by an electric motor driven by electric energy supplied from an installed battery have been put into practical use. Since an electric vehicle is driven by an electric motor, the amount of carbon dioxide emission during traveling is zero, and it is attracting attention as an environmentally friendly vehicle. In addition, one of the excellent features of an electric vehicle is that it has a high level of quietness compared to conventional vehicles and hybrid vehicles.
  • the current vehicle structure of an electric vehicle is generally a four-wheeled vehicle with two wheels at the front and rear, similar to the configuration of a conventional vehicle.
  • a motor is provided on each of the front wheels arranged on the left and right sides, and a steering angle corresponding to the steering of the steering wheel is given to the front wheels by driving independently (for example, patents) Reference 1). This makes it possible to turn the vehicle body as in a conventional automobile.
  • the conventional electric vehicle vehicle structure described above has a problem that the turning radius when turning the vehicle body is large and the turning ability indicating the ease of changing the direction of the vehicle body is low. For this reason, a lot of space is required for turning the vehicle body. For example, when parking one's own vehicle between two parked vehicles, a space for turning back the vehicle body is necessary, and the driver is also required to have high technology.
  • an object of the present invention is to provide a new and improved electric vehicle structure for an electric vehicle capable of improving the turning ability. is there.
  • a vehicle structure of an electric vehicle in which a driving device driven by receiving electric energy is driven by a wheel built in the wheel.
  • the vehicle structure of the electric vehicle of the present invention is provided at the front and rear of the vehicle body, and the first wheel portion and the second wheel portion, each of which is arranged on the left and right, respectively, and the operation amount input from the driver.
  • a drive control unit that drives each of the four wheels.
  • the first wheel portion has a first rotation center around the middle point of the support portion that rotatably supports the two wheels constituting the first wheel portion at both ends thereof, with respect to the height direction of the vehicle body.
  • the drive control unit is configured to be integrally rotatable on a substantially vertical plane, and the drive control unit differentially varies the wheels constituting the first wheel unit in accordance with the steering amount among the operation amounts, and the first wheel unit is changed to the first wheel unit. Rotate around 1 center of rotation.
  • the traveling direction of the vehicle is changed by integrally rotating the first wheel unit according to the operation amount input by the driver.
  • the direction of the vehicle body can be easily changed, and high turnability can be provided.
  • the distance between the wheels constituting the first wheel part can be made smaller than the distance between the wheels constituting the second wheel part. Therefore, the radius of rotation of the first wheel portion can be reduced, and the turning ability of the entire vehicle can be further improved.
  • the drive control unit differentials the four wheels according to the operation amount input from the driver, and the vehicle body with the predetermined position in the region where the second wheel unit of the vehicle body is provided as the rotation center. Can be swiveled.
  • the drive control unit can be differentiated according to the operation amount input from the driver, and the vehicle body can be turned with the vicinity of the intermediate position between the two wheels constituting the second wheel portion as the second rotation center.
  • the vehicle body can be rotated to rotate.
  • the turning radius required for the vehicle body to turn is smaller than the overall length of the vehicle body. Therefore, the electric vehicle having the vehicle configuration of the present invention can turn the vehicle body in a narrow space.
  • first wheel portion may be a front wheel portion and the second wheel portion may be a rear wheel portion, or the first wheel portion is a rear wheel portion and the second wheel portion is a front wheel portion. It may be.
  • the electric vehicle according to the present embodiment drives the vehicle body with four wheels.
  • the vehicle body is divided into three regions in the front-rear direction, that is, the front area, the center area, and the rear area, two wheels are provided in the front area and two in the rear area.
  • a first wheel portion including two wheels and a support portion that supports the two wheels at both ends.
  • the first wheel portion is a swivel unit (spindle unit) that can rotate integrally with the first wheel portion in a plane substantially perpendicular to the height direction of the vehicle body, with the vicinity of the center of the support portion as a rotation center.
  • the first wheel portion is rotated according to the steering amount of the steering wheel by the driver. That is, the traveling direction of the vehicle can be changed by rotating the first wheel portion.
  • the wheel which comprises a 1st wheel part is driven by the electric motor provided in each.
  • a second wheel portion including two wheels is provided in a rear area or a front area where the first wheel portion is not provided.
  • Each of the wheels constituting the second wheel portion is provided with an electric motor and can be driven independently.
  • the center of rotation when the vehicle body turns can be present in the area where the second wheel portion is provided. Thereby, since the center of rotation exists in the vehicle body, the vehicle body can be rotated so as to rotate, so that the rotation radius of the vehicle body can be reduced.
  • Such an electric vehicle consists of a swivel-type first wheel portion in which two wheels operate integrally, and two wheels constituting the second wheel portion, which is like a three-wheeled vehicle. It has a vehicle configuration.
  • Such an electric vehicle has higher turning ability than a conventional four-wheel vehicle configured with two wheels at the front and two wheels at the rear, and can turn the vehicle body even in a narrow space. It is.
  • the electric vehicle according to the present embodiment has a high turning ability and is actually driven by four wheels, so that it is excellent in straight traveling performance, traveling stability, and driving force. ing. Below, two embodiment is shown and demonstrated in detail about the electric vehicle which has such a vehicle structure.
  • FIG. 1 is explanatory drawing which shows the vehicle structure of the electric vehicle concerning this embodiment. In FIG. 1, only the functional units related to the arrangement of the vehicle body 110 and the wheels and the steering system are shown.
  • the electric vehicle 100 includes a front wheel portion 120 disposed in front of the traveling direction of the vehicle body 100 and a rear wheel portion 130 disposed rearward.
  • the front wheel portion 120 includes two wheels, a right wheel 122R and a left wheel 122L.
  • the right wheel 122R and the left wheel 122L are always provided to be substantially parallel.
  • the disk surfaces of the right wheel 122R and the left wheel 122L are provided so as to be substantially orthogonal to a straight line connecting the right wheel 122R and the left wheel 122L.
  • Each wheel is provided with a drive unit 124R and 124L for driving the wheel to rotate.
  • the drive units 124R and 124L for example, in-wheel motors can be used.
  • the in-wheel motor is a drive device in which a motor serving as a power source is built in the wheel, and power transmission efficiency is high, and responsive four-wheel independent control is possible. Further, since a drive shaft, a differential, and the like are not required, the degree of freedom in designing the vehicle body can be improved.
  • the right wheel 122R and the left wheel 122L are rotatably supported by the support portion 126.
  • a straight line connecting the right wheel 122R and the left wheel 122L is provided so as to pass through the center of the support portion 126.
  • the front wheel portion 120 can rotate 360 ° in a plane substantially perpendicular to the height direction of the vehicle body 110 with the center 126c of the support portion 126 as the center of rotation.
  • the rotation angle of the front wheel portion 120 is determined by steering a steering wheel (also referred to as a “steer angle input portion”) 140. That is, the front wheel portion 120 is configured as a swivel unit and functions as a steering wheel, and the traveling direction of the electric vehicle 100 can be changed by the front wheel portion 120 rotating around the center 126c. Details of the relationship between the movement of the front wheel portion 120 and the vehicle body 110 will be described later.
  • the rear wheel unit 130 includes two wheels, a right wheel 132R and a left wheel 132L.
  • the right wheel 132R and the left wheel 132L of the rear wheel portion 130 are arranged with an interval of substantially the same length as the vehicle width that is the length of the vehicle body 110 in the width direction (direction perpendicular to the traveling direction).
  • the rotation center C of the vehicle body 110 is located at a substantially center position of a straight line connecting the right wheel 132R and the left wheel 132L.
  • each wheel is provided with driving units 134R and 134L that rotate and drive a wheel such as an in-wheel motor, for example.
  • the rear wheel portion 130 functions as a drive wheel that drives the vehicle body 110.
  • the distance between the right wheel and the left wheel is different between the front wheel portion 120 and the rear wheel portion 130.
  • Rear portion 130 as described above, the right wheel 134R and the left wheel 134L is disposed to have a vehicle width and spacing of substantially the same length W 2.
  • the interval W 1 between the right wheel 124R and the left wheel 124L of the front portion 120 is smaller than the distance W 2 of the left and right wheels of the rear wheel portion 130. This is because the front wheel 120 to rotate the center 126c as the center of rotation, the distance W 1 of the right and left wheels of the front wheel 120 is large radius of rotation of the front wheel portion 120 becomes large.
  • the distance W 1 between the left and right wheels of the front wheel portion 120 can be determined in consideration of the size of the rotation radius of the front wheel portion 120 and the stable support of the vehicle body 110.
  • the electric vehicle 100 having such a vehicle configuration is provided with a steering angle sensor 150 that detects the steering amount of the steering wheel 140 by the driver, and the steering angle sensor 150 outputs the detected steering amount to the electronic control device 160. .
  • the electronic control unit 160 calculates the rotation angle of the vehicle body 110 to be turned from the steering amount input from the steering angle sensor 150. Then, the electronic control unit 160 calculates the drive amount of each drive unit 124R, 124L, 134R, 134L necessary for rotating the vehicle body 110 by the calculated rotation angle, and each drive unit 124R according to the calculated drive amount. , 124L, 134R, 134L are driven.
  • the vehicle configuration of the electric vehicle 100 according to the present embodiment is a configuration close to that of a three-wheeled vehicle including the two wheels 132R and 132L of the rear wheel portion 130 and the front wheel portion 120.
  • the electric vehicle 100 according to the present embodiment is actually driven by four wheels including the two wheels of the front wheel portion 120 and the two wheels of the rear wheel portion 130, it is possible to travel straight ahead and to stabilize running compared to a conventional three-wheeled vehicle. High nature. That is, in the conventional three-wheeled vehicle, a driving mechanism is not provided for one front wheel, and the two-wheeled wheel is driven.
  • the electric vehicle 100 according to the present embodiment is four-wheel drive, the driving force is high and stable running is possible.
  • the conventional three-wheeled vehicle has low turning ability and cannot pull the vehicle body by the front wheels, so it is difficult to stably turn the vehicle body, and a large turning space is required to turn the vehicle body stably.
  • the minimum turning radius in a conventional three-wheeled vehicle needs to be about twice or more the total length of the vehicle.
  • the electric vehicle 100 according to the present embodiment has high turnability and can turn with a turning radius smaller than the entire vehicle length.
  • the electric vehicle 100 according to the present embodiment is four-wheel drive, the vehicle body 110 can be turned in a stable manner. The turning ability of the electric vehicle 100 according to this embodiment is superior to that of a conventional four-wheel vehicle.
  • FIG. 2 is a functional block diagram for explaining processing by the electronic control device 160.
  • FIG. 3 is an explanatory diagram showing the turning ability of the electric vehicle 100 according to the present embodiment.
  • FIG. 4 is an explanatory diagram showing the turning ability of a conventional electric vehicle.
  • the electric vehicle 100 is driven according to the driver's instructions.
  • the driver inputs a turning direction and a turning amount for turning the vehicle from the rudder angle input unit 140.
  • the steering angle input unit 140 As the steering angle input unit 140, the above-described steering wheel, joystick, or the like can be used.
  • the turning direction and the turning amount input from the steering angle input unit 140 are output to the electronic control unit 160.
  • the speed of the vehicle is output from the speed sensor 170 to the electronic control unit 160.
  • the electronic control unit 160 calculates a safe optimum differential quantity for driving each wheel of the front wheel part 120 and the rear wheel part 130 based on the inputted turning direction, turning amount and vehicle speed.
  • the electronic control device 160 uses the same principle as the variable steering gear ratio used for the power steering of the steering system, etc., so that the steering angle is reduced at the start of steering, and the steering angle is increased as the steering is increased.
  • Each wheel 122R, 122L, 132R, 132L is controlled. At this time, the electronic control unit 160 does not cause excessive oversteer or understeer during turning, that is, the differential amount of each wheel 122R, 122L, 132R, 132L so as to achieve a neutral steer which is a safe optimum state. Is calculated.
  • the electronic control unit 160 outputs the calculated differential amount to each driving unit 124R, 124L, 134R, 134L as a digital signal.
  • Each driving unit 124R, 124L, 134R, 134L to which the digital signal is input drives the wheels 122R, 122L, 132R, 132L based on the digital signal.
  • the distance between the wheels 132R and 132L of the rear wheel part 130 is increased through conventional steering equipment.
  • the wheels 122R and 122L are differentially controlled by the drive units 124R and 124L of the front wheel unit 120 which is a swivel unit. Thereby, the vehicle body can be turned.
  • the wheels 132R and 132L of the rear wheel part 130 are optimized in accordance with the speed of the turning direction of the vehicle body turned by the front wheel part 120 by the differential control of the drive parts 134R and 134L.
  • the electric vehicle 100 having such a configuration is not limited to a conventional steering device that gives a steering angle to the wheel via a steering wheel, a steering shaft, a rack and pinion gear, a rod, a suspension link, or the like.
  • the vehicle body is turned by making the wheels 122R, 122L, 132R, 132L differential based on the input from the rudder angle input device that can be turned by using, for example. This makes it possible to obtain a vehicle turning ability that is approximately twice or more that of a conventional steering device, and also reduces the space required for turning the vehicle body, resulting in a vehicle body with high turning efficiency.
  • the electric vehicle 100 of the present embodiment has a feature that the front of the vehicle body always looks straight at the turning direction when the vehicle body is turned by providing the front wheel part 120 with a swivel unit that functions as a steering wheel.
  • the vehicle body is turned rightward by the rudder angle input unit 140.
  • the electronic control device 160 makes each wheel 122R, 122L, 132R, 132L differential.
  • the electric vehicle 100 of the present embodiment moves to rotate as shown in FIG. 3, and the vehicle body rotates in the right direction that is the traveling direction (steering direction) by the input from the steering angle input unit 140.
  • the direction in which the car body looks straight also changes.
  • the pair of front wheels stays in the traveling direction while maintaining a substantially parallel relationship.
  • the direction in which the eye is viewed is different from the traveling direction.
  • the driver has to empirically determine the operation amount of the steering wheel according to the traveling direction of the vehicle body and to operate the automobile.
  • the driver can recognize the traveling direction of the electric vehicle 100 accurately because the direction in which the front of the vehicle body is viewed normally coincides with the turning direction, so that the operability is improved. In addition, erroneous operations can be reduced.
  • each wheel is driven by an instruction from the electronic control device 160.
  • one or more of the driven wheels may be the road surface.
  • the slip sensor 180 works and the occurrence of slip is fed back to the electronic control unit 160.
  • the electronic control unit 160 Upon receiving notification of the occurrence of wheel slip, the electronic control unit 160 instantly calculates the appropriate amount of driving force according to the degree of slip and the new amount of operation of the wheel according to the input turning amount, turning direction and speed. And output to each drive unit 124R, 124L, 134R, 134L.
  • the electronic control device 160 performs drive control of each wheel based on the newly calculated turning direction, turning amount, and vehicle speed.
