CN109843706B

CN109843706B - Electric vehicle

Info

Publication number: CN109843706B
Application number: CN201780054132.4A
Authority: CN
Inventors: 石田俊彦; 楠濑和正; 谷口芳光
Original assignee: Aisin Seiki Co Ltd
Current assignee: Aisin Corp
Priority date: 2016-10-07
Filing date: 2017-10-03
Publication date: 2020-11-06
Anticipated expiration: 2037-10-03
Also published as: JP6717155B2; JP2018058548A; CN109843706A; WO2018066542A1

Abstract

The electric vehicle includes: a main body part having a bottom plate and a stay rotatably connected to the bottom plate; a seat that is retainable in a stowed position and a deployed position; a locking member configured to restrict relative rotation of the base plate and the stay; a lock releasing member configured to release the restriction of the relative rotation by the lock member to enable switching of the electric vehicle between the use state and the folded state; a lock release operation unit configured to output an operation signal indicating that the restriction of the relative rotation is released; and a control unit configured to, when an operation signal is output in a state in which the electric vehicle is detected to be in a use state, output a drive signal for releasing restriction of relative rotation between the floor and the stay to the lock releasing member if the seat is not detected to be in the deployed position, and not output the drive signal to the lock releasing member if the seat is detected to be in the deployed position.

Description

Electric vehicle

Technical Field

The invention relates to an electric vehicle.

Background

An electric vehicle described in patent document 1, for example, is known. This electric motor car includes: a drive wheel and a driven wheel arranged with an interval in a traveling direction; a floor panel (frame) that has a luggage placement section, is disposed between the drive wheels and the driven wheels, and rotatably supports the drive wheels and the driven wheels; a stay connected to the base plate and extending upward from the base plate; and a seat and a handlebar supported by the stay. The electric vehicle is configured to be capable of switching between a use state in which a user sits on the seat and grips the handle and a shelf state in which the user falls from the seat to the ground and grips the handle.

For example, the seat is rotatably connected to a stay, and in a seating state, the seat is unfolded to extend in the reverse traveling direction, and in a shelf state, the seat is stowed to extend downward.

The stay is rotatably coupled to the floor panel, and when the electric vehicle is transported, the stay and the floor panel are closed in an overlapping manner (folded state). This enables smooth conveyance of the electric vehicle.

Documents of the prior art

Patent document

Patent document 1: japanese patent laid-open publication No. 2016-159778

Technical problem to be solved by the invention

In the above patent document 1, for example, when the electric vehicle is switched from a use state such as a riding state to a folded state, it is necessary to stow the seat in advance. This is because, if the seat is kept in the unfolded state, the seat interferes with the stay and the floor when the stay and the floor are closed.

Disclosure of Invention

The invention aims to provide an electric vehicle which can be prevented from being folded in a state that a seat is unfolded.

Means for solving the technical problem

The electric vehicle solving the above problems includes: a main body portion having a bottom plate and a stay rotatably connected to the bottom plate, and supporting a drive wheel, a driven wheel, and a handle; a seat rotatably coupled to the stay and capable of being held at a stowed position and a deployed position; a locking member configured to restrict relative rotation of the base plate and the stay; a lock releasing member configured to release the restriction of the relative rotation by the lock member so as to be able to switch the electric vehicle between a use state and a folded state; a lock release operation unit configured to output an operation signal indicating that the restriction of the relative rotation is released; a first detection means capable of detecting that the electric vehicle is in the use state; a second detection member capable of detecting that the seat is located at the deployed position; and a control unit configured to, when the operation signal is output in a state in which the electric vehicle is detected to be in the use state, output a drive signal for releasing restriction of the relative rotation to the lock release member so as to be switchable to the folded state if the seat is not detected to be in the deployed position, and configured not to output the drive signal to the lock release member if the seat is detected to be in the deployed position.

Drawings

Fig. 1 is a perspective view of an electric vehicle according to an embodiment as viewed from obliquely above from behind.

Fig. 2 is a perspective view of the electric vehicle of fig. 1 as viewed from obliquely right above.

Fig. 3 is a side view showing a shape and a posture of a user of the electric vehicle of fig. 1 in a seat riding mode.

Fig. 4 is a side view showing a shape of the electric vehicle of fig. 1 in a cart mode and a posture of a user.

Fig. 5 is a side view illustrating a shape of the electric vehicle of fig. 1 in a carrying mode.

Fig. 6 is a block diagram showing an electrical configuration of the electric vehicle of fig. 1.

Fig. 7 is a flowchart showing a control mode when the electric vehicle of fig. 1 is switched from the use state to the folded state.

Fig. 8 is a flowchart showing a control mode when the electric vehicle of fig. 1 is switched from the folded state to the use state.

Detailed Description

Hereinafter, an embodiment of the electric vehicle will be described.

As shown in fig. 1 and 2, the electric vehicle 10 includes a pair of drive wheels 11 and a driven wheel 12 arranged at a distance from each other in the traveling direction. The pair of drive wheels 11 are provided with a gap in the vehicle width direction. The electric vehicle 10 further includes a main body 15, and the main body 15 includes a bottom plate 16 and a stay 17. The floor 16 constitutes a foot rest, or cargo carrying portion, of a vehicle occupant. The first end portion of the floor panel 16 is connected to the lower end portion of the stay 17 such that the floor panel 16 is rotatable about an axis O1 extending in the vehicle width direction with respect to the stay 17. The lower end portion of the stay 17 is widened toward both sides in the vehicle width direction to form a pair of retainer portions 17 a.