  • an in-wheel motor is used as a wheel drive unit. Since the in-wheel motor has a high driving force recoverability, the slip state can be quickly eliminated even when a slip occurs on the wheel.
  • FIG. 5 is an explanatory diagram showing the turning ability of the electric vehicle according to the present embodiment.
  • FIG. 6 is an explanatory diagram showing the movement of the vehicle when the electric vehicle according to the present embodiment is parked.
  • the electric vehicle 100 according to the present embodiment can rotate 360 ° around the rotation center C as shown in FIG. At this time, the turning radius r is smaller than the total vehicle length L of the electric vehicle 100. That is, since the electric vehicle 100 according to the present embodiment can turn to rotate itself, the traveling direction can be changed in a small turning space.
  • the electric vehicle 100 in which the front wheel portion 120 is in the state shown in FIG. 1 is located at position_A in FIG. From this state, when turning the vehicle body of the electric vehicle 100 in the right direction, the driver steers the steering wheel 140 in the right direction.
  • the steering angle sensor 150 detects the steering amount of the steering wheel 140 and outputs it to the electronic control device 160.
  • the electronic control unit 160 makes the wheels 122R and 122L of the front wheel part 120 differential so that the front wheel part 120 is rotated about 90 ° in the right direction.
  • the front wheel unit 120 can be rotated rightward by driving the right wheel 122R and the left wheel 122L at different rotational speeds.
  • wheel 122R, 122L becomes substantially parallel with respect to the width direction of the vehicle body 110.
  • the vehicle body 110 turns to the right around the rotation center C, and the position of position_B Move to. Further, when the wheels 122R and 122L of the front wheel portion 120 are driven by the driving portions 124R and 124L, the vehicle body 110 turns rightward around the rotation center C and moves to the position position_C.
  • the front wheel part 120 located at position_A in FIG. 5 turns the electric vehicle 100 in the state shown in FIG. 1 to the left, the driver steers the steering wheel 140 to the left.
  • the steering angle sensor 150 detects the steering amount of the steering wheel 140 and outputs it to the electronic control device 160.
  • the electronic control device 160 controls the driving force of the four wheels 122R, 122L, 132R, 132L that are independently driven.
  • the electronic control unit 160 makes the wheels 122R and 122L of the front wheel portion 120 differential so that the front wheel portion 120 is rotated about 90 ° leftward.
  • the front wheel portion 120 can be rotated leftward by driving the right wheel 122R and the left wheel 122L at different rotational speeds.
  • wheel 122R, 122L becomes substantially parallel with respect to the width direction of the vehicle body 110.
  • the vehicle body 110 turns to the left around the rotation center C, and the position of position_D Move to. Further, when the wheels 122R and 122L of the front wheel portion 120 are driven by the driving portions 124R and 124L, the vehicle body 110 turns leftward around the rotation center C and moves to the position position_C.
  • the electric vehicle 100 capable of changing the traveling direction easily changes the traveling direction of the vehicle body 110 in a narrow space as compared with the turning ability of a conventional three-wheeled vehicle or four-wheeled vehicle. High turnability that can be. According to such an electric vehicle 100, it is possible to move the vehicle 110 that could not be realized by a vehicle having a conventional vehicle configuration, and to facilitate vehicle control by the driver.
  • the movement of the vehicle of the electric vehicle 100A when the electric vehicle 100A according to the present embodiment is escaped from the state of being parked in parallel will be described.
  • the electric vehicle 100A according to the present embodiment is parked between two automobiles 100B and 100C.
  • the distance between the own vehicle and the two front and rear automobiles 100B and 100C is narrow, even if the steering wheel is turned to the right and the vehicle body is moved, the automobile ahead There is a high possibility of contact with 100B, and it cannot be easily escaped.
  • the vehicle body 110 is rotated around the rotation center C in the vicinity of the centers of the two wheels 132R and 132L constituting the rear wheel portion 130. It is possible. Using this high turning ability, as shown in FIG. 6, the front wheel 120 is rotated rightward by steering the steering wheel 140 of the driver, and the traveling direction of the vehicle 110 is changed. The four wheels 122R, 122L, 132R, 132L are driven and controlled to move the vehicle body 110 around the rotation center C. Thus, the front of the vehicle body can be escaped from between the two automobiles 100B and 100C.
  • the driver steers the steering wheel 140 to rotate the front wheel portion 120 in the left direction so that the wheels 122R and 122L of the front wheel portion 120 are substantially parallel to the traveling direction.
  • the electric vehicle 100A can be positioned on the right side of the vehicle 100B.
  • the traveling direction of the vehicle body 110 can be easily changed in a narrow space, so that the electric vehicle 100 can be easily parked and escaped. Space efficiency can also be improved.
  • the electric vehicle 100 of the present embodiment has a quietness higher than that of the electric vehicle and does not discharge heat, gas, or the like during driving. Therefore, the electric vehicle 100 is also suitable for turning the vehicle body 110 inside the building.
  • the traveling direction of the vehicle is changed by rotating the front wheel unit 120 integrally according to the steering amount of the steering wheel 140.
  • the front wheel portion 120 is directed in a direction orthogonal to the front-rear direction of the vehicle body 110, the vehicle body 110 is positioned near the center of the rear wheel portion 130 by causing the electronic control device 160 to differentiate the four wheels. It can be swung around the center of rotation C.
  • the electric vehicle 100 with high turnability can be realized.
  • the front of the vehicle body always looks straight at the turning direction when the vehicle body is turned, the operability of the vehicle can be improved, and erroneous operations can be reduced. Further, by individually controlling the rotation direction and torque of all four wheels so that the traveling direction of the vehicle and the steering direction coincide with each other, it is possible to achieve high turning performance and driving force recovery during slipping.
  • FIG. 7 is explanatory drawing which shows the vehicle structure of the electric vehicle concerning this embodiment.
  • FIG. 7 as in FIG. 1, only the arrangement of the vehicle body 110 and wheels, and the functional units related to the steering system are shown.
  • the electric vehicle 200 includes a front wheel portion 220 disposed in front of the traveling direction of the vehicle body 200 and a rear wheel portion 230 disposed rearward.
  • the front wheel portion 220 includes two wheels, a right wheel 222R and a left wheel 222L.
  • the front wheel portion 220 according to the present embodiment has the same configuration as the rear wheel portion 130 of the first embodiment, and the right wheel 222R and the left wheel 222L are spaced at substantially the same length as the vehicle width of the vehicle body 210.
  • the rotation center C of the vehicle body 210 is located at a substantially central position of a straight line connecting the right wheel 222R and the left wheel 222L.
  • Each wheel is provided with a drive unit 224R, 224L that rotationally drives a wheel such as an in-wheel motor, for example.
  • the rear wheel portion 230 also includes two wheels, a right wheel 232R and a left wheel 232L.
  • the rear wheel portion 230 is a swivel unit similarly to the front wheel portion 120 of the first embodiment, and the right wheel 232R and the left wheel 232L are always provided to be substantially parallel. Further, the disk surfaces of the right wheel 232R and the left wheel 232L are provided so as to be substantially orthogonal to a straight line connecting the right wheel 232R and the left wheel 232L.
  • Each wheel is provided with driving units 234R and 234L that rotate and drive a wheel such as an in-wheel motor, for example.
  • the right wheel 232R and the left wheel 232L are rotatably supported by the support portion 236.
  • a straight line connecting the right wheel 232R and the left wheel 232L is provided so as to pass through the center of the support portion 236.
  • the rear wheel portion 230 can rotate 360 ° in a plane substantially perpendicular to the height direction of the vehicle body 210 with the center 236c of the support portion 236 as the center of rotation.
  • the rotation angle of the rear wheel portion 230 is determined by steering the steering wheel 240. That is, the traveling direction of the electric vehicle 200 can be changed by the rear wheel portion 230 rotating about the center 236c.
  • the distance between the right wheel and the left wheel is different between the front wheel portion 220 and the rear wheel portion 230.
  • the distance W 3 between the left and right wheels of the front wheel portion 220 is substantially the same as the vehicle width of the vehicle 210.
  • the distance W 4 between the left and right wheels of the rear wheel portion 230 is smaller than the distance W 3 between the left and right wheels of the front wheel portion 220. This is for reducing the radius of rotation of the rear wheel portion 230 itself, like the front wheel portion 120 of the first embodiment.
  • the distance W 4 between the left and right wheels of the rear wheel portion 230 can be determined in consideration of the size of the rotation radius of the rear wheel portion 230 itself and the stable support of the vehicle body 210.
  • the front wheel portion 220 mainly functions as a driving wheel, and the rear wheel portion 230 functions as a steering wheel.
  • the front wheel portion 220 also contributes to steering by the differential, and the rear wheel portion 230 also functions as a drive wheel by an in-wheel motor included in each wheel.
  • the electric vehicle 200 having such a vehicle configuration is provided with a steering angle sensor 250 that detects the steering amount of the steering wheel 240 by the driver, and the steering angle sensor 250 outputs the detected steering amount to the electronic control unit 260. .
  • the electronic control unit 260 calculates the rotation angle of the vehicle body 210 to be turned from the steering amount input from the steering angle sensor 250. At this time, the electronic control unit 260 differentially controls the driving units 224R and 224L of the wheels 222R and 222L of the front wheel unit 220 without using a conventional steering device to turn the vehicle body 210.
  • the driving units 234R and 234L of the wheels 232R and 232L of the rear wheel unit 230 configured as a swivel unit are controlled by the electronic control unit 260 so that the turning direction of the turning vehicle is optimized according to the speed. It is dynamically controlled. As described above, the electronic control unit 260 calculates the driving amount of each driving unit 224R, 224L, 234R, 234L necessary for rotating the vehicle body 210 by the calculated rotation angle, and each driving according to the calculated driving amount. The units 224R, 224L, 234R, 234L are driven.
  • the vehicle configuration of the electric vehicle 200 according to this embodiment has been described above.
  • the vehicle configuration of the electric vehicle 200 according to the present embodiment is a configuration close to a three-wheeled vehicle including the two wheels of the front wheel portion 220 and the rear wheel portion 230.
  • the electric vehicle 200 according to the present embodiment is actually driven by four wheels including the two wheels of the front wheel portion 220 and the two wheels of the rear wheel portion 230, similarly to the electric vehicle 100 according to the first embodiment, Compared with a three-wheeled vehicle, it has the characteristics of high straight running performance and running stability and high turnability.
  • FIG. 8 is explanatory drawing which shows the turnability of the electric vehicle which concerns on this embodiment.
  • FIG. 9 is an explanatory diagram showing the movement of the vehicle when the electric vehicle according to the present embodiment is parked.
  • the electric vehicle 200 according to the present embodiment can rotate 360 ° around the rotation center C as shown in FIG.
  • the turning radius r is smaller than the total vehicle length L of the electric vehicle 200, and the traveling direction can be changed in a small turning space.
  • the electric vehicle 200 in which the rear wheel portion 230 is in the state shown in FIG. 7 is located at position_A in FIG. From this state, when turning the body of the electric vehicle 200 in the right direction, the driver steers the steering wheel 240 in the right direction.
  • the steering angle sensor 250 detects the steering amount of the steering wheel 240 and outputs it to the electronic control unit 260.
  • the electronic control unit 260 makes the wheels 232R and 232L of the rear wheel unit 230 differential so that the rear wheel unit 230 is rotated about 90 ° rightward.
  • the rear wheel 230 can be rotated in the right direction by driving the right wheel 232R and the left wheel 232L at different rotational speeds.
  • the wheels 232R and 232L are substantially parallel to the width direction of the vehicle body 210 as indicated by position_A in FIG.
  • the vehicle body 210 turns rightward around the rotation center C and position_D. Move to the position. Further, when the wheels 232R and 232L of the rear wheel portion 230 are driven by the drive portions 234R and 234L, the vehicle body 210 turns rightward around the rotation center C and moves to the position position_C.
  • the driver steers the steering wheel 240 in the left direction.
  • the steering angle sensor 250 detects the steering amount of the steering wheel 240 and outputs it to the electronic control unit 260.
  • the electronic control unit 260 controls the driving forces of the four wheels 222R, 222L, 232R, and 232L that are independently driven.
  • the electronic control unit 260 makes the wheels 232R and 232L of the rear wheel unit 230 differential so that the front wheel unit 220 is rotated about 90 ° to the left.
  • the rear wheel 230 can be rotated leftward by driving the right wheel 232R and the left wheel 232L at different rotational speeds.
  • the wheels 232R and 232L are substantially parallel to the width direction of the vehicle body 210 as indicated by position_A in FIG.
  • the vehicle body 210 turns to the left around the rotation center C, and position_B Move to the position. Further, when the wheels 232R and 232L of the rear wheel portion 230 are driven by the drive portions 234R and 234L, the vehicle body 210 turns leftward about the rotation center C and moves to the position position_C.
  • the electric vehicle 200 that can change the traveling direction can easily change the traveling direction of the vehicle body 210 in a narrow space as compared with the turning ability of a conventional three-wheeled vehicle or four-wheeled vehicle. High turnability that can be. According to such an electric vehicle 200, it is possible to move the vehicle 210 that could not be realized by a vehicle having a conventional vehicle configuration, and to facilitate vehicle control by the driver.
  • the movement of the electric vehicle 200A when the electric vehicle 200A according to this embodiment is parked in parallel will be described.
  • the electric vehicle 200 ⁇ / b> A according to the present embodiment is parked between two cars 200 ⁇ / b> B and 200 ⁇ / b> C that are parked in parallel.
  • the conventional automobile when the distance between the two automobiles 200B and 200C is slightly larger than the total length of the vehicle and narrow, the vehicles cannot be parked in parallel between the two automobiles 200B and 200C.
  • the vehicle body 210 can be rotated around the rotation center C in the vicinity of the centers of the two wheels 222R and 222L constituting the front wheel portion 220. Is possible. Utilizing this high turning ability, as shown in FIG. 9, after the front of the vehicle body is inserted between the two automobiles 200B and 200C, the steering wheel 240 of the driver steers the rear wheel portion 230 in the right direction. And the traveling direction of the vehicle 210 is changed.
  • the four wheels 222R, 222L, 232R, 232L are driven and controlled by the electronic control unit 260, and the vehicle body 210 is moved between the two automobiles 200B, 200C so as to rotate around the rotation center C.
  • the front of the vehicle body can be parked in parallel between the two automobiles 200B and 200C.
  • the traveling direction of the vehicle body 210 can be easily changed in a narrow space, so that the electric vehicle 200 can be easily parked and escaped. Space efficiency can also be improved.
  • the electric vehicle 200 of the present embodiment is also quieter than the characteristics of the electric vehicle and is suitable for turning the vehicle body 210 inside the building because it does not discharge heat, gas or the like during driving.
  • the electric vehicle 200 can include the slip sensor shown in FIG.
  • the degree of slip is fed back to the electronic control unit 260, so that the driving force and the driving direction of each of the driving units 224R, 224L, 234R, 234L are controlled by the electronic control unit 260. (That is, the turning direction and the turning amount of the vehicle body 210) are calculated, and it is possible to quickly cope with the occurrence of the slip and eliminate the slip state of the wheel.
  • the electric vehicle 200 includes a swivel unit at the rear wheel portion 230, so that the front of the vehicle body always looks right at the turning direction when the vehicle body is turned, as with the electric vehicle 100 according to the first embodiment. It has the feature to do. Since the direction in which the front of the vehicle body is viewed normally coincides with the turning direction, the driver can accurately recognize the traveling direction of the electric vehicle 200, thereby improving operability and reducing erroneous operations.
  • the traveling direction of the vehicle is changed by rotating the rear wheel unit 230 integrally according to the steering amount of the steering wheel 240 and the differential of the front wheel unit 220.
  • the vehicle body 210 is positioned near the center of the front wheel portion 220 by causing the electronic control device 260 to differentiate the four wheels. It can be swung around the center of rotation C.
  • the electric vehicle 200 with high turnability can be realized.
  • the front of the vehicle body always looks straight at the turning direction when the vehicle body is turned, the operability of the vehicle can be improved, and erroneous operations can be reduced. Further, by individually controlling the rotation direction and torque of all four wheels so that the traveling direction of the vehicle and the steering direction coincide with each other, it is possible to achieve high turning performance and driving force recovery during slipping.
  • an in-wheel motor is used as a drive unit that drives the wheels 222R, 222L, 232R, and 232L, and steering control of the vehicle is performed by an in-wheel motor operation steering system.
  • the electric vehicle 200 according to this embodiment is a front wide vehicle having a wide front wheel portion 220, and the wheels 222R and 222L of the front wheel portion 220 function as drive wheels, and the wheels themselves contribute to the turning of the vehicle by differential. Do not steer. Therefore, since it is not necessary to provide a conventional steering device and equipment, the capacity of the front wheel house and the protruding amount of the equipment are greatly reduced and the space in the vehicle is expanded as compared with the conventional vehicle. be able to.
  • the rear wheel unit 230 is a swivel unit, and the driving units 234R and 234L are provided on the wheels 232R and 232L. It is not limited. For example, it is not necessary to provide a drive unit for each wheel 232R, 232L of the rear wheel unit 230.
  • the front wheel unit 220 functions as a driving wheel that drives the vehicle and also functions as a steering wheel that determines the steering direction.
  • the rear wheel portion 230 functions as a caster that supports the vehicle body 210 driven by the front wheel portion 220 and moves following the movement of the vehicle body 210.
  • the vehicle body configuration of the electric vehicle of the present invention can be applied to a normal passenger car, and can also be applied to a large and small vehicle. That is, if it has the vehicle body structure of the electric vehicle of this invention, it will be understood that it belongs to the technical scope of this invention irrespective of the magnitude

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)
  • Non-Deflectable Wheels, Steering Of Trailers, Or Other Steering (AREA)
  • Automatic Cycles, And Cycles In General (AREA)

Abstract

A vehicle structure for an electric automobile, capable of enhancing the turning characteristics of the automobile. An electric automobile (100) is driven by traveling wheels having wheels incorporating therein drive devices which operate by receiving the supply of electric energy. The vehicle body structure for the electric automobile (100) is provided with a first traveling wheel unit and a second traveling wheel unit which are provided to the front and rear of the vehicle body (110) and each comprise two traveling wheels arranged on the left and right; and a drive control unit for individually driving the four traveling wheels according to the amount of operation inputted by the driver. The first traveling wheel unit is configured in such a manner that the first traveling wheel unit is integrally rotatable in a plane substantially perpendicular to the direction of the height of the vehicle body (110), about a point near the midpoint of a support unit which rotatably supports at both ends thereof the two traveling wheels which form the first traveling wheel unit, said point near the midpoint serving as a first rotation center. According to the amount of steering among the amount of operation, the drive control unit differentially rotates the traveling wheels which form the first traveling wheel unit and rotate the first traveling wheel unit about the first rotation center.

Description

電気自動車の車両構造Electric vehicle structure
　本発明は、電気自動車の車両構造に関し、より詳細には、４輪により駆動する電気自動車の車両構造に関する。 The present invention relates to a vehicle structure of an electric vehicle, and more particularly to a vehicle structure of an electric vehicle driven by four wheels.
　化石燃料を燃焼する内燃機関により駆動される従来の自動車に対して、搭載された電池から供給された電気エネルギによって電気モータが駆動されて走行する電気自動車の実用化が進められている。電気自動車は、電気モータにより駆動されるため、走行中の二酸化炭素の排出量がゼロであり、環境にやさしい自動車として注目されている。また、従来の自動車やハイブリッド車と比較して高い静粛性を有している点も、電気自動車の優れた特徴の一つである。 In contrast to conventional automobiles driven by an internal combustion engine that burns fossil fuels, electric cars that are driven by an electric motor driven by electric energy supplied from an installed battery have been put into practical use. Since an electric vehicle is driven by an electric motor, the amount of carbon dioxide emission during traveling is zero, and it is attracting attention as an environmentally friendly vehicle. In addition, one of the excellent features of an electric vehicle is that it has a high level of quietness compared to conventional vehicles and hybrid vehicles.
　現在の電気自動車の車両構造は、従来の自動車の構成と同様、前後に２輪ずつ備えた４輪車が一般的である。このような電気自動車では、一般に、左右に配置された前輪にそれぞれモータが設けられ、独立して駆動することにより、ステアリングホイールの操舵に応じた操舵角を前輪に付与している（例えば、特許文献１）。これにより、従来の自動車と同様に、車体を旋回させることが可能となる。 The current vehicle structure of an electric vehicle is generally a four-wheeled vehicle with two wheels at the front and rear, similar to the configuration of a conventional vehicle. In such an electric vehicle, generally, a motor is provided on each of the front wheels arranged on the left and right sides, and a steering angle corresponding to the steering of the steering wheel is given to the front wheels by driving independently (for example, patents) Reference 1). This makes it possible to turn the vehicle body as in a conventional automobile.
特開平９－１１７０１６号公報Japanese Patent Laid-Open No. 9-117016
　しかし、上述した従来の電気自動車の車両構造では、車体を旋回させるときの回転半径が大きく、車体の向きの変え易さを示す回頭性が低いという問題があった。このため、車体の旋回には多大なスペースが必要となる。例えば、駐車された２台の車両間に自身の車両を駐車させる場合、車体を切り返すためのスペースが必要であり、運転者にも高い技術が要求される。 However, the conventional electric vehicle vehicle structure described above has a problem that the turning radius when turning the vehicle body is large and the turning ability indicating the ease of changing the direction of the vehicle body is low. For this reason, a lot of space is required for turning the vehicle body. For example, when parking one's own vehicle between two parked vehicles, a space for turning back the vehicle body is necessary, and the driver is also required to have high technology.
　そこで、本発明は、上記問題に鑑みてなされたものであり、本発明の目的とするところは、回頭性を高めることが可能な、新規かつ改良された電気自動車の車両構造を提供することにある。 Therefore, the present invention has been made in view of the above problems, and an object of the present invention is to provide a new and improved electric vehicle structure for an electric vehicle capable of improving the turning ability. is there.
　上記課題を解決するために、本発明のある観点によれば、電気エネルギの供給を受けて駆動する駆動装置がホイールに内蔵された車輪によって駆動する電気自動車の車両構造が提供される。本発明の電気自動車の車両構造は、車体の前後に設けられ、それぞれ左右に配置された２つの車輪からなる第１の車輪部および第２の車輪部と、運転者から入力された操作量に応じて、４つの車輪をそれぞれ駆動する駆動制御部と、を備える。第１の車輪部は、その両端で当該第１の車輪部を構成する２つの車輪を回転可能に支持する支持部の中点付近を第１の回転中心として、車体の高さ方向に対して略垂直な平面において一体となって回転可能に構成され、駆動制御部は、操作量のうち操舵量に応じて第１の車輪部を構成する車輪を差動させ、第１の車輪部を第１の回転中心回りに回転させる。 In order to solve the above-described problems, according to one aspect of the present invention, there is provided a vehicle structure of an electric vehicle in which a driving device driven by receiving electric energy is driven by a wheel built in the wheel. The vehicle structure of the electric vehicle of the present invention is provided at the front and rear of the vehicle body, and the first wheel portion and the second wheel portion, each of which is arranged on the left and right, respectively, and the operation amount input from the driver. And a drive control unit that drives each of the four wheels. The first wheel portion has a first rotation center around the middle point of the support portion that rotatably supports the two wheels constituting the first wheel portion at both ends thereof, with respect to the height direction of the vehicle body. The drive control unit is configured to be integrally rotatable on a substantially vertical plane, and the drive control unit differentially varies the wheels constituting the first wheel unit in accordance with the steering amount among the operation amounts, and the first wheel unit is changed to the first wheel unit. Rotate around 1 center of rotation.
　本発明によれば、運転者により入力された操作量に応じて、第１の車輪部を一体に回転させることで、車両の進行方向を変更する。これにより、車体の向きを容易に変更することができ、高い回頭性を備えることができる。 According to the present invention, the traveling direction of the vehicle is changed by integrally rotating the first wheel unit according to the operation amount input by the driver. Thereby, the direction of the vehicle body can be easily changed, and high turnability can be provided.
　ここで、第１の車輪部を構成する車輪の間隔は、第２の車輪部を構成する車輪の間隔より狭くすることができる。これにより、第１の車輪部の回転半径を小さくすることができ、車両全体の回頭性をより高めることができる。 Here, the distance between the wheels constituting the first wheel part can be made smaller than the distance between the wheels constituting the second wheel part. Thereby, the radius of rotation of the first wheel portion can be reduced, and the turning ability of the entire vehicle can be further improved.
　また、駆動制御部は、運転者から入力された操作量に応じて４つの車輪を差動させて、車体の第２の車輪部が設けられた領域内における所定の位置を回転中心として、車体を旋回させることができる。例えば、車体の前方に車両を走行させるときの第１の車輪部の向きを基準として、第１の車輪部が第１の回転中心回りに約９０°回転されているとき、駆動制御部は、運転者から入力された操作量に応じて４つの車輪を差動させて、第２の車輪部を構成する２つの車輪の中間位置付近を第２の回転中心として車体を旋回させることができる。このように、本発明の電気自動車によれば、車体を自転させるように回転させることが可能となる。 In addition, the drive control unit differentials the four wheels according to the operation amount input from the driver, and the vehicle body with the predetermined position in the region where the second wheel unit of the vehicle body is provided as the rotation center. Can be swiveled. For example, when the first wheel unit is rotated about 90 ° around the first rotation center with reference to the direction of the first wheel unit when the vehicle travels in front of the vehicle body, the drive control unit The four wheels can be differentiated according to the operation amount input from the driver, and the vehicle body can be turned with the vicinity of the intermediate position between the two wheels constituting the second wheel portion as the second rotation center. Thus, according to the electric vehicle of the present invention, the vehicle body can be rotated to rotate.
　さらに、車体が旋回するために必要な回転半径は、車体の全長より小さい。したがって、本発明の車両構成を備える電気自動車は、狭いスペースで車体を旋回させることができる。 Furthermore, the turning radius required for the vehicle body to turn is smaller than the overall length of the vehicle body. Therefore, the electric vehicle having the vehicle configuration of the present invention can turn the vehicle body in a narrow space.
　また、第１の車輪部は前輪部であり、第２の車輪部は後輪部であってもよく、あるいは、第１の車輪部は後輪部であり、第２の車輪部は前輪部であってもよい。 Further, the first wheel portion may be a front wheel portion and the second wheel portion may be a rear wheel portion, or the first wheel portion is a rear wheel portion and the second wheel portion is a front wheel portion. It may be.
　以上説明したように本発明によれば、回頭性を高めることが可能な電気自動車の車両構造を提供することができる。 As described above, according to the present invention, it is possible to provide a vehicle structure of an electric vehicle capable of improving the turning ability.
本発明の第１の実施形態に係る電気自動車の車両構造を示す説明図である。It is explanatory drawing which shows the vehicle structure of the electric vehicle which concerns on the 1st Embodiment of this invention. 電子制御装置による処理を説明する機能ブロック図である。It is a functional block diagram explaining the process by an electronic control apparatus. 同実施形態に係る電気自動車の回頭性を示す説明図である。It is explanatory drawing which shows the turning property of the electric vehicle which concerns on the same embodiment. 従来の電気自動車の回頭性を示す説明図である。It is explanatory drawing which shows the turning ability of the conventional electric vehicle. 同実施形態に係る電気自動車の回頭性を示す説明図である。It is explanatory drawing which shows the turning property of the electric vehicle which concerns on the same embodiment. 同実施形態に係る電気自動車を駐車させるときの車両の動きを示す説明図である。It is explanatory drawing which shows the motion of a vehicle when parking the electric vehicle which concerns on the embodiment. 本発明の第２の実施形態に係る電気自動車の車両構造を示す説明図である。It is explanatory drawing which shows the vehicle structure of the electric vehicle which concerns on the 2nd Embodiment of this invention. 同実施形態に係る電気自動車の回頭性を示す説明図である。It is explanatory drawing which shows the turning property of the electric vehicle which concerns on the same embodiment. 同実施形態に係る電気自動車を駐車させるときの車両の動きを示す説明図である。It is explanatory drawing which shows the motion of a vehicle when parking the electric vehicle which concerns on the embodiment.
　以下に添付図面を参照しながら、本発明の好適な実施の形態について詳細に説明する。なお、本明細書及び図面において、実質的に同一の機能構成を有する構成要素については、同一の符号を付することにより重複説明を省略する。 Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings. In addition, in this specification and drawing, about the component which has the substantially same function structure, duplication description is abbreviate | omitted by attaching | subjecting the same code | symbol.
　＜車両構造の概要＞
　まず、本発明の実施形態に係る電気自動車の車両構造の概要について説明する。本実施形態に係る電気自動車は、車体を４つの車輪によって駆動する。車体を前後方向に３つの領域、すなわち前方エリア、中央エリアおよび後方エリアに区分したとき、車輪は、前方エリアに２つ、後方エリアに２つ設けられる。 <Overview of vehicle structure>
First, the outline | summary of the vehicle structure of the electric vehicle which concerns on embodiment of this invention is demonstrated. The electric vehicle according to the present embodiment drives the vehicle body with four wheels. When the vehicle body is divided into three regions in the front-rear direction, that is, the front area, the center area, and the rear area, two wheels are provided in the front area and two in the rear area.