The drive wheels 11 are disposed on both vehicle width direction outer sides of the lower end portion of the stay 17, that is, on the tip end sides of the cage portions 17a, and are supported by the lower end portion of the stay 17 so as to be rotatable about an axis O2 extending in the vehicle width direction. The driven wheel 12 is disposed below the bottom plate 16. A bearing member 18 is provided at a second end portion of the base plate 16 apart from the stay 17, and the driven wheel 12 is rotatably supported by the bearing member 18. The bearing member 18 is rotatable about an axis extending in the vertical direction with respect to the floor panel 16, whereby the floor panel 16 can swivel with respect to the traveling direction.

An annular handle bar 20 extending upward and on both sides in the vehicle width direction is supported at the upper end of the stay 17 so as to be rotatable about an axis extending in the vertical direction. That is, the handle bar 20 has a coupling portion 21 into which the upper end of the stay 17 is inserted in a rotatable state, and has a pair of

grip portions

22 and 23 connected to both ends of the coupling portion 21 in the vehicle width direction. The

grip portions

22 and 23 have a substantially V-shape, extend in the vehicle width direction so as to be spaced apart from each other from the connecting portion 21, and extend obliquely upward so as to approach each other. The distal ends of the two

handle portions

22, 23 are connected to each other via a conveyance handle portion 24 extending in the vehicle width direction. The grip portion 24 is located at the center in the vehicle width direction of a portion of the handlebar 20 on the side away from the stay 17 during transportation.

A saddle-shaped seat 40 is rotatably connected to an intermediate portion of the stay 17 in the vertical direction (longitudinal direction) about an axis O3 extending in the vehicle width direction.

A first mechanical locking mechanism 31 of a substantially disk-like shape is disposed on one holder portion 17a (left side in fig. 1) adjacent to the bottom plate 16. The first locking mechanism 31 is disposed coaxially with the axis O1, and has a locked state in which the floor plate 16 and the stay 17 are restricted from relative rotation about the axis O1, and an unlocked state in which the floor plate 16 and the stay 17 are allowed to relative rotation about the axis O1. The first locking mechanism 31 is configured to substantially maintain a locked state regardless of the angle formed by the base plate 16 and the stay 17.

The first lock mechanism 31 has a lock release actuator 32 as a lock release member. The lock release actuator 32 includes, for example, a motor, and switches the first lock mechanism 31 to a lock release state in response to an input of a drive signal, that is, a state in which the first lock mechanism 31 is released to restrict the relative rotation of the bottom plate 16 and the stay 17. The lock release actuator 32 also allows switching of the first locking mechanism 31 to the locked state in response to stop of input of the drive signal.

A pair of motors 33 for driving the drive wheels 11 to rotate about the axis O2 are housed in the holder portions 17 a. A pair of electric or electromagnetic brake mechanisms 34 for decelerating or stopping the rotation of the motors 33 are housed in the holder portions 17 a. The electric vehicle 10 can travel straight in the traveling direction by driving both the motors 33 to rotate together with the corresponding drive wheels 11 at the same rotational speed. For example, the electric vehicle 10 is configured to cause both the motors 33 to rotate forward at the same rotational speed to travel straight in a traveling direction in which the drive wheels 11 precede the driven wheels 12 (hereinafter, also referred to as "forward traveling direction"). Conversely, the electric vehicle 10 is caused to travel straight in the traveling direction in which the drive wheels 11 follow the driven wheels 12 (hereinafter, also referred to as "reverse traveling direction") by rotating the two electric motors 33 at the same rotational speed. The electric vehicle 10 can be driven to rotate at different rotational speeds together with the corresponding drive wheels 11, thereby performing swing travel. The electric vehicle 10 can be decelerated or stopped by driving the two brake mechanisms 34.

A substantially disk-shaped mechanical second lock mechanism 41 is disposed adjacent to the seat 40 at an intermediate portion in the vertical direction (longitudinal direction) of the stay 17. The second lock mechanism 41 is disposed coaxially with the axis O3, and has a locked state in which the stay 17 and the seat 40 are restricted from relative rotation about the axis O3, and an unlocked state in which the stay 17 and the seat 40 are allowed to relative rotation about the axis O3. The second lock mechanism 41 is configured to substantially maintain the locked state regardless of the angle of the seat 40 with respect to the stay 17.

Further, a lock release lever 49 is rotatably connected about an axis O3 to an intermediate portion in the vertical direction (longitudinal direction) of the stay 17. The lock release lever 49 is formed in a substantially gate shape that sandwiches the seat 40 including the second lock mechanism 41 in the vehicle width direction, and is normally held at an initial position extending upward substantially along the stay 17. The lock release lever 49 is linked to the second lock mechanism 41, and the second lock mechanism 41 is switched to the lock release state by rotationally operating the lock release lever 49 from the initial position so as to be separated from the stay 17, and the second lock mechanism 41 is reset to be rotated to the initial position with the release of the rotational operation, thereby allowing the switching of the second lock mechanism 41 to the lock state.

The electric vehicle 10 can be switched to various modes in which the posture according to the application of the electric vehicle 10 is realized by changing the angle of at least one of the floor 16 and the seat 40 with respect to the stay 17.