　前方エリアまたは後方エリアのうちいずれか一方のエリアには、２つの車輪と、２つの車輪を両端で支持する支持部とからなる第１の車輪部が設けられる。第１の車輪部は、支持部の中心付近を回転中心として、車体の高さ方向に対して略垂直な平面において第１の車輪部全体が一体となって回転可能なスイヴル型のユニット（スイヴルユニット）として構成される。第１の車輪部は、運転者によるステアリングホイールの操舵量に応じて回転される。すなわち、第１の車輪部を回転させることによって、車両の進行方向を変化させることができる。なお、第１の車輪部を構成する車輪は、それぞれに設けられた電気モータによって駆動される。 In any one of the front area and the rear area, a first wheel portion including two wheels and a support portion that supports the two wheels at both ends is provided. The first wheel portion is a swivel unit (spindle unit) that can rotate integrally with the first wheel portion in a plane substantially perpendicular to the height direction of the vehicle body, with the vicinity of the center of the support portion as a rotation center. Evil unit). The first wheel portion is rotated according to the steering amount of the steering wheel by the driver. That is, the traveling direction of the vehicle can be changed by rotating the first wheel portion. In addition, the wheel which comprises a 1st wheel part is driven by the electric motor provided in each.
　一方、第１の車輪部が設けられていない後方エリアまたは前方エリアには、２つの車輪からなる第２の車輪部が設けられる。第２の車輪部を構成する車輪には、それぞれ電気モータが設けられており、独立して駆動させることができる。なお、本実施形態に係る電気自動車では、車体が旋回するときの回転中心を、第２の車輪部が設けられるエリアに存在するようにすることができる。これにより、車体内に回転中心が存在するため、車体を自転させるように回転させることができるので、車体の回転半径を小さくすることが可能となる。 On the other hand, in a rear area or a front area where the first wheel portion is not provided, a second wheel portion including two wheels is provided. Each of the wheels constituting the second wheel portion is provided with an electric motor and can be driven independently. In the electric vehicle according to the present embodiment, the center of rotation when the vehicle body turns can be present in the area where the second wheel portion is provided. Thereby, since the center of rotation exists in the vehicle body, the vehicle body can be rotated so as to rotate, so that the rotation radius of the vehicle body can be reduced.
　このような電気自動車は、２つの車輪が一体となって動作する、スイヴル型の第１の車輪部と、第２の車輪部を構成する２つの車輪とからなる、いわば３輪車のような車両構成となっている。かかる電気自動車は、前方に２輪、後方に２輪の車輪を設けて構成された従来の４輪車に比べて、高い回頭性を有しており、狭いスペースでも車体を旋回させることが可能である。また、従来の３輪車と比較しても、本実施形態に係る電気自動車は回頭性が高く、実際は４つの車輪で駆動しているため、直進走行性、走行安定性、駆動力にも優れている。以下では、このような車両構成を有する電気自動車について２つの実施形態を示し、詳細に説明していく。
　（第１の実施形態）
　＜電気自動車の車両構造＞
　まず、図１に基づいて、本発明の第１の実施形態に係る電気自動車の車両構造について説明する。なお、図１は、本実施形態かかる電気自動車の車両構造を示す説明図である。図１では、車体１１０と車輪の配置、および操舵システムに関する機能部についてのみ示している。 Such an electric vehicle consists of a swivel-type first wheel portion in which two wheels operate integrally, and two wheels constituting the second wheel portion, which is like a three-wheeled vehicle. It has a vehicle configuration. Such an electric vehicle has higher turning ability than a conventional four-wheel vehicle configured with two wheels at the front and two wheels at the rear, and can turn the vehicle body even in a narrow space. It is. In addition, compared with the conventional three-wheeled vehicle, the electric vehicle according to the present embodiment has a high turning ability and is actually driven by four wheels, so that it is excellent in straight traveling performance, traveling stability, and driving force. ing. Below, two embodiment is shown and demonstrated in detail about the electric vehicle which has such a vehicle structure.
(First embodiment)
<Electric vehicle structure>
First, based on FIG. 1, the vehicle structure of the electric vehicle which concerns on the 1st Embodiment of this invention is demonstrated. In addition, FIG. 1 is explanatory drawing which shows the vehicle structure of the electric vehicle concerning this embodiment. In FIG. 1, only the functional units related to the arrangement of the vehicle body 110 and the wheels and the steering system are shown.
　本実施形態に係る電気自動車１００は、図１に示すように、車体１００の進行方向に対して前方に配置される前輪部１２０と、後方に配置される後輪部１３０とを備える。前輪部１２０は、右輪１２２Ｒと左輪１２２Ｌとの２つの車輪を備える。右輪１２２Ｒおよび左輪１２２Ｌは、常に略平行となるように設けられている。また、右輪１２２Ｒおよび左輪１２２Ｌの円板面は、右輪１２２Ｒと左輪１２２Ｌとを結ぶ直線に対して略直交するように設けられている。 As shown in FIG. 1, the electric vehicle 100 according to the present embodiment includes a front wheel portion 120 disposed in front of the traveling direction of the vehicle body 100 and a rear wheel portion 130 disposed rearward. The front wheel portion 120 includes two wheels, a right wheel 122R and a left wheel 122L. The right wheel 122R and the left wheel 122L are always provided to be substantially parallel. Further, the disk surfaces of the right wheel 122R and the left wheel 122L are provided so as to be substantially orthogonal to a straight line connecting the right wheel 122R and the left wheel 122L.
　各車輪には、車輪を回転駆動する駆動部１２４Ｒ、１２４Ｌがそれぞれ設けられる。駆動部１２４Ｒ、１２４Ｌとしては、例えばインホイールモータ（Ｉｎ－Ｗｈｅｅｌ　Ｍｏｔｏｒ）を用いることができる。インホイールモータは、ホイールに動力源となるモータを内蔵した駆動装置であって、動力の伝達効率が高く、応答性の良い４輪独立制御が可能となる。また、ドライブシャフト、デファレンシャル等が不要になるため、車体設計自由度も向上させることができる。 Each wheel is provided with a drive unit 124R and 124L for driving the wheel to rotate. As the drive units 124R and 124L, for example, in-wheel motors can be used. The in-wheel motor is a drive device in which a motor serving as a power source is built in the wheel, and power transmission efficiency is high, and responsive four-wheel independent control is possible. Further, since a drive shaft, a differential, and the like are not required, the degree of freedom in designing the vehicle body can be improved.
　右輪１２２Ｒおよび左輪１２２Ｌは、支持部１２６によって回転可能に支持される。右輪１２２Ｒと左輪１２２Ｌとを結ぶ直線は、支持部１２６の中心を通るように設けられる。前輪部１２０は、支持部１２６の中心１２６ｃを回転中心として、車体１１０の高さ方向に対して略垂直な平面において３６０°回転することができる。前輪部１２０の回転角は、ステアリングホイール（「舵角入力部」ともいう。）１４０の操舵によって決定される。すなわち、前輪部１２０はスイヴルユニットとして構成されて操舵輪として機能しており、前輪部１２０が中心１２６ｃを中心として回転することにより、電気自動車１００の進行方向を変化させることができる。なお、前輪部１２０と車体１１０との動きとの関係の詳細については、後述する。 The right wheel 122R and the left wheel 122L are rotatably supported by the support portion 126. A straight line connecting the right wheel 122R and the left wheel 122L is provided so as to pass through the center of the support portion 126. The front wheel portion 120 can rotate 360 ° in a plane substantially perpendicular to the height direction of the vehicle body 110 with the center 126c of the support portion 126 as the center of rotation. The rotation angle of the front wheel portion 120 is determined by steering a steering wheel (also referred to as a “steer angle input portion”) 140. That is, the front wheel portion 120 is configured as a swivel unit and functions as a steering wheel, and the traveling direction of the electric vehicle 100 can be changed by the front wheel portion 120 rotating around the center 126c. Details of the relationship between the movement of the front wheel portion 120 and the vehicle body 110 will be described later.
　後輪部１３０は、右輪１３２Ｒと左輪１３２Ｌとの２つの車輪を備える。後輪部１３０の右輪１３２Ｒおよび左輪１３２Ｌは、車体１１０の幅方向（進行方向に対して垂直な方向）の長さである車幅と略同一の長さの間隔を有して配置される。なお、右輪１３２Ｒと左輪１３２Ｌとを結ぶ直線の略中心位置には、車体１１０の回転中心Ｃが位置する。各車輪には、前輪部１２０と同様、例えばインホイールモータ等の車輪を回転駆動する駆動部１３４Ｒ、１３４Ｌがそれぞれ設けられる。本実施形態において、後輪部１３０は、車体１１０を駆動する駆動輪として機能している。 The rear wheel unit 130 includes two wheels, a right wheel 132R and a left wheel 132L. The right wheel 132R and the left wheel 132L of the rear wheel portion 130 are arranged with an interval of substantially the same length as the vehicle width that is the length of the vehicle body 110 in the width direction (direction perpendicular to the traveling direction). . In addition, the rotation center C of the vehicle body 110 is located at a substantially center position of a straight line connecting the right wheel 132R and the left wheel 132L. Similarly to the front wheel unit 120, each wheel is provided with driving units 134R and 134L that rotate and drive a wheel such as an in-wheel motor, for example. In the present embodiment, the rear wheel portion 130 functions as a drive wheel that drives the vehicle body 110.
　本実施形態に係る電気自動車１００は、図１に示すように、右輪と左輪との間隔が前輪部１２０と後輪部１３０とで相違する。後輪部１３０は、上述したように、車幅と略同一の長さＷ２の間隔を有するように右輪１３４Ｒと左輪１３４Ｌとが配置されている。一方、前輪部１２０の右輪１２４Ｒと左輪１２４Ｌとの間隔Ｗ１は、後輪部１３０の左右輪の間隔Ｗ２よりも小さい。これは、前輪部１２０が中心１２６ｃを回転中心として回転するため、前輪部１２０の左右輪の間隔Ｗ１が大きいと前輪部１２０の回転半径が大きくなってしまうからである。前輪部１２０の左右輪の間隔Ｗ１は、前輪部１２０の回転半径の大きさと安定した車体１１０の支持を考慮して決定することができる。 In the electric vehicle 100 according to the present embodiment, as shown in FIG. 1, the distance between the right wheel and the left wheel is different between the front wheel portion 120 and the rear wheel portion 130. Rear portion 130, as described above, the right wheel 134R and the left wheel 134L is disposed to have a vehicle width and spacing of substantially the same length W 2. On the other hand, the interval W 1 between the right wheel 124R and the left wheel 124L of the front portion 120 is smaller than the distance W 2 of the left and right wheels of the rear wheel portion 130. This is because the front wheel 120 to rotate the center 126c as the center of rotation, the distance W 1 of the right and left wheels of the front wheel 120 is large radius of rotation of the front wheel portion 120 becomes large. The distance W 1 between the left and right wheels of the front wheel portion 120 can be determined in consideration of the size of the rotation radius of the front wheel portion 120 and the stable support of the vehicle body 110.
　このような車両構成を有する電気自動車１００は、運転手によるステアリングホイール１４０の操舵量を検出する操舵角センサ１５０が設けられ、操舵角センサ１５０は、検出した操舵量を電子制御装置１６０へ出力する。電子制御装置１６０は、操舵角センサ１５０から入力された操舵量から旋回されるべき車体１１０の回転角を算出する。そして、電子制御部１６０は、算出した回転角だけ車体１１０を回転させるために必要な各駆動部１２４Ｒ、１２４Ｌ、１３４Ｒ、１３４Ｌの駆動量を算出し、算出した駆動量に応じて各駆動部１２４Ｒ、１２４Ｌ、１３４Ｒ、１３４Ｌを駆動する。 The electric vehicle 100 having such a vehicle configuration is provided with a steering angle sensor 150 that detects the steering amount of the steering wheel 140 by the driver, and the steering angle sensor 150 outputs the detected steering amount to the electronic control device 160. . The electronic control unit 160 calculates the rotation angle of the vehicle body 110 to be turned from the steering amount input from the steering angle sensor 150. Then, the electronic control unit 160 calculates the drive amount of each drive unit 124R, 124L, 134R, 134L necessary for rotating the vehicle body 110 by the calculated rotation angle, and each drive unit 124R according to the calculated drive amount. , 124L, 134R, 134L are driven.
　以上、本実施形態に係る電気自動車１００の車両構成について説明した。このように、本実施形態に係る電気自動車１００の車両構成は、後輪部１３０の２つの車輪１３２Ｒ、１３２Ｌと前輪部１２０とからなる、３輪車に近い構成となっている。しかし、本実施形態に電気自動車１００は、実際は前輪部１２０の２輪と後輪部１３０の２輪との４輪によって駆動するため、従来の３輪車と比較して直進走行性や走行安定性が高い。すなわち、従来の３輪車は、前輪１輪には駆動機構は設けられておらず、後輪２輪によって駆動される。このため、後方から前方に向かって押すように車体を走行させるため、前輪が左右にぶれやすく直進走行性が低下しやすい。これに対して、本実施形態に係る電気自動車１００は、４輪駆動であるため、駆動力が高く、安定した走行が可能である。 The vehicle configuration of the electric vehicle 100 according to the present embodiment has been described above. Thus, the vehicle configuration of the electric vehicle 100 according to the present embodiment is a configuration close to that of a three-wheeled vehicle including the two wheels 132R and 132L of the rear wheel portion 130 and the front wheel portion 120. However, since the electric vehicle 100 according to the present embodiment is actually driven by four wheels including the two wheels of the front wheel portion 120 and the two wheels of the rear wheel portion 130, it is possible to travel straight ahead and to stabilize running compared to a conventional three-wheeled vehicle. High nature. That is, in the conventional three-wheeled vehicle, a driving mechanism is not provided for one front wheel, and the two-wheeled wheel is driven. For this reason, since the vehicle body travels so as to push from the rear toward the front, the front wheels are likely to sway from side to side, and the straight traveling performance is likely to deteriorate. On the other hand, since the electric vehicle 100 according to the present embodiment is four-wheel drive, the driving force is high and stable running is possible.
　また、従来の３輪車は、回頭性が低く、前輪によって車体を引くことができないため安定して車体を旋回させることが難しく、車体を安定して旋回させるには大きな旋回スペースが必要となる。一般に、従来の３輪車における最小回転半径は、車両全長の約２倍以上の大きさが必要である。一方、本実施形態に係る電気自動車１００は、後述するように、回頭性が高く、車両全長より小さい回転半径で旋回することができる。また、本実施形態に係る電気自動車１００は、４輪駆動であるため、安定して車体１１０を旋回させることができる。本実施形態に係る電気自動車１００の回頭性は、従来の４輪自動車と比較しても優れている。 In addition, the conventional three-wheeled vehicle has low turning ability and cannot pull the vehicle body by the front wheels, so it is difficult to stably turn the vehicle body, and a large turning space is required to turn the vehicle body stably. . Generally, the minimum turning radius in a conventional three-wheeled vehicle needs to be about twice or more the total length of the vehicle. On the other hand, as will be described later, the electric vehicle 100 according to the present embodiment has high turnability and can turn with a turning radius smaller than the entire vehicle length. Moreover, since the electric vehicle 100 according to the present embodiment is four-wheel drive, the vehicle body 110 can be turned in a stable manner. The turning ability of the electric vehicle 100 according to this embodiment is superior to that of a conventional four-wheel vehicle.