Fig. 3 shows a seat riding mode (riding state) as one of the use states of the electric vehicle 10. Further, the "use state" refers to a state in which the electric vehicle 10 has been unfolded to be usable by the user, that is, a state in which the bottom plate 16 and the stay 17 have been opened with respect to each other. In this seat riding mode, the stay 17 is inclined so as to face the reverse traveling direction as it goes upward, and the seat 40 extends substantially horizontally from the stay 17 in the reverse traveling direction. The rotational position of the seat 40 at this time is referred to as a deployed position (or fully open position). In the seat riding mode, the user U takes the following posture: the seat 40 is seated and the handlebar 20 is gripped toward the forward traveling direction, and the soles of the feet sandwiching the stay 17 in the vehicle width direction are placed on the floor panel 16. This allows the user U to move electrically while riding on the electric vehicle 10. Needless to say, the stay 17 is located on the side preceding with respect to the floor panel 16 in the traveling direction (i.e., the forward traveling direction) in the seat riding mode.

Fig. 4 shows a cart mode (shelf state) as one of the use states of the electric vehicle 10. In this stroller mode, the stay 17 is inclined in the reverse traveling direction as it goes upward, as in the seat riding mode, but the seat 40 extends substantially downward along the stay 17. The rotational position of the seat 40 at this time is referred to as a stow position (or a fully closed position). In this trolley mode, the user U assumes the following posture: stands on the forward side in the forward traveling direction of the electric vehicle 10 toward the reverse traveling direction and holds the handle bar 20. This allows the user U to move the luggage B by manual force while the user is resting on the bottom plate 16. It goes without saying that the traveling direction in the cart mode (i.e., the reverse traveling direction) is set to a direction opposite to the traveling direction in the seat riding mode (i.e., the forward traveling direction). In addition, in the cart mode, the electric motor 33 may be energized to drive both drive wheels 11. This reduces the burden on the user U when transporting heavy luggage or the like.

Fig. 5 shows a carrying mode as a folded state of the electric vehicle 10. In this carrying mode, the electric vehicle 10 is folded so that the floor 16 and the stay 17 overlap, and the seat 40 extends substantially along the stay 17 as in the cart mode. Thus, the user U can carry the electric vehicle 10 by gripping the handle portion 24 and rotating the drive wheel 11 at the time of carrying.

A foot rest 19, for example, in the form of an arm, is connected to a first end portion of the floor panel 16, i.e., an end portion on the side where the drive wheels 11 are located, so as to be rotatable about an axis extending in the vehicle width direction. The foot rest 19 supports the electric vehicle 10 in the carrying mode in an upright posture in cooperation with the two drive wheels 11 when it is in a turning position where it is opened with respect to the bottom plate 16 and its tip end can contact the ground. It goes without saying that the stand 19 is closed in advance so as not to contact the ground at the top end thereof in the use state (seat riding mode or stroller mode) of the electric vehicle 10.

As shown in fig. 1, an upper end portion of one grip portion 22 of the handlebar 20 is inserted through a tubular accelerator lever 26 substantially concentric with the grip portion 22. The accelerator lever 26 is rotatable about its central axis and is held at a predetermined initial rotational position. The accelerator lever 26 is mounted with an electronic sensor having an acceleration sensing function, and is configured to: by the turning operation from the initial turning position by the user U, an operation signal relating to the moving speed (speed adjustment) is output in accordance with the turning angle of the accelerator lever 26. On the other hand, a push-down type brake button 27 is provided at an upper end portion of the other grip portion 23 of the handlebar 20. The brake button 27 is mounted with an electronic switch having a brake sensing function, and is configured to: an operation signal relating to deceleration or stop is output by a pressing operation by the user U.

The handle portion 24 is provided with a push-down type selection switch 28 and a push-down type trigger switch 29 during transportation of the handlebar 20. The selection switch 28 is disposed in the front portion of the handle portion 24 on the side where the handle portion 22 is located during conveyance. This is because the user U standing on the forward side of the electric vehicle 10 in the forward traveling direction in the reverse traveling direction can naturally touch the selection switch 28 (see fig. 1) with the thumb T of the right hand H. A trigger switch 29 as a lock release operation portion is disposed at a lower portion of the vehicle width direction center portion of the handle portion 24 during transportation. This is also because the user U standing on the forward traveling side of the electric vehicle 10 in the forward traveling direction in the reverse traveling direction can naturally touch the trigger switch 29 (see fig. 1) with the fingers F other than the thumb T of the right hand H when gripping the grip portion 24 for conveyance (see fig. 1). Alternatively, the user U who sits on the seat 40 and holds the handlebar 20 in order to orient the forward traveling direction in the seat riding mode does not easily touch the trigger switch 29 with the finger F or the like.

The selection switch 28 as the selection operation unit is pressed by the user U to output an operation signal for selecting the type of usage (seat riding mode, etc.). Specifically, the selection switch 28 sequentially transmits the type of the usage pattern in accordance with the number of times of output of the operation signal (i.e., the number of pressing operations by the user U). Therefore, the operation signal of the selector switch 28 is also a signal indicating that the user U is in either the riding state or the non-riding state.

On the other hand, the trigger switch 29 is pressed by the user U to output an operation signal indicating that the lock release actuator 32 is operated to switch the first lock mechanism 31 to the lock release state. More strictly speaking, the simultaneous output of the two operation signals from the selector switch 28 and the trigger switch 29 means that the lock release actuator 32 is operated to switch the first lock mechanism 31 to the lock release state.

Next, an electrical structure of the electric vehicle 10 will be described.

As shown in fig. 6, the electric vehicle 10 includes an ECU (electronic control unit) 50 as a control unit provided at an appropriate location thereof. The ECU50 may have a microcomputer and/or dedicated hardware (application specific integrated circuit: ASIC) that performs at least a part of the various processes. That is, the ECU50 can be configured to include the following circuits: 1) one or more processors (microcomputers) that operate according to a computer program (software), 2) one or more dedicated hardware circuits such as ASICs, or 3) a combination of these.

The ECU50 is electrically connected to the accelerator lever 26, and the above-described operation signal Ma of the accelerator lever 26 is input thereto. The ECU50 is electrically connected to the brake button 27, and the operation signal Mb of the brake button 27 is input thereto. The ECU50 is electrically connected to the selection switch 28, and the operation signal Ms of the selection switch 28 is input thereto. The ECU50 is electrically connected to the trigger switch 29, and receives the operation signal Mt of the trigger switch 29.

The ECU50 is electrically connected to a floor expanding switch 51 and a floor stowing switch 52 provided at appropriate locations (for example, the peripheral edge of the axis O1) of the electric vehicle 10. The floor-spreading switch 51 outputs a detection signal Sdo that is turned on when the floor 16 is in a state in which the angle formed between the stay 17 and the floor is substantially maximum (hereinafter, also referred to as a "fully-open state") and the electric vehicle 10 is in a state in which the use state (the seat riding mode or the cart mode) has been switched to the ECU 50. The floor stowing switch 52 outputs a detection signal Sdc that is turned on when the floor 16 is in a state in which the angle formed between the stay 17 and the floor is substantially minimum (hereinafter, also referred to as a "fully closed state") and the electric vehicle 10 is in a state in which the carrying mode has been switched to, to the ECU 50. The floor deployment switch 51 and the floor stowing switch 52 function as a first detection means.

The ECU50 is electrically connected to the seat deployment switch 53 and the seat stowing switch 54 provided at appropriate locations (for example, the peripheral edge of the axis O3) of the electric vehicle 10. The seat deployment switch 53 outputs a detection signal Sso, which is turned on when the seat 40 is in the deployed position (fully open position), to the ECU 50. The seat stow switch 54 outputs a detection signal Ssc that is turned on when the seat 40 is in the stow position (full close position) to the ECU 50. The seat deployment switch 53 and the seat stowing switch 54 function as a second detection means.

The ECU50 is electrically connected to a stand open switch 55 provided at an appropriate location of the electric vehicle 10 (for example, a peripheral edge portion of the stand 19). The stand open switch 55 outputs a detection signal Ss turned on when the stand 19 is open to the ECU 50.

The ECU50 is electrically connected to a turning operation amount sensor 56 provided at an appropriate position of the electric vehicle 10 (for example, an upper end portion of the stay 17). The turning operation amount sensor 56 is an electronic sensor having a steering sensing function, and outputs a detection signal Mh indicating the turning operation amount of the handlebar 20 from a predetermined initial turning position, which is a bilaterally symmetric posture, to the ECU 50.

The ECU50 is also electrically connected to a gyro sensor 57 as an attitude detecting unit provided at an appropriate position (for example, a lower end portion) of the stay 17. The gyro sensor 57 detects the posture (standing state, lying state, etc.) of the stay 17, and outputs a detection signal Sp indicating the posture to the ECU 50. The ECU50 obtains, for example, the inclination angle of the stay 17 with respect to the horizontal plane (ground) based on the detection signal Sp. Further, the ECU50 detects that the stay 17 has laid down by the inclination angle falling within a predetermined range, or detects that the stay 17 has stood up by the inclination angle falling within a predetermined range.

The ECU50 is electrically connected to a vehicle speed sensor 58 provided at an appropriate location (for example, the peripheral edge of the axis O2) of the electric vehicle 10. The vehicle speed sensor 58 detects the traveling speed of the electric vehicle 10, and outputs a detection signal Sv indicating the traveling speed to the ECU 50.

The ECU50 is electrically connected to the two motors 33, and controls the rotational direction and the rotational speed of each of the motors 33.

That is, the ECU50 determines the forward direction corresponding to the forward and reverse directions according to the type of the usage pattern by receiving the operation signal Ms from the selection switch 28. Specifically, the ECU50, for example, makes the forward and backward in the seat riding mode coincide with the forward straight running direction and the reverse straight running direction, respectively. Alternatively, the ECU50 aligns the forward and reverse in the cart mode with the reverse straight direction and the forward straight direction, respectively.

The ECU50 determines the rotation ratio of the two motors 33 by receiving the detection signal Mh from the turning operation amount sensor 56. Specifically, with the handlebar 20 oriented in the straight direction, the ECU50 determines the rotation ratio of the two motors 33 to be 50: 50. when the handle bar 20 is turned in either of the left and right directions, the ECU50 determines the rotation ratio of the two motors 33 in proportion to the radius from the turning center in order to turn the electric vehicle 10 at a radius corresponding to the turning direction and the turning amount.