＜電子制御装置の機能＞
　ここで、電子制御装置１６０の機能と本実施形態に係る電気自動車１００の動きについて、図２～図４に基づき詳細に説明する。図２は、電子制御装置１６０による処理を説明する機能ブロック図である。図３は、本実施形態に係る電気自動車１００の回頭性を示す説明図である。図４は、従来の電気自動車の回頭性を示す説明図である。 <Functions of electronic control unit>
Here, the function of the electronic control device 160 and the movement of the electric vehicle 100 according to the present embodiment will be described in detail with reference to FIGS. FIG. 2 is a functional block diagram for explaining processing by the electronic control device 160. FIG. 3 is an explanatory diagram showing the turning ability of the electric vehicle 100 according to the present embodiment. FIG. 4 is an explanatory diagram showing the turning ability of a conventional electric vehicle.
　電気自動車１００は運転者の指示に応じて駆動する。運転者は、舵角入力部１４０から車両を回頭させる回頭方向および回頭量を入力する。舵角入力部１４０としては、上述したステアリングホイールや、ジョイスティック等を用いることができる。舵角入力部１４０から入力された回頭方向および回頭量は、電子制御装置１６０へ出力される。また、速度センサ１７０から、車両の速度が電子制御装置１６０へ出力される。 The electric vehicle 100 is driven according to the driver's instructions. The driver inputs a turning direction and a turning amount for turning the vehicle from the rudder angle input unit 140. As the steering angle input unit 140, the above-described steering wheel, joystick, or the like can be used. The turning direction and the turning amount input from the steering angle input unit 140 are output to the electronic control unit 160. In addition, the speed of the vehicle is output from the speed sensor 170 to the electronic control unit 160.
　電子制御装置１６０は、入力された回頭方向、回頭量および車両の速度に基づいて、前輪部１２０および後輪部１３０の各車輪を駆動させるための安全最適な差動分量を算出する。電子制御装置１６０は、操舵システムのパワーステアリング等に用いられている、可変ステアリングギアレシオ等と同等の原理を用いて、ステアリングの切り始めは舵角を小さく、切り増すほどに舵角を大きくするように各車輪１２２Ｒ、１２２Ｌ、１３２Ｒ、１３２Ｌを制御する。この際、電子制御装置１６０は、旋回時に極端なオーバーステアやアンダーステアにならないように、すなわち、安全最適な状態であるニュートラルステアとなるように、各車輪１２２Ｒ、１２２Ｌ、１３２Ｒ、１３２Ｌの差動分量を算出する。電子制御部１６０は、算出した差動分量をデジタル信号により各駆動部１２４Ｒ、１２４Ｌ、１３４Ｒ、１３４Ｌへ出力する。デジタル信号が入力された各駆動部１２４Ｒ、１２４Ｌ、１３４Ｒ、１３４Ｌは、デジタル信号に基づき、車輪１２２Ｒ、１２２Ｌ、１３２Ｒ、１３２Ｌを駆動させる。 The electronic control unit 160 calculates a safe optimum differential quantity for driving each wheel of the front wheel part 120 and the rear wheel part 130 based on the inputted turning direction, turning amount and vehicle speed. The electronic control device 160 uses the same principle as the variable steering gear ratio used for the power steering of the steering system, etc., so that the steering angle is reduced at the start of steering, and the steering angle is increased as the steering is increased. Each wheel 122R, 122L, 132R, 132L is controlled. At this time, the electronic control unit 160 does not cause excessive oversteer or understeer during turning, that is, the differential amount of each wheel 122R, 122L, 132R, 132L so as to achieve a neutral steer which is a safe optimum state. Is calculated. The electronic control unit 160 outputs the calculated differential amount to each driving unit 124R, 124L, 134R, 134L as a digital signal. Each driving unit 124R, 124L, 134R, 134L to which the digital signal is input drives the wheels 122R, 122L, 132R, 132L based on the digital signal.
　すなわち、図１に示すように、後輪部１３０の車輪１３２Ｒ、１３２Ｌの間隔が前輪部１２０の車輪１２２Ｒ、１２２Ｌの間隔より幅広である後広車であるとき、従来型の操舵機器類を介さずに、スイヴルユニットである前輪部１２０の駆動部１２４Ｒ、１２４Ｌによって車輪１２２Ｒ、１２２Ｌを差動制御する。これにより、車体を回頭させることができる。このとき、後輪部１３０の車輪１３２Ｒ、１３２Ｌは、駆動部１３４Ｒ、１３４Ｌの差動制御によって、前輪部１２０により回頭する車体の回頭方向を速度に応じて最適化される。 That is, as shown in FIG. 1, when the rear wheel is wider than the distance between the wheels 122R and 122L of the front wheel part 120, the distance between the wheels 132R and 132L of the rear wheel part 130 is increased through conventional steering equipment. In addition, the wheels 122R and 122L are differentially controlled by the drive units 124R and 124L of the front wheel unit 120 which is a swivel unit. Thereby, the vehicle body can be turned. At this time, the wheels 132R and 132L of the rear wheel part 130 are optimized in accordance with the speed of the turning direction of the vehicle body turned by the front wheel part 120 by the differential control of the drive parts 134R and 134L.
　このような構成の電気自動車１００は、例えばステアリングホイール、ステアリングシャフト、ラックアンドピニオンギア、ロッド、サスペンションリンク等を介してホイールに舵角を与える従来型の操舵装置を介さずに、ステアリングホイールあるいはジョイスティック等を用いて回頭させることの可能な舵角入力装置によってからの入力に基づいて各車輪１２２Ｒ、１２２Ｌ、１３２Ｒ、１３２Ｌを差動させて車体を回頭させる。これにより、従来型の操舵装置と比較して約２倍以上の車両回頭性を得ることができ、車体の回頭に要するスペースも低減されるので、回頭効率の高い車体となっている。 The electric vehicle 100 having such a configuration is not limited to a conventional steering device that gives a steering angle to the wheel via a steering wheel, a steering shaft, a rack and pinion gear, a rod, a suspension link, or the like. The vehicle body is turned by making the wheels 122R, 122L, 132R, 132L differential based on the input from the rudder angle input device that can be turned by using, for example. This makes it possible to obtain a vehicle turning ability that is approximately twice or more that of a conventional steering device, and also reduces the space required for turning the vehicle body, resulting in a vehicle body with high turning efficiency.
　また、本実施形態の電気自動車１００は、前輪部１２０に操舵輪として機能するスイヴルユニットを備えることにより、車体回頭時に、車体正面が常時回頭方向を正視するという特徴を有する。例えば、舵角入力部１４０により車体を右方向に旋回させるとする。運転者が舵角入力部１４０を操作すると、電子制御装置１６０は、各車輪１２２Ｒ、１２２Ｌ、１３２Ｒ、１３２Ｌを差動させる。このとき、本実施形態の電気自動車１００は、図３に示すように自転するように動き、舵角入力部１４０からの入力により進行方向（操舵方向）である右方向に車体が回転するとともに、車体が正視する方向も変化する。 In addition, the electric vehicle 100 of the present embodiment has a feature that the front of the vehicle body always looks straight at the turning direction when the vehicle body is turned by providing the front wheel part 120 with a swivel unit that functions as a steering wheel. For example, it is assumed that the vehicle body is turned rightward by the rudder angle input unit 140. When the driver operates the rudder angle input unit 140, the electronic control device 160 makes each wheel 122R, 122L, 132R, 132L differential. At this time, the electric vehicle 100 of the present embodiment moves to rotate as shown in FIG. 3, and the vehicle body rotates in the right direction that is the traveling direction (steering direction) by the input from the steering angle input unit 140. The direction in which the car body looks straight also changes.
　一方、従来の自動車で、ステアリングホイールにより車体を右方向に旋回させた場合には、図４に示すように、１対の前輪はほぼ平行関係を維持した状態で進行方向を向くにとどまり、車体が正視する方向は進行方向と相違する。このため、運転者は、車体の進行方向に応じたステアリングホイールの操作量を経験的に決定し、自動車を操作しなければならなかった。本実施形態に係る電気自動車１００では、車体正面が正視する方向と回頭方向とが一致することで、運転者は電気自動車１００の進行方向を正確に認識することができるので、操作性が向上し、誤操作も低減することができる。 On the other hand, when the vehicle body is turned to the right by the steering wheel in a conventional vehicle, as shown in FIG. 4, the pair of front wheels stays in the traveling direction while maintaining a substantially parallel relationship. The direction in which the eye is viewed is different from the traveling direction. For this reason, the driver has to empirically determine the operation amount of the steering wheel according to the traveling direction of the vehicle body and to operate the automobile. In the electric vehicle 100 according to the present embodiment, the driver can recognize the traveling direction of the electric vehicle 100 accurately because the direction in which the front of the vehicle body is viewed normally coincides with the turning direction, so that the operability is improved. In addition, erroneous operations can be reduced.
　ここで、本実施形態の電気自動車１００は、電子制御装置１６０からの指示によって各車輪が駆動されるが、その際、路面状況によっては、駆動された車輪のうち１または複数の車輪が路面との摩擦を失って空転する（すなわち、スリップする）場合がある。この場合、スリップセンサ１８０が働き、スリップの発生が電子制御装置１６０にフィードバックされる。車輪のスリップの発生の通知を受けた電子制御部１６０は、スリップの度合いに応じて、瞬時に適正が駆動力配分並びに入力された回頭量、回頭方向および速度による新たな車輪の作動分量を算出し、各駆動部１２４Ｒ、１２４Ｌ、１３４Ｒ、１３４Ｌへ出力する。電子制御装置１６０は、新たに算出された回頭方向、回頭量および車両の速度に基づき、各車輪の駆動制御を行う。 Here, in the electric vehicle 100 of the present embodiment, each wheel is driven by an instruction from the electronic control device 160. At that time, depending on the road surface condition, one or more of the driven wheels may be the road surface. There is a case where the wheel slips (ie, slips) while losing its friction. In this case, the slip sensor 180 works and the occurrence of slip is fed back to the electronic control unit 160. Upon receiving notification of the occurrence of wheel slip, the electronic control unit 160 instantly calculates the appropriate amount of driving force according to the degree of slip and the new amount of operation of the wheel according to the input turning amount, turning direction and speed. And output to each drive unit 124R, 124L, 134R, 134L. The electronic control device 160 performs drive control of each wheel based on the newly calculated turning direction, turning amount, and vehicle speed.
　本実施形態に係る電気自動車１００では、車輪の駆動部としてインホイールモータを使用している。インホイールモータは高い駆動力回復性を有するので、車輪にスリップが発生したときにもスリップ状態を早急に解消することができる。 In the electric vehicle 100 according to the present embodiment, an in-wheel motor is used as a wheel drive unit. Since the in-wheel motor has a high driving force recoverability, the slip state can be quickly eliminated even when a slip occurs on the wheel.
　＜電気自動車の回頭性＞
　以下、図５および図６に基づいて、本実施形態に係る電気自動車１００の回頭性について、電気自動車１００の動作例を挙げて説明する。なお、図５は、本実施形態に係る電気自動車の回頭性を示す説明図である。図６は、本実施形態に係る電気自動車を駐車させるときの車両の動きを示す説明図である。 <Curvability of electric vehicles>
Hereinafter, based on FIG. 5 and FIG. 6, the turning ability of the electric vehicle 100 according to the present embodiment will be described with reference to an operation example of the electric vehicle 100. FIG. 5 is an explanatory diagram showing the turning ability of the electric vehicle according to the present embodiment. FIG. 6 is an explanatory diagram showing the movement of the vehicle when the electric vehicle according to the present embodiment is parked.
　本実施形態に係る電気自動車１００は、図５に示すように、回転中心Ｃ周りに３６０°回転することができる。このとき、回転半径ｒは、電気自動車１００の車両全長Ｌよりも小さい。すなわち、本実施形態に係る電気自動車１００は、自身を自転させるように旋回できるため、小さな旋回スペースで進行方向を転換することができる。 The electric vehicle 100 according to the present embodiment can rotate 360 ° around the rotation center C as shown in FIG. At this time, the turning radius r is smaller than the total vehicle length L of the electric vehicle 100. That is, since the electric vehicle 100 according to the present embodiment can turn to rotate itself, the traveling direction can be changed in a small turning space.
　例えば、前輪部１２０が図１に示す状態である電気自動車１００が、図５のｐｏｓｉｔｉｏｎ＿Ａに位置しているとする。この状態から、電気自動車１００の車体を右方向に旋回させるとき、運転者は、ステアリングホイール１４０を右方向に操舵する。操舵角センサ１５０は、ステアリングホイール１４０の操舵量を検出して電子制御装置１６０へ出力する。そして、電子制御装置１６０は、前輪部１２０を右方向へ約９０°回転させるように前輪部１２０の車輪１２２Ｒ、１２２Ｌを差動させる。例えば、右輪１２２Ｒと左輪１２２Ｌとを異なる回転速度で駆動させることにより、前輪部１２０を右方向に回転させることができる。これにより、前輪部１２０は、図５のｐｏｓｉｔｉｏｎ＿Ａに示すように、車輪１２２Ｒ、１２２Ｌが車体１１０の幅方向に対して略平行となる。 For example, it is assumed that the electric vehicle 100 in which the front wheel portion 120 is in the state shown in FIG. 1 is located at position_A in FIG. From this state, when turning the vehicle body of the electric vehicle 100 in the right direction, the driver steers the steering wheel 140 in the right direction. The steering angle sensor 150 detects the steering amount of the steering wheel 140 and outputs it to the electronic control device 160. Then, the electronic control unit 160 makes the wheels 122R and 122L of the front wheel part 120 differential so that the front wheel part 120 is rotated about 90 ° in the right direction. For example, the front wheel unit 120 can be rotated rightward by driving the right wheel 122R and the left wheel 122L at different rotational speeds. Thereby, as shown to position_A of FIG. 5, as for front-wheel part 120, wheel 122R, 122L becomes substantially parallel with respect to the width direction of the vehicle body 110. FIG.