Further, the ECU50 determines the rotation speeds of the two motors 33 by being inputted with the operation signal Ma from the accelerator lever 26, respectively, as follows: the ratio of the rotation speeds of the two motors 33 becomes the above-described rotation ratio, and the average value of the two rotation speeds becomes the rotation speed corresponding to the operation signal Ma from the accelerator lever 26. Then, the ECU50 rotates the two motors 33 together with the drive wheels 11 at the determined rotation speed. It goes without saying that the rotation direction of the two motors 33 and the like coincides with the moving direction of the electric vehicle 10 corresponding to the forward or backward in the use mode selected by the selection switch 28.

Specifically, the ECU50 outputs the above-described drive signal to the lock release actuator 32 by being simultaneously inputted with the operation signal Ms from the select switch 28 and the operation signal Mt from the trigger switch 29 to basically switch the first lock mechanism 31 to the lock release state. In response to the drive signal, the lock release actuator 32 switches the first lock mechanism 31 to the lock release state, whereby the electric vehicle 10 can be switched between the use state (seat riding mode or stroller mode) and the carrying mode. Alternatively, there is no input of at least one of the operation signal Ms from the selection switch 28 and the operation signal Mt from the trigger switch 29, whereby the ECU50 stops the output of the drive signal to the lock release actuator 32. Thereby, the relative rotation of the base plate 16 and the stay 17 is restricted regardless of the angle formed between the base plate 16 and the stay 17.

Next, a control mode by the ECU50 when the electric vehicle 10 in the use state (the seat riding mode or the cart mode) is switched to the carrying mode will be described. This process is started, for example, in accordance with the input of the operation signal Ms accompanying the pressing operation of the selection switch 28.

As shown in fig. 7, when the process shifts to this routine, the ECU50 determines whether the floor stow switch 52 is off and the floor deploy switch 51 is on (step S11). That is, the ECU50 determines whether the electric vehicle 10 is in a use state (deployed state). Here, when it is determined that at least one of the floor stowing switch 52 is on and the floor deploying switch 51 is off, the ECU50 ends the processing as it is. This is because there is a high possibility that the electric vehicle 10 has been switched to the carrying mode.

When it is determined in step S11 that the floor stow switch 52 is off and the floor deployment switch 51 is on, the ECU50 determines whether the seat stow switch 54 is on and the seat deployment switch 53 is off (step S12). That is, the ECU50 determines whether the seat 40 is in the stowed position. Here, when it is determined that at least one of the seat stow switch 54 is off and the seat deploy switch 53 is on, the ECU50 ends the processing as it is. This is because, since the possibility that the seat 40 is in the deployed position is high, the electric vehicle 10 is prevented from being folded in that state.

When it is determined in step S12 that the seat stow switch 54 is on and the seat deploy switch 53 is off, the ECU50 determines whether the stay 17 has stood up based on the detection signal Sp of the gyro sensor 57 (step S13). Here, when it is determined that the strut 17 is not standing, the ECU50 ends the process as it is. This is because if it is desired to fold the electric vehicle 10 in a state where the stay 17 is not standing, for example, in a state where the stay 17 is lying down and the bottom plate 16 is standing up, there is a possibility that the bottom plate 16 falls down.

When it is determined in step S13 that the stay 17 is standing, the ECU50 determines whether the traveling speed of the electric vehicle 10 is zero or not based on the detection signal Sv of the vehicle speed sensor 58 (step S14). Here, if it is determined that the traveling speed of the electric vehicle 10 is not zero, the ECU50 ends the processing as it is. This is to prevent the electric vehicle 10 from being folded in a running state.

When it is determined in step S14 that the running speed of the electric vehicle 10 is zero, the ECU50 determines whether both the trigger switch 29 and the select switch 28 are turned on (step S15). If it is determined that at least one of the trigger switch 29 and the selector switch 28 is off, the ECU50 ends the process as it is. This is because there is a possibility that the operation signal from the trigger switch 29 or the selector switch 28 is not based on the intentional operation of the user U.

When it is determined in step S15 that both the trigger switch 29 and the selector switch 28 are on, the ECU50 drives both the brake mechanisms 34 to lock both the drive wheels 11 (step S16). Next, the ECU50 outputs a drive signal to operate the lock release actuator 32 (step S17). Thereby, the first lock mechanism 31 is switched to the unlocked state to allow the base plate 16 and the stay 17 to rotate relatively. Then, the user U can fold the electric vehicle 10 by bringing the bottom plate 16 close to the stay 17 while holding the handle bar 20 (handle portion 24 during transportation). Alternatively, the user U can fold the electric vehicle 10 by bringing the stay 17 close to the floor 16. That is, the electric vehicle 10 can be either stood up or laid down at a stage after the folding is completed.

Next, the ECU50 determines whether both the trigger switch 29 and the selector switch 28 are on (step S18). Here, when it is determined that both the trigger switch 29 and the selector switch 28 are on, the ECU50 determines whether the floor stowing switch 52 is on (step S19). Then, when determining that the floor up switch 52 is off, the ECU50 returns to step S18 to repeat the same process. When it is determined in step S19 that floor up switch 52 is on, ECU50 stops the output of the drive signal to stop the operation of lock release actuator 32 (step S20), and the process ends. Alternatively, if it is determined in step S18 that at least one of the trigger switch 29 and the selector switch 28 is off, the ECU50 similarly stops the output of the drive signal (step S20), and the process ends. Therefore, through the processing of steps S17 to S20, unless, for example, the right hand H of the user U is detached from the handlebar 20 (the handle portion 24 during transportation) or the grip is loosened due to some circumstances, the relative rotation of the bottom plate 16 and the stay 17 is allowed until the folding of the electric vehicle 10 is completed. On the other hand, when, for example, the right hand H of the user U is detached from the handlebar 20 (the handle portion 24 during transportation) or the grip is loosened due to some circumstances, the relative rotation of the floor panel 16 and the stay 17 is quickly restricted even if the folding of the electric vehicle 10 is not completed.

Next, a control mode by the ECU50 when the electric vehicle 10 in the carry mode is switched to the use state (the seat riding mode or the cart mode) will be described. This process is started, for example, in accordance with the input of the operation signal Ms accompanying the pressing operation of the selection switch 28.

As shown in fig. 8, when the process shifts to this routine, the ECU50 determines whether the floor stow switch 52 is on and the floor deploy switch 51 is off (step S31). That is, the ECU50 determines whether the electric vehicle 10 is in the carry mode. Here, when it is determined that at least one of the floor stowing switch 52 is off and the floor deploying switch 51 is on, the ECU50 ends the processing as it is. This is because there is a high possibility that the electric vehicle 10 has already been switched to the use state (the deployed state).

When it is determined in step S31 that the floor stowing switch 52 is on and the floor deploying switch 51 is off, the ECU50 determines whether the stay 17 has been laid down based on the detection signal Sp of the gyro sensor 57 (step S33). Here, when it is determined that the stay 17 is not lying down, the ECU50 ends the processing as it is. This is because if the electric vehicle 10 is to be unfolded in a state where the stay 17 is not lying down, that is, in a standing state, there is a possibility that the floor panel 16 falls down.

When it is determined in step S33 that the stay 17 has been laid down, the ECU50 determines whether the running speed of the electric vehicle 10 is zero or not based on the detection signal Sv of the vehicle speed sensor 58 (step S34). Here, if it is determined that the traveling speed of the electric vehicle 10 is not zero, the ECU50 ends the processing as it is. This is to prevent the electric vehicle 10 from being unfolded while keeping the traveling state.

When it is determined in step S34 that the running speed of the electric vehicle 10 is zero, the ECU50 determines whether both the trigger switch 29 and the select switch 28 are turned on (step S35). If it is determined that at least one of the trigger switch 29 and the selector switch 28 is off, the ECU50 ends the process as it is. This is because there is a possibility that the operation signal from the trigger switch 29 or the selector switch 28 is not based on the intentional operation of the user U.

When it is determined in step S35 that both the trigger switch 29 and the selector switch 28 are on, the ECU50 drives both the brake mechanisms 34 to lock both the drive wheels 11 (step S36). Next, the ECU50 outputs a drive signal to operate the lock release actuator 32 (step S37). Thereby, the first lock mechanism 31 is switched to the unlocked state to allow the base plate 16 and the stay 17 to rotate relatively. Then, the user U can unfold the electric vehicle 10 by separating the stay 17 from the floor 16 while holding the handle bar 20 (handle portion 24 during transportation).

Next, the ECU50 determines whether both the trigger switch 29 and the selector switch 28 are on (step S38). Here, when it is determined that both the trigger switch 29 and the selector switch 28 are turned on, the ECU50 determines whether the floor-spreading switch 51 is turned on (step S39). Then, when determining that the floor-spreading switch 51 is off, the ECU50 returns to step S38 to repeat the same process. When it is determined in step S39 that floor up switch 52 is on, ECU50 stops the output of the drive signal to stop the operation of lock release actuator 32 (step S40), and the process ends. Alternatively, if it is determined in step S38 that at least one of the trigger switch 29 and the selector switch 28 is off, the ECU50 similarly stops the output of the drive signal (step S40), and the process ends. Therefore, through the processing of steps S37 to S40, unless, for example, the right hand H of the user U is separated from the handlebar 40 (the handle portion 24 during transportation) or the grip is loosened due to some circumstances, the relative rotation of the floor panel 16 and the stay 17 is allowed until the deployment of the electric vehicle 10 is completed. On the other hand, when, for example, the right hand H of the user U is separated from the handlebar 20 (the handle portion 24 during transportation) or the grip is loosened due to some circumstances, the relative rotation of the floor panel 16 and the stay 17 is quickly restricted even if the deployment of the electric vehicle 10 is incomplete.

Even when the ECU50 completes switching to the use state (the seat riding mode or the cart mode), the travel of the electric vehicle 10 is restricted under certain conditions. Specifically, ECU50 determines whether stand open switch 55 is on, and allows electric vehicle 10 to travel when it is determined that stand open switch 55 is not on. This is to avoid the foot rest 19 from being dragged due to the electric vehicle 10 traveling with the foot rest 19 kept open. For example, the travel of the electric vehicle 10 may be restricted by locking both driving wheels 11 with both brake mechanisms 34.

Next, the effects of the present embodiment will be described together with the operation thereof.

(1) In the present embodiment, when the electric vehicle 10 is in a use state (deployed state) and an operation signal Mt or the like is output in accordance with an operation of the trigger switch 29 or the like, if the seat 40 is not detected to be in the deployed position, the ECU50 outputs a drive signal to the lock release actuator 32. In detail, when the seat 40 is in, for example, the stowed position rather than the deployed position, the ECU50 outputs a drive signal to the lock release actuator 32. This allows the floor panel 16 and the stay 17 to be relatively rotated, thereby switching the electric vehicle 10 to the carrying mode. On the other hand, even if the operation signal Mt or the like associated with the operation of the trigger switch 29 or the like is output when the electric vehicle 10 is in the use state (the deployed state), if the seat 40 is detected to be in the deployed position, the ECU50 does not output the drive signal to the lock release actuator 32. Accordingly, the relative rotation between the floor 16 and the stay 17 is still restricted, and the electric vehicle 10 can be prevented from being switched to the carry mode in a state where the seat 40 is unfolded.