　前輪部１２０が図５のｐｏｓｉｔｉｏｎ＿Ａに示す状態で、前輪部１２０の車輪１２２Ｒ、１２２Ｌが駆動部１２４Ｒ、１２４Ｌにより駆動されると、車体１１０は回転中心Ｃ周りに右方向に旋回し、ｐｏｓｉｔｉｏｎ＿Ｂの位置に移動する。さらに前輪部１２０の車輪１２２Ｒ、１２２Ｌを駆動部１２４Ｒ、１２４Ｌにより駆動すると、車体１１０は回転中心Ｃ周りに右方向に旋回し、ｐｏｓｉｔｉｏｎ＿Ｃの位置に移動する。 If the wheels 122R and 122L of the front wheel unit 120 are driven by the driving units 124R and 124L in a state indicated by position_A in FIG. 5, the vehicle body 110 turns to the right around the rotation center C, and the position of position_B Move to. Further, when the wheels 122R and 122L of the front wheel portion 120 are driven by the driving portions 124R and 124L, the vehicle body 110 turns rightward around the rotation center C and moves to the position position_C.
　逆に、図５のｐｏｓｉｔｉｏｎ＿Ａに位置している前輪部１２０が図１に示す状態である電気自動車１００を左方向に旋回させるとき、運転者は、ステアリングホイール１４０を左方向に操舵する。操舵角センサ１５０は、ステアリングホイール１４０の操舵量を検出して電子制御装置１６０へ出力する。電子制御装置１６０は、それぞれ独立して駆動する４つの車輪１２２Ｒ、１２２Ｌ、１３２Ｒ、１３２Ｌの駆動力を制御する。電子制御装置１６０は、前輪部１２０を左方向へ約９０°回転させるように前輪部１２０の車輪１２２Ｒ、１２２Ｌを差動させる。例えば、右輪１２２Ｒと左輪１２２Ｌとを異なる回転速度で駆動させることにより、前輪部１２０を左方向に回転させることができる。これにより、前輪部１２０は、図５のｐｏｓｉｔｉｏｎ＿Ａに示すように、車輪１２２Ｒ、１２２Ｌが車体１１０の幅方向に対して略平行となる。 On the other hand, when the front wheel part 120 located at position_A in FIG. 5 turns the electric vehicle 100 in the state shown in FIG. 1 to the left, the driver steers the steering wheel 140 to the left. The steering angle sensor 150 detects the steering amount of the steering wheel 140 and outputs it to the electronic control device 160. The electronic control device 160 controls the driving force of the four wheels 122R, 122L, 132R, 132L that are independently driven. The electronic control unit 160 makes the wheels 122R and 122L of the front wheel portion 120 differential so that the front wheel portion 120 is rotated about 90 ° leftward. For example, the front wheel portion 120 can be rotated leftward by driving the right wheel 122R and the left wheel 122L at different rotational speeds. Thereby, as shown to position_A of FIG. 5, as for front-wheel part 120, wheel 122R, 122L becomes substantially parallel with respect to the width direction of the vehicle body 110. FIG.
　前輪部１２０が図５のｐｏｓｉｔｉｏｎ＿Ａに示す状態で、前輪部１２０の車輪１２２Ｒ、１２２Ｌが駆動部１２４Ｒ、１２４Ｌにより駆動されると、車体１１０は回転中心Ｃ周りに左方向に旋回し、ｐｏｓｉｔｉｏｎ＿Ｄの位置に移動する。さらに前輪部１２０の車輪１２２Ｒ、１２２Ｌを駆動部１２４Ｒ、１２４Ｌにより駆動すると、車体１１０は回転中心Ｃ周りに左方向に旋回し、ｐｏｓｉｔｉｏｎ＿Ｃの位置に移動する。 If the wheels 122R and 122L of the front wheel part 120 are driven by the drive parts 124R and 124L in the state indicated by position_A in FIG. 5, the vehicle body 110 turns to the left around the rotation center C, and the position of position_D Move to. Further, when the wheels 122R and 122L of the front wheel portion 120 are driven by the driving portions 124R and 124L, the vehicle body 110 turns leftward around the rotation center C and moves to the position position_C.
　このように進行方向を転換することの可能な電気自動車１００は、従来の３輪車あるいは４輪車等の自動車の回頭性と比較して、狭いスペースで容易に車体１１０の進行方向を転換することができる高い回頭性を有する。このような電気自動車１００によれば、従来の車両構成を有する自動車では実現できなかった車両１１０の移動を行うことができ、運転者による車両制御を容易にすることができる。 In this way, the electric vehicle 100 capable of changing the traveling direction easily changes the traveling direction of the vehicle body 110 in a narrow space as compared with the turning ability of a conventional three-wheeled vehicle or four-wheeled vehicle. High turnability that can be. According to such an electric vehicle 100, it is possible to move the vehicle 110 that could not be realized by a vehicle having a conventional vehicle configuration, and to facilitate vehicle control by the driver.
　一例として、縦列駐車された状態から本実施形態に係る電気自動車１００Ａを脱出させるときの、電気自動車１００Ａの車両の動きについて説明する。図６に示すように、本実施形態に係る電気自動車１００Ａは、２台の自動車１００Ｂ、１００Ｃの間に駐車されている。従来の自動車では、図６のように自身の車両と前後の２台の自動車１００Ｂ、１００Ｃとの車間が狭い場合には、ステアリングホイールを大きく右に切って車体を移動させたとしても前方の自動車１００Ｂと接触する可能性が高く、容易に脱出させることができない。 As an example, the movement of the vehicle of the electric vehicle 100A when the electric vehicle 100A according to the present embodiment is escaped from the state of being parked in parallel will be described. As shown in FIG. 6, the electric vehicle 100A according to the present embodiment is parked between two automobiles 100B and 100C. In the conventional automobile, as shown in FIG. 6, when the distance between the own vehicle and the two front and rear automobiles 100B and 100C is narrow, even if the steering wheel is turned to the right and the vehicle body is moved, the automobile ahead There is a high possibility of contact with 100B, and it cannot be easily escaped.
　これに対して、本実施形態に係る電気自動車１００Ａの場合、上述したように、後輪部１３０を構成する２つの車輪１３２Ｒ、１３２Ｌの中心付近にある回転中心Ｃの周りに車体１１０を回転させることが可能である。この高い回頭性を利用して、図６に示すように、運転者のステアリングホイール１４０の操舵により前輪部１２０を右方向へ回転させて車両１１０の進行方向を転換し、さらに電子制御装置１６０により４つの車輪１２２Ｒ、１２２Ｌ、１３２Ｒ、１３２Ｌを駆動制御して車体１１０を回転中心Ｃの周りに回転させるように移動させる。こうして、車体前方を２台の自動車１００Ｂ、１００Ｃの間から脱出させることができる。 On the other hand, in the case of the electric vehicle 100A according to the present embodiment, as described above, the vehicle body 110 is rotated around the rotation center C in the vicinity of the centers of the two wheels 132R and 132L constituting the rear wheel portion 130. It is possible. Using this high turning ability, as shown in FIG. 6, the front wheel 120 is rotated rightward by steering the steering wheel 140 of the driver, and the traveling direction of the vehicle 110 is changed. The four wheels 122R, 122L, 132R, 132L are driven and controlled to move the vehicle body 110 around the rotation center C. Thus, the front of the vehicle body can be escaped from between the two automobiles 100B and 100C.
　その後、運転者のステアリングホイール１４０の操舵により前輪部１２０を左方向へ回転させ、前輪部１２０の車輪１２２Ｒ、１２２Ｌを進行方向と略平行にする。そして、電子制御装置１６０により４つの車輪１２２Ｒ、１２２Ｌ、１３２Ｒ、１３２Ｌを駆動制御して車体１１０を移動させることにより、自動車１００Ｂの右側に電気自動車１００Ａを位置させることができる。このように、本実施形態に係る電気自動車１００によれば、車体１１０の進行方向を狭いスペースで容易に変更させることができるので、電気自動車１００の駐車、脱出を容易に行うことができ、駐車スペース効率も向上させることができる。また、本実施形態の電気自動車１００は、電気自動車の特性より高い静粛性を有し、駆動時に熱・ガス等の排出がないため、建物内部で車体１１０を回頭させることにも適している。 Thereafter, the driver steers the steering wheel 140 to rotate the front wheel portion 120 in the left direction so that the wheels 122R and 122L of the front wheel portion 120 are substantially parallel to the traveling direction. Then, by driving and controlling the four wheels 122R, 122L, 132R, 132L by the electronic control device 160, the electric vehicle 100A can be positioned on the right side of the vehicle 100B. Thus, according to the electric vehicle 100 according to the present embodiment, the traveling direction of the vehicle body 110 can be easily changed in a narrow space, so that the electric vehicle 100 can be easily parked and escaped. Space efficiency can also be improved. In addition, the electric vehicle 100 of the present embodiment has a quietness higher than that of the electric vehicle and does not discharge heat, gas, or the like during driving. Therefore, the electric vehicle 100 is also suitable for turning the vehicle body 110 inside the building.
　以上、本実施形態に係る電気自動車１００の車両構成とその動きについて説明した。本実施形態に係る電気自動車１００によれば、ステアリングホイール１４０の操舵量に応じて前輪部１２０を一体に回転させることにより、車両の進行方向を変化させる。そして、前輪部１２０を車体１１０の前後方向に対して直交する方向に向けたとき、電子制御装置１６０によって４つの車輪を差動させることで、車体１１０を後輪部１３０の中心付近に位置する回転中心Ｃ周りに旋回させることができる。このように、本実施形態によれば、回頭性の高い電気自動車１００を実現することができる。また、車体回頭時、車体正面が常に回頭方向を正視しているため、車両の操作性を向上させることができ、誤操作も低減することができる。さらに、車両の進行方向と操舵方向が一致するように４輪すべてにおいてその回転方向およびトルクを個別に制御することで、高い回頭性やスリップ時の駆動力回復性を実現することができる。 Heretofore, the vehicle configuration and movement of the electric vehicle 100 according to the present embodiment have been described. According to the electric vehicle 100 according to the present embodiment, the traveling direction of the vehicle is changed by rotating the front wheel unit 120 integrally according to the steering amount of the steering wheel 140. When the front wheel portion 120 is directed in a direction orthogonal to the front-rear direction of the vehicle body 110, the vehicle body 110 is positioned near the center of the rear wheel portion 130 by causing the electronic control device 160 to differentiate the four wheels. It can be swung around the center of rotation C. Thus, according to this embodiment, the electric vehicle 100 with high turnability can be realized. Further, since the front of the vehicle body always looks straight at the turning direction when the vehicle body is turned, the operability of the vehicle can be improved, and erroneous operations can be reduced. Further, by individually controlling the rotation direction and torque of all four wheels so that the traveling direction of the vehicle and the steering direction coincide with each other, it is possible to achieve high turning performance and driving force recovery during slipping.
　（第２の実施形態）
　＜電気自動車の車両構造＞
　次に、図７に基づいて、本発明の第２の実施形態に係る電気自動車の車両構造について説明する。なお、図７は、本実施形態かかる電気自動車の車両構造を示す説明図である。図７では、図１と同様、車体１１０と車輪の配置、および操舵システムに関する機能部についてのみ示している。 (Second Embodiment)
<Electric vehicle structure>
Next, based on FIG. 7, the vehicle structure of the electric vehicle according to the second embodiment of the present invention will be described. In addition, FIG. 7 is explanatory drawing which shows the vehicle structure of the electric vehicle concerning this embodiment. In FIG. 7, as in FIG. 1, only the arrangement of the vehicle body 110 and wheels, and the functional units related to the steering system are shown.
　本実施形態に係る電気自動車２００は、図７に示すように、車体２００の進行方向に対して前方に配置される前輪部２２０と、後方に配置される後輪部２３０とを備える。前輪部２２０は、右輪２２２Ｒと左輪２２２Ｌとの２つの車輪を備える。本実施形態に係る前輪部２２０は、第１の実施形態の後輪部１３０と同様の構成となっており、右輪２２２Ｒおよび左輪２２２Ｌは、車体２１０の車幅と略同一の長さの間隔を有して配置される。なお、右輪２２２Ｒと左輪２２２Ｌとを結ぶ直線の略中心位置には、車体２１０の回転中心Ｃが位置する。各車輪には、例えばインホイールモータ等の車輪を回転駆動する駆動部２２４Ｒ、２２４Ｌがそれぞれ設けられる。 As shown in FIG. 7, the electric vehicle 200 according to the present embodiment includes a front wheel portion 220 disposed in front of the traveling direction of the vehicle body 200 and a rear wheel portion 230 disposed rearward. The front wheel portion 220 includes two wheels, a right wheel 222R and a left wheel 222L. The front wheel portion 220 according to the present embodiment has the same configuration as the rear wheel portion 130 of the first embodiment, and the right wheel 222R and the left wheel 222L are spaced at substantially the same length as the vehicle width of the vehicle body 210. Arranged. Note that the rotation center C of the vehicle body 210 is located at a substantially central position of a straight line connecting the right wheel 222R and the left wheel 222L. Each wheel is provided with a drive unit 224R, 224L that rotationally drives a wheel such as an in-wheel motor, for example.
　後輪部２３０も、右輪２３２Ｒと左輪２３２Ｌとの２つの車輪を備える。後輪部２３０は、第１の実施形態の前輪部１２０と同様にスイヴルユニットとなっており、右輪２３２Ｒおよび左輪２３２Ｌは、常に略平行となるように設けられている。また、右輪２３２Ｒおよび左輪２３２Ｌの円板面は、右輪２３２Ｒと左輪２３２Ｌとを結ぶ直線に対して略直交するように設けられている。各車輪には、例えばインホイールモータ等の車輪を回転駆動する駆動部２３４Ｒ、２３４Ｌがそれぞれ設けられる。 The rear wheel portion 230 also includes two wheels, a right wheel 232R and a left wheel 232L. The rear wheel portion 230 is a swivel unit similarly to the front wheel portion 120 of the first embodiment, and the right wheel 232R and the left wheel 232L are always provided to be substantially parallel. Further, the disk surfaces of the right wheel 232R and the left wheel 232L are provided so as to be substantially orthogonal to a straight line connecting the right wheel 232R and the left wheel 232L. Each wheel is provided with driving units 234R and 234L that rotate and drive a wheel such as an in-wheel motor, for example.
　右輪２３２Ｒおよび左輪２３２Ｌは、支持部２３６によって回転可能に支持される。右輪２３２Ｒと左輪２３２Ｌとを結ぶ直線は、支持部２３６の中心を通るように設けられる。後輪部２３０は、支持部２３６の中心２３６ｃを回転中心として、車体２１０の高さ方向に対して略垂直な平面において３６０°回転することができる。後輪部２３０の回転角は、ステアリングホイール２４０の操舵によって決定される。すなわち、後輪部２３０が中心２３６ｃを中心として回転することにより、電気自動車２００の進行方向を変化させることができる。 The right wheel 232R and the left wheel 232L are rotatably supported by the support portion 236. A straight line connecting the right wheel 232R and the left wheel 232L is provided so as to pass through the center of the support portion 236. The rear wheel portion 230 can rotate 360 ° in a plane substantially perpendicular to the height direction of the vehicle body 210 with the center 236c of the support portion 236 as the center of rotation. The rotation angle of the rear wheel portion 230 is determined by steering the steering wheel 240. That is, the traveling direction of the electric vehicle 200 can be changed by the rear wheel portion 230 rotating about the center 236c.
　本実施形態に係る電気自動車２００は、図７に示すように、右輪と左輪との間隔が前輪部２２０と後輪部２３０とで相違する。前輪部２２０の左右輪の間隔Ｗ３は、車両２１０の車幅と略同一である。これに対して、後輪部２３０の左右輪の間隔Ｗ４は、前輪部２２０の左右輪の間隔Ｗ３よりも小さい。これは、第１の実施形態の前輪部１２０と同様、後輪部２３０そのものの回転半径を小さくするためである。後輪部２３０の左右輪の間隔Ｗ４は、後輪部２３０そのものの回転半径の大きさと安定した車体２１０の支持を考慮して決定することができる。また、本実施形態に係る電気自動車２００は、主として、前輪部２２０が駆動輪として機能し、後輪部２３０が操舵輪として機能している。なお、前輪部２２０もその差動により操舵にも寄与し、後輪部２３０もそれぞれの車輪に内包するインホイールモータによって駆動輪としても機能している。 In the electric vehicle 200 according to the present embodiment, as shown in FIG. 7, the distance between the right wheel and the left wheel is different between the front wheel portion 220 and the rear wheel portion 230. The distance W 3 between the left and right wheels of the front wheel portion 220 is substantially the same as the vehicle width of the vehicle 210. On the other hand, the distance W 4 between the left and right wheels of the rear wheel portion 230 is smaller than the distance W 3 between the left and right wheels of the front wheel portion 220. This is for reducing the radius of rotation of the rear wheel portion 230 itself, like the front wheel portion 120 of the first embodiment. The distance W 4 between the left and right wheels of the rear wheel portion 230 can be determined in consideration of the size of the rotation radius of the rear wheel portion 230 itself and the stable support of the vehicle body 210. In the electric vehicle 200 according to the present embodiment, the front wheel portion 220 mainly functions as a driving wheel, and the rear wheel portion 230 functions as a steering wheel. The front wheel portion 220 also contributes to steering by the differential, and the rear wheel portion 230 also functions as a drive wheel by an in-wheel motor included in each wheel.
　このような車両構成を有する電気自動車２００は、運転手によるステアリングホイール２４０の操舵量を検出する操舵角センサ２５０が設けられ、操舵角センサ２５０は、検出した操舵量を電子制御装置２６０へ出力する。電子制御装置２６０は、操舵角センサ２５０から入力された操舵量から旋回されるべき車体２１０の回転角を算出する。このとき、電子制御装置２６０は、従来型の操舵機器を介さずに、前輪部２２０の各車輪２２２Ｒ、２２２Ｌの駆動部２２４Ｒ、２２４Ｌを差動制御し、車体２１０を回頭させる。一方、スイヴルユニットとして構成された後輪部２３０の各車輪２３２Ｒ、２３２Ｌの駆動部２３４Ｒ、２３４Ｌは、回頭する車両の回頭方向が速度に応じて最適化されるように電子制御装置２６０によって差動制御される。このように、電子制御装置２６０は、算出した回転角だけ車体２１０を回転させるために必要な各駆動部２２４Ｒ、２２４Ｌ、２３４Ｒ、２３４Ｌの駆動量を算出し、算出した駆動量に応じて各駆動部２２４Ｒ、２２４Ｌ、２３４Ｒ、２３４Ｌを駆動する。 The electric vehicle 200 having such a vehicle configuration is provided with a steering angle sensor 250 that detects the steering amount of the steering wheel 240 by the driver, and the steering angle sensor 250 outputs the detected steering amount to the electronic control unit 260. . The electronic control unit 260 calculates the rotation angle of the vehicle body 210 to be turned from the steering amount input from the steering angle sensor 250. At this time, the electronic control unit 260 differentially controls the driving units 224R and 224L of the wheels 222R and 222L of the front wheel unit 220 without using a conventional steering device to turn the vehicle body 210. On the other hand, the driving units 234R and 234L of the wheels 232R and 232L of the rear wheel unit 230 configured as a swivel unit are controlled by the electronic control unit 260 so that the turning direction of the turning vehicle is optimized according to the speed. It is dynamically controlled. As described above, the electronic control unit 260 calculates the driving amount of each driving unit 224R, 224L, 234R, 234L necessary for rotating the vehicle body 210 by the calculated rotation angle, and each driving according to the calculated driving amount. The units 224R, 224L, 234R, 234L are driven.
　以上、本実施形態に係る電気自動車２００の車両構成について説明した。このように、本実施形態に係る電気自動車２００の車両構成は、前輪部２２０の２つの車輪と後輪部２３０とからなる、３輪車に近い構成となっている。しかし、本実施形態に電気自動車２００は、実際は前輪部２２０の２輪と後輪部２３０の２輪との４輪によって駆動するため、第１の実施形態に係る電気自動車１００と同様、従来の３輪車と比較して直進走行性や走行安定性が高く、かつ回頭性が高いという特徴と有する。 The vehicle configuration of the electric vehicle 200 according to this embodiment has been described above. Thus, the vehicle configuration of the electric vehicle 200 according to the present embodiment is a configuration close to a three-wheeled vehicle including the two wheels of the front wheel portion 220 and the rear wheel portion 230. However, since the electric vehicle 200 according to the present embodiment is actually driven by four wheels including the two wheels of the front wheel portion 220 and the two wheels of the rear wheel portion 230, similarly to the electric vehicle 100 according to the first embodiment, Compared with a three-wheeled vehicle, it has the characteristics of high straight running performance and running stability and high turnability.
　＜電気自動車の回頭性＞
　ここで、図８および図９に基づいて、本実施形態に係る電気自動車２００の回頭性について、電気自動車１００の動作例を挙げて説明する。なお、図８は、本実施形態に係る電気自動車の回頭性を示す説明図である。図９は、本実施形態に係る電気自動車を駐車させるときの車両の動きを示す説明図である。本実施形態に係る電気自動車２００は、図８に示すように、回転中心Ｃ周りに３６０°回転することができる。このとき、回転半径ｒは、第１の実施形態に係る電気自動車１００と同様、電気自動車２００の車両全長Ｌよりも小さく、小さな旋回スペースで進行方向を転換することができる。 <Curvability of electric vehicles>
Here, based on FIG. 8 and FIG. 9, the turning ability of the electric vehicle 200 according to the present embodiment will be described with reference to an operation example of the electric vehicle 100. In addition, FIG. 8 is explanatory drawing which shows the turnability of the electric vehicle which concerns on this embodiment. FIG. 9 is an explanatory diagram showing the movement of the vehicle when the electric vehicle according to the present embodiment is parked. The electric vehicle 200 according to the present embodiment can rotate 360 ° around the rotation center C as shown in FIG. At this time, like the electric vehicle 100 according to the first embodiment, the turning radius r is smaller than the total vehicle length L of the electric vehicle 200, and the traveling direction can be changed in a small turning space.
　例えば後輪部２３０が図７に示す状態である電気自動車２００が、図８のｐｏｓｉｔｉｏｎ＿Ａに位置しているとする。この状態から、電気自動車２００の車体を右方向に旋回させるとき、運転者は、ステアリングホイール２４０を右方向に操舵する。操舵角センサ２５０は、ステアリングホイール２４０の操舵量を検出して電子制御装置２６０へ出力する。そして、電子制御装置２６０は、後輪部２３０を右方向へ約９０°回転させるように後輪部２３０の車輪２３２Ｒ、２３２Ｌを差動させる。例えば、右輪２３２Ｒと左輪２３２Ｌとを異なる回転速度で駆動させることにより、後輪部２３０を右方向に回転させることができる。これにより、後輪部２３０は、図８のｐｏｓｉｔｉｏｎ＿Ａに示すように、車輪２３２Ｒ、２３２Ｌが車体２１０の幅方向に対して略平行となる。 For example, it is assumed that the electric vehicle 200 in which the rear wheel portion 230 is in the state shown in FIG. 7 is located at position_A in FIG. From this state, when turning the body of the electric vehicle 200 in the right direction, the driver steers the steering wheel 240 in the right direction. The steering angle sensor 250 detects the steering amount of the steering wheel 240 and outputs it to the electronic control unit 260. Then, the electronic control unit 260 makes the wheels 232R and 232L of the rear wheel unit 230 differential so that the rear wheel unit 230 is rotated about 90 ° rightward. For example, the rear wheel 230 can be rotated in the right direction by driving the right wheel 232R and the left wheel 232L at different rotational speeds. As a result, in the rear wheel portion 230, the wheels 232R and 232L are substantially parallel to the width direction of the vehicle body 210 as indicated by position_A in FIG.
　後輪部２３０が図８のｐｏｓｉｔｉｏｎ＿Ａに示す状態で、後輪部２３０の車輪２３２Ｒ、２３２Ｌが駆動部２３４Ｒ、２３４Ｌにより駆動されると、車体２１０は回転中心Ｃ周りに右方向に旋回し、ｐｏｓｉｔｉｏｎ＿Ｄの位置に移動する。さらに後輪部２３０の車輪２３２Ｒ、２３２Ｌを駆動部２３４Ｒ、２３４Ｌにより駆動すると、車体２１０は回転中心Ｃ周りに右方向に旋回し、ｐｏｓｉｔｉｏｎ＿Ｃの位置に移動する。 When the wheels 232R and 232L of the rear wheel unit 230 are driven by the driving units 234R and 234L in the state indicated by position_A in FIG. 8, the vehicle body 210 turns rightward around the rotation center C and position_D. Move to the position. Further, when the wheels 232R and 232L of the rear wheel portion 230 are driven by the drive portions 234R and 234L, the vehicle body 210 turns rightward around the rotation center C and moves to the position position_C.
　逆に、図８のｐｏｓｉｔｉｏｎ＿Ａに位置している後輪部２３０が図７に示す状態である電気自動車２００を左方向に旋回させるとき、運転者は、ステアリングホイール２４０を左方向に操舵する。操舵角センサ２５０は、ステアリングホイール２４０の操舵量を検出して電子制御装置２６０へ出力する。電子制御装置２６０は、それぞれ独立して駆動する４つの車輪２２２Ｒ、２２２Ｌ、２３２Ｒ、２３２Ｌの駆動力を制御する。電子制御装置２６０は、前輪部２２０を左方向へ約９０°回転させるように後輪部２３０の車輪２３２Ｒ、２３２Ｌを差動させる。例えば、右輪２３２Ｒと左輪２３２Ｌとを異なる回転速度で駆動させることにより、後輪部２３０を左方向に回転させることができる。これにより、後輪部２３０は、図８のｐｏｓｉｔｉｏｎ＿Ａに示すように、車輪２３２Ｒ、２３２Ｌが車体２１０の幅方向に対して略平行となる。 Conversely, when the rear wheel unit 230 located at position_A in FIG. 8 turns the electric vehicle 200 in the state shown in FIG. 7 in the left direction, the driver steers the steering wheel 240 in the left direction. The steering angle sensor 250 detects the steering amount of the steering wheel 240 and outputs it to the electronic control unit 260. The electronic control unit 260 controls the driving forces of the four wheels 222R, 222L, 232R, and 232L that are independently driven. The electronic control unit 260 makes the wheels 232R and 232L of the rear wheel unit 230 differential so that the front wheel unit 220 is rotated about 90 ° to the left. For example, the rear wheel 230 can be rotated leftward by driving the right wheel 232R and the left wheel 232L at different rotational speeds. As a result, in the rear wheel portion 230, the wheels 232R and 232L are substantially parallel to the width direction of the vehicle body 210 as indicated by position_A in FIG.
　後輪部２３０が図８のｐｏｓｉｔｉｏｎ＿Ａに示す状態で、後輪部２３０の車輪２３２Ｒ、２３２Ｌが駆動部２３４Ｒ、２３４Ｌにより駆動されると、車体２１０は回転中心Ｃ周りに左方向に旋回し、ｐｏｓｉｔｉｏｎ＿Ｂの位置に移動する。さらに後輪部２３０の車輪２３２Ｒ、２３２Ｌを駆動部２３４Ｒ、２３４Ｌにより駆動すると、車体２１０は回転中心Ｃ周りに左方向に旋回し、ｐｏｓｉｔｉｏｎ＿Ｃの位置に移動する。 When the wheels 232R and 232L of the rear wheel unit 230 are driven by the driving units 234R and 234L in the state indicated by position_A in FIG. 8, the vehicle body 210 turns to the left around the rotation center C, and position_B Move to the position. Further, when the wheels 232R and 232L of the rear wheel portion 230 are driven by the drive portions 234R and 234L, the vehicle body 210 turns leftward about the rotation center C and moves to the position position_C.
　このように進行方向を転換することの可能な電気自動車２００は、従来の３輪車あるいは４輪車等の自動車の回頭性と比較して、狭いスペースで容易に車体２１０の進行方向を転換することができる高い回頭性を有する。このような電気自動車２００によれば、従来の車両構成を有する自動車では実現できなかった車両２１０の移動を行うことができ、運転者による車両制御を容易にすることができる。 In this way, the electric vehicle 200 that can change the traveling direction can easily change the traveling direction of the vehicle body 210 in a narrow space as compared with the turning ability of a conventional three-wheeled vehicle or four-wheeled vehicle. High turnability that can be. According to such an electric vehicle 200, it is possible to move the vehicle 210 that could not be realized by a vehicle having a conventional vehicle configuration, and to facilitate vehicle control by the driver.
　一例として、本実施形態に係る電気自動車２００Ａを縦列駐車するときの、電気自動車２００Ａの車両の動きについて説明する。図９に示すように、縦列駐車されている２台の自動車２００Ｂ、２００Ｃの間に本実施形態に係る電気自動車２００Ａを駐車させる。従来の自動車では、２台の自動車２００Ｂ、２００Ｃとの車間が車両全長より少し大きい程度で狭い場合には、２台の自動車２００Ｂ、２００Ｃの間に車両を縦列駐車させることはできない。 As an example, the movement of the electric vehicle 200A when the electric vehicle 200A according to this embodiment is parked in parallel will be described. As shown in FIG. 9, the electric vehicle 200 </ b> A according to the present embodiment is parked between two cars 200 </ b> B and 200 </ b> C that are parked in parallel. In the conventional automobile, when the distance between the two automobiles 200B and 200C is slightly larger than the total length of the vehicle and narrow, the vehicles cannot be parked in parallel between the two automobiles 200B and 200C.