(2) In the present embodiment, when the electric vehicle 10 is in a use state (deployed state) and an operation signal Mt or the like is output in accordance with an operation of the trigger switch 29 or the like, if the rising state (standing state) of the stay 17 is detected by the gyro sensor 57, the ECU50 outputs a drive signal to the lock release actuator 32. This allows the floor panel 16 and the stay 17 to be relatively rotated, thereby switching the electric vehicle 10 to the carrying mode. On the other hand, even if the operation signal Mt or the like associated with the operation of the trigger switch 29 or the like is output when the electric vehicle 10 is in the use state (the deployed state), if the rising state of the stay 17 is not detected by the gyro sensor 57, the ECU50 does not output the drive signal to the lock release actuator 32. This can prevent the restriction of the relative rotation from being released in a state where the stay 17 is not in the standing state, for example, in a state where the stay 17 is lying down and the bottom plate 16 is standing up, and can prevent the bottom plate 16 from falling down with respect to the stay 17 in accordance with the release. In the present embodiment, the condition for operating the lock release actuator 32 is set to the condition for operating the selector switch 28 and the trigger switch 29 simultaneously. In this regard, in the present embodiment, since both the selector switch 28 and the trigger switch 29 are located at the handle portion 24 during conveyance, smooth operability of the user U in a single-action type is achieved in which the selector switch 28 and the trigger switch 29 can be operated simultaneously only by the right hand H. Therefore, the release of the relative rotation between the bottom plate 16 and the stay 17 due to the erroneous operation can be appropriately suppressed.

(3) In the present embodiment, the ECU50 stops the output of the drive signal when the output of the operation signal Mt or the like is stopped in a state where the drive signal is output to the lock release actuator 32, that is, when the operation of the trigger switch 29 or the like is stopped in some cases. Therefore, the relative rotation between the bottom plate 16 and the stay 17 can be quickly restricted by the first lock mechanism 31 in response to cancellation of the intention of releasing the restriction of the relative rotation. For example, when the right hand H of the user U is separated from the handlebar 20 (the handle portion 24 during transportation) or the grip thereof is loosened due to some circumstances, the relative rotation between the floor panel 16 and the stay 17 can be quickly restricted by the first lock mechanism 31, and the stay 17 and the like can be prevented from falling down when the electric vehicle 10 is switched to the carry mode.

(4) In the present embodiment, the during-conveyance grip portion 24, which is gripped by the user U when the electric vehicle 10 in the carry mode is conveyed, is disposed at the vehicle width direction center portion of the handlebar 20, and is continuous and integrated with the both grip portions 23, which are gripped by the user U riding on the electric vehicle 10 in, for example, the seat riding mode. The selector switch 28 and the trigger switch 29 provided in the handle portion 24 during conveyance are disposed in positions where the thumb T and the other fingers F of the right hand H of the user U who looks at the electric vehicle 10 in front (standing on the forward side of the electric vehicle 10 in the forward traveling direction in the reverse traveling direction) can be pressed or are easily pressed. Thus, the user U can simultaneously operate the selector switch 28 and the trigger switch 29 without substantially changing the manner of holding the handlebar 20. Therefore, for example, when the electric vehicle 10 is switched to the carry mode, the one-touch operation can be performed without taking the hand off the handle 20 in a series of operations such as simultaneous operation of the selector switch 28 and the trigger switch 29 (instruction to unlock the first lock mechanism 31) → operation of the unlock actuator 32 (unlock of the first lock mechanism 31) → folding of the electric vehicle 10 → operation of the selector switch 28 and the like (instruction to lock the first lock mechanism 31) → operation stop of the unlock actuator 32 (lock of the first lock mechanism 31) → completion of switching to the carry mode → transportation of the electric vehicle 10.

Further, the operation of pulling down the stay 17 or lifting up the floor panel 16 when the electric vehicle 10 is folded can be stabilized, and the stay 17 is always supported by the upper carrying handle 24, so that the electric vehicle 10 can be held lightly. In particular, when an eccentric load is input to the handle 20 that is rotatable, the handle 20 is easily swung, but the user U can further stabilize the holding of the electric vehicle 10 during folding or during subsequent transportation by basically holding the handle portion 24 during transportation, that is, the vehicle width direction center portion of the handle 20.

On the other hand, the selector switch 28 and the trigger switch 29 are arranged so as to be extremely difficult to be pressed even if the user U riding on the seat 40 intends to operate, and the possibility of the first locking mechanism 31 being released by an erroneous operation can be reduced.

(5) In the present embodiment, the ECU50 controls the driving of the lock release actuator 32, so that both operability and operational safety for achieving appropriate determination based on the states of the user U and the electric vehicle 10 can be achieved. Alternatively, even if the operation force required for unlocking the first lock mechanism 31 becomes excessively large depending on the state of the electric vehicle 10, the lock can be smoothly released by the electric drive of the lock release actuator 32.

(6) In the present embodiment, the relative rotation between the floor 16 and the stay 17 when the electric vehicle 10 is switched between the use state (the deployed state) and the carrying mode is performed based on the manual operation of the user U, and the switching speed can be determined by the user U body, for example. Therefore, the use state (the deployed state) of the electric vehicle 10 and the carrying mode can be switched at a speed suitable for the user U to feel, and convenience can be improved.

(7) In the present embodiment, the electric vehicle 10 can be made compact by switching to the carrying mode when the electric vehicle 10 is transported.

(8) In the present embodiment, the user U can output the operation signal Mt and the like by operating the trigger switch 29 and the like while holding the handle portion 24 during transportation of the handlebar 20. In response thereto, the ECU50 outputs a drive signal to the lock release actuator 32, thereby releasing the restriction of the relative rotation by the first locking mechanism 31. Thus, the user U can switch the electric vehicle 10 between the use state (the unfolded state) and the folded state by relatively rotating the bottom plate 16 and the stay 17 while supporting the stay 17 in the state of holding the handle portion 24 for transportation. In this way, the user U can perform the operation of the trigger switch 29 and the like in a series of operations, i.e., one operation, and the switching between the use state (the unfolded state) and the folded state of the electric vehicle 10 in a state where the user U holds the handle portion 24 during transportation, and the operability can be further improved.

(9) In the present embodiment, the output of the drive signal from the ECU50 is performed when the two operation signals Mt, Ms are simultaneously output. That is, the restriction of the relative rotation by the first locking mechanism 31 is released on the premise that the user U is not riding in the vehicle. Therefore, it is possible to suppress malfunction of the lock release actuator 32 that releases the restriction of the relative rotation by the first lock mechanism 31 while the user U is still in the riding state.

(10) In the present embodiment, by providing both the selector switch 28 and the trigger switch 29 in the conveyance handle 24, the user U can easily operate the selector switch 28 and the trigger switch 29 simultaneously by a single action while holding the conveyance handle 24, and the operability can be further improved while suppressing malfunction of the lock release actuator 32.

The above embodiment may be modified as follows.

In the embodiment, the electric vehicle 10 may be switched to the standing-by mode as one of the use states (the deployed state). In the standing mode, the stay 17 is inclined in the reverse traveling direction as it goes upward, and the seat 40 extends substantially downward along the stay 17, as in the cart mode. In the standing mode, the user U takes the following posture: the handlebar 20 is held in the forward direction of travel while the foot on one side is placed on the ground and the foot on the opposite side is placed on the floorboard 16. Thus, the user U can move by manpower while stepping on the ground with one side. When the standing-riding mode is adopted, it is preferable that an appropriate lock mechanism capable of manually or electrically fixing the rotation of the bearing member 18 about the axis extending in the vertical direction is provided so that the axis of the driven wheel 12 is fixed in the state of extending in the vehicle width direction.

In the above embodiment, the drive wheel 11 may be rotatably supported by the base plate 16.

In the above embodiment, the pair of driven wheels 12 may be provided with a gap in the vehicle width direction.

In the embodiment, the brake mechanism 34 may be built in the motor 33.

In the illustrated embodiment, the arrangement of the accelerator lever 26 and the brake button 27 on the handlebar 20, respectively, is arbitrary. For example, the accelerator lever 26 and the brake button 27 may be both disposed on one side of the handlebar 20 in the vehicle width direction.

In the above embodiment, at least one of the accelerator lever 26 and the brake button 27 may be disposed at an appropriate position of the electric vehicle 10 other than the handlebar 20.

In the above embodiment, the moving speed (speed adjustment) may be instructed by a speed input device such as a lever provided at an appropriate position of the handlebar 20 instead of the accelerator lever 26. Similarly, the instruction to decelerate or stop may be given by a speed input device such as a lever provided at an appropriate position of the handlebar 20, instead of the brake button 27.

In the illustrated embodiment, the handlebar 20 may also be non-rotatably fixed to the stay 17. In this case, the steering angle can be indicated by a directional input device such as a lever provided at an appropriate position of the handlebar 20.

In the above embodiment, the selection switch 28 may be disposed at an appropriate position other than the grip portion 24 in the handle 20 during transportation, or may be disposed at an appropriate position other than the handle 20 in the electric vehicle 10. Similarly, the trigger switch 29 may be disposed at a position other than the grip portion 24 of the handlebar 20 during transportation, or may be disposed at an appropriate position other than the handlebar 20 of the electric vehicle 10.

In the above embodiment, the lock release actuator 32 may be operated only by the operation of the trigger switch 29.

In the above embodiment, the first locking mechanism 31 may be configured to: the relative rotation of the base plate 16 and the stay 17 is restricted only when the angle formed between the base plate 16 and the stay 17 matches the angle corresponding to the fully open state and the fully closed state. In this case, either one of the floor expanding switch 51 and the floor stowing switch 52 may be omitted. When the floor-spreading switch 51 is omitted, the floor-folding switch 52 does not detect the angle corresponding to the fully-closed state (i.e., the loading mode), and thus the angle corresponding to the fully-open state (i.e., the in-use state) can be detected. Conversely, when the floor stowing switch 52 is omitted, the angle corresponding to the fully open state (i.e., the use state) is not detected by the floor deploying switch 52, and thus the angle corresponding to the fully closed state (i.e., the carry mode) can be detected.

In the above embodiment, an appropriate rotation