　これに対して、実施形態に係る電気自動車２００Ａの場合、上述したように、前輪部２２０を構成する２つの車輪２２２Ｒ、２２２Ｌの中心付近にある回転中心Ｃの周りに車体２１０を回転させることが可能である。この高い回頭性を利用して、図９に示すように、車体前方を２台の自動車２００Ｂ、２００Ｃの間に入り込ませた後、運転者のステアリングホイール２４０の操舵により後輪部２３０を右方向へ回転させて車両２１０の進行方向を転換させる。さらに電子制御装置２６０により４つの車輪２２２Ｒ、２２２Ｌ、２３２Ｒ、２３２Ｌを駆動制御して車体２１０を回転中心Ｃの周りに回転させるように２台の自動車２００Ｂ、２００Ｃの間へ移動させる。こうして、車体前方を２台の自動車２００Ｂ、２００Ｃの間に縦列駐車させることができる。 On the other hand, in the case of the electric vehicle 200A according to the embodiment, as described above, the vehicle body 210 can be rotated around the rotation center C in the vicinity of the centers of the two wheels 222R and 222L constituting the front wheel portion 220. Is possible. Utilizing this high turning ability, as shown in FIG. 9, after the front of the vehicle body is inserted between the two automobiles 200B and 200C, the steering wheel 240 of the driver steers the rear wheel portion 230 in the right direction. And the traveling direction of the vehicle 210 is changed. Further, the four wheels 222R, 222L, 232R, 232L are driven and controlled by the electronic control unit 260, and the vehicle body 210 is moved between the two automobiles 200B, 200C so as to rotate around the rotation center C. Thus, the front of the vehicle body can be parked in parallel between the two automobiles 200B and 200C.
　このように、本実施形態に係る電気自動車２００によれば、車体２１０の進行方向を狭いスペースで容易に変更させることができるので、電気自動車２００の駐車、脱出を容易に行うことができ、駐車スペース効率も向上させることができる。また、本実施形態の電気自動車２００も、電気自動車の特性より高い静粛性を有し、駆動時に熱・ガス等の排出がないため、建物内部で車体２１０を回頭させることにも適している。 Thus, according to the electric vehicle 200 according to the present embodiment, the traveling direction of the vehicle body 210 can be easily changed in a narrow space, so that the electric vehicle 200 can be easily parked and escaped. Space efficiency can also be improved. The electric vehicle 200 of the present embodiment is also quieter than the characteristics of the electric vehicle and is suitable for turning the vehicle body 210 inside the building because it does not discharge heat, gas or the like during driving.
　また、第１の実施形態と同様に、第２の実施形態に係る電気自動車２００も図２に示したスリップセンサを備えることができる。これにより、１または複数の車輪がスリップした場合にも、スリップの度合いを電子制御装置２６０へフィードバックすることで、電子制御措置２６０により各駆動部２２４Ｒ、２２４Ｌ、２３４Ｒ、２３４Ｌの駆動力および駆動方向（すなわち、車体２１０の回頭方向、回頭量）が算出され、スリップの発生に迅速に対応し、車輪のスリップ状態を解消することができる。 Similarly to the first embodiment, the electric vehicle 200 according to the second embodiment can include the slip sensor shown in FIG. Thereby, even when one or a plurality of wheels slip, the degree of slip is fed back to the electronic control unit 260, so that the driving force and the driving direction of each of the driving units 224R, 224L, 234R, 234L are controlled by the electronic control unit 260. (That is, the turning direction and the turning amount of the vehicle body 210) are calculated, and it is possible to quickly cope with the occurrence of the slip and eliminate the slip state of the wheel.
　さらに、本実施形態の電気自動車２００は、後輪部２３０にスイヴルユニットを備えることにより、第１の実施形態に係る電気自動車１００と同様に、車体回頭時に、車体正面が常時回頭方向を正視するという特徴を有する。車体正面が正視する方向と回頭方向とが一致することで、運転者は電気自動車２００の進行方向を正確に認識することができるので、操作性が向上し、誤操作も低減することができる。 Furthermore, the electric vehicle 200 according to the present embodiment includes a swivel unit at the rear wheel portion 230, so that the front of the vehicle body always looks right at the turning direction when the vehicle body is turned, as with the electric vehicle 100 according to the first embodiment. It has the feature to do. Since the direction in which the front of the vehicle body is viewed normally coincides with the turning direction, the driver can accurately recognize the traveling direction of the electric vehicle 200, thereby improving operability and reducing erroneous operations.
　以上、本実施形態に係る電気自動車２００の車両構成とその動きについて説明した。本実施形態に係る電気自動車２００によれば、ステアリングホイール２４０の操舵量に応じて後輪部２３０を一体に回転させること、および前輪部２２０の差動により、車両の進行方向を変化させる。そして、後輪部２３０を車体２１０の前後方向に対して直交する方向に向けたとき、電子制御装置２６０によって４つの車輪を差動させることで、車体２１０を前輪部２２０の中心付近に位置する回転中心Ｃ周りに旋回させることができる。このように、本実施形態によれば、回頭性の高い電気自動車２００を実現することができる。また、車体回頭時、車体正面が常に回頭方向を正視しているため、車両の操作性を向上させることができ、誤操作も低減することができる。さらに、車両の進行方向と操舵方向が一致するように４輪すべてにおいてその回転方向およびトルクを個別に制御することで、高い回頭性やスリップ時の駆動力回復性を実現することができる。 Heretofore, the vehicle configuration and the movement of the electric vehicle 200 according to the present embodiment have been described. According to the electric vehicle 200 according to the present embodiment, the traveling direction of the vehicle is changed by rotating the rear wheel unit 230 integrally according to the steering amount of the steering wheel 240 and the differential of the front wheel unit 220. When the rear wheel portion 230 is directed in a direction orthogonal to the front-rear direction of the vehicle body 210, the vehicle body 210 is positioned near the center of the front wheel portion 220 by causing the electronic control device 260 to differentiate the four wheels. It can be swung around the center of rotation C. Thus, according to this embodiment, the electric vehicle 200 with high turnability can be realized. Further, since the front of the vehicle body always looks straight at the turning direction when the vehicle body is turned, the operability of the vehicle can be improved, and erroneous operations can be reduced. Further, by individually controlling the rotation direction and torque of all four wheels so that the traveling direction of the vehicle and the steering direction coincide with each other, it is possible to achieve high turning performance and driving force recovery during slipping.
　また、本実施形態に係る電気自動車２００では、各車輪２２２Ｒ、２２２Ｌ、２３２Ｒ、２３２Ｌを駆動する駆動部として、インホイールモータを用い、インホイールモータの作動式操舵方式によって車両の操舵制御を行っている。本実施形態に係る電気自動車２００は、前輪部２２０が幅広の前広車両であり、前輪部２２０の車輪２２２Ｒ、２２２Ｌは駆動輪として機能し、差動により車両の回頭に寄与するものの車輪そのものはステアしない。したがって、従来型の操舵装置および機器類を設ける必要がないため、従来型の車両と比較して、前輪のホイールハウスの容量や機器類の突出量が格段に減少し、車両内空間を拡大させることができる。 Further, in the electric vehicle 200 according to the present embodiment, an in-wheel motor is used as a drive unit that drives the wheels 222R, 222L, 232R, and 232L, and steering control of the vehicle is performed by an in-wheel motor operation steering system. Yes. The electric vehicle 200 according to this embodiment is a front wide vehicle having a wide front wheel portion 220, and the wheels 222R and 222L of the front wheel portion 220 function as drive wheels, and the wheels themselves contribute to the turning of the vehicle by differential. Do not steer. Therefore, since it is not necessary to provide a conventional steering device and equipment, the capacity of the front wheel house and the protruding amount of the equipment are greatly reduced and the space in the vehicle is expanded as compared with the conventional vehicle. be able to.
　なお、第２の実施形態に係る電気自動車２００では、後輪部２３０がスイヴルユニットとなって、各車輪２３２Ｒ、２３２Ｌに駆動部２３４Ｒ、２３４Ｌが設けられていたが、本発明は係る例に限定されない。例えば、後輪部２３０の各車輪２３２Ｒ、２３２Ｌに駆動部を設けなくともよい。この場合、前輪部２２０は、車両を駆動させる駆動輪として機能するとともに、操舵方向を決定する操舵輪としても機能する。後輪部２３０は、前輪部２２０により駆動される車体２１０を支持するキャスターとして機能し、車体２１０の動きに追従して動く。このように、電気自動車２００の構成をより簡潔にしても、回頭性の高い車両を実現することが可能である。 In the electric vehicle 200 according to the second embodiment, the rear wheel unit 230 is a swivel unit, and the driving units 234R and 234L are provided on the wheels 232R and 232L. It is not limited. For example, it is not necessary to provide a drive unit for each wheel 232R, 232L of the rear wheel unit 230. In this case, the front wheel unit 220 functions as a driving wheel that drives the vehicle and also functions as a steering wheel that determines the steering direction. The rear wheel portion 230 functions as a caster that supports the vehicle body 210 driven by the front wheel portion 220 and moves following the movement of the vehicle body 210. Thus, even if the configuration of the electric vehicle 200 is simplified, a vehicle with high turnability can be realized.
　以上、添付図面を参照しながら本発明の好適な実施形態について詳細に説明したが、本発明はかかる例に限定されない。本発明の属する技術の分野における通常の知識を有する者であれば、請求の範囲に記載された技術的思想の範疇内において、各種の変更例または修正例に想到し得ることは明らかであり、これらについても、当然に本発明の技術的範囲に属するものと了解される。 The preferred embodiments of the present invention have been described in detail above with reference to the accompanying drawings, but the present invention is not limited to such examples. It is obvious that a person having ordinary knowledge in the technical field to which the present invention belongs can come up with various changes or modifications within the scope of the technical idea described in the claims. Of course, it is understood that these also belong to the technical scope of the present invention.
　例えば、本発明の電気自動車の車体構成は、通常の乗用車に適用することもでき、大型小型の車両についても適用することができる。すなわち、本発明の電気自動車の車体構成を備えていれば、車体の大きさや形状を問わず本発明の技術的範囲に属するものと解する。 For example, the vehicle body configuration of the electric vehicle of the present invention can be applied to a normal passenger car, and can also be applied to a large and small vehicle. That is, if it has the vehicle body structure of the electric vehicle of this invention, it will be understood that it belongs to the technical scope of this invention irrespective of the magnitude | size and shape of a vehicle body.
　１００、２００　　電気自動車
　１１０、２１０　　車体
　１２０、２２０　　前輪部
　１３０、２３０　　後輪部
　１４０、２４０　　ステアリングホイール
　１５０、２５０　　操舵角センサ
　１６０、２６０　　電子制御装置
  100, 200 Electric vehicle 110, 210 Car body 120, 220 Front wheel part 130, 230 Rear wheel part 140, 240 Steering wheel 150, 250 Steering angle sensor 160, 260 Electronic control unit

Claims (7)

  1. 　電気エネルギの供給を受けて駆動する駆動装置がホイールに内蔵された車輪によって駆動する電気自動車の車両構造であって、
    　車体の前後に設けられ、それぞれ左右に配置された２つの車輪からなる第１の車輪部および第２の車輪部と、
    　運転者から入力された操作量に応じて、４つの前記車輪をそれぞれ駆動する駆動制御部と、
    を備え、
    　前記第１の車輪部は、その両端で当該第１の車輪部を構成する２つの車輪を回転可能に支持する支持部の中点付近を第１の回転中心として、車体の高さ方向に対して略垂直な平面において一体となって回転可能に構成され、
    　前記駆動制御部は、前記操作量のうち操舵量に応じて前記第１の車輪部を構成する車輪を差動させ、前記第１の車輪部を前記第１の回転中心回りに回転させる、電気自動車の車両構造。     A drive device that is driven by receiving electric energy is a vehicle structure of an electric vehicle that is driven by a wheel built in the wheel,
    A first wheel portion and a second wheel portion, which are provided on the front and rear sides of the vehicle body and each have two wheels arranged on the left and right sides;
    A drive control unit that drives each of the four wheels according to an operation amount input from a driver;
    With
    The first wheel portion has a first rotation center at a middle portion of a support portion that rotatably supports two wheels constituting the first wheel portion at both ends thereof, with respect to the height direction of the vehicle body. And is configured to be rotatable together in a substantially vertical plane,
    The drive control unit is configured to differentially change wheels constituting the first wheel unit according to a steering amount among the operation amounts, and rotate the first wheel unit around the first rotation center. The vehicle structure of an automobile.
  2. 　前記第１の車輪部を構成する車輪の間隔は、前記第２の車輪部を構成する車輪の間隔より狭い、請求項１に記載の電気自動車の車両構造。 2. The vehicle structure of an electric vehicle according to claim 1, wherein an interval between wheels constituting the first wheel portion is narrower than an interval between wheels constituting the second wheel portion.
  3. 　前記駆動制御部は、運転者から入力された操作量に応じて前記４つの車輪を差動させて、車体の前記第２の車輪部が設けられた領域内における所定の位置を回転中心として、車体を旋回させる、請求項１に記載の電気自動車の車両構造。 The drive control unit differentials the four wheels according to an operation amount input from a driver, and a predetermined position in a region of the vehicle body where the second wheel unit is provided is a rotation center. The vehicle structure of the electric vehicle according to claim 1, wherein the vehicle body is turned.
  4. 　車体の前方に車両を走行させるときの前記第１の車輪部の向きを基準として、前記第１の車輪部が前記第１の回転中心回りに約９０°回転されているとき、
    　前記駆動制御部は、運転者から入力された操作量に応じて前記４つの車輪を差動させて、前記第２の車輪部を構成する２つの車輪の中間位置付近を第２の回転中心として車体を旋回させる、請求項３に記載の電気自動車の車両構造。     When the first wheel part is rotated about 90 ° around the first rotation center with reference to the direction of the first wheel part when the vehicle is driven in front of the vehicle body,
    The drive control unit differentials the four wheels according to an operation amount input from a driver, and a vicinity of an intermediate position between the two wheels constituting the second wheel unit is set as a second rotation center. The vehicle structure of the electric vehicle according to claim 3, wherein the vehicle body is turned.
  5. 　前記車体が旋回するために必要な回転半径は、前記車体の全長より小さい、請求項１に記載の電気自動車の車両構造。 2. The vehicle structure of an electric vehicle according to claim 1, wherein a turning radius required for the vehicle body to turn is smaller than a total length of the vehicle body.
  6. 　前記第１の車輪部は前輪部であり、前記第２の車輪部は後輪部である、請求項１に記載の電気自動車の車両構造。 2. The vehicle structure of an electric vehicle according to claim 1, wherein the first wheel portion is a front wheel portion and the second wheel portion is a rear wheel portion.
  7. 　前記第１の車輪部は後輪部であり、前記第２の車輪部は前輪部である、請求項１に記載の電気自動車の車両構造。
          The vehicle structure of the electric vehicle according to claim 1, wherein the first wheel portion is a rear wheel portion, and the second wheel portion is a front wheel portion.
PCT/JP2010/061115 2009-07-01 2010-06-30 Vehicle structure for electric automobile WO2011002003A1 (en)

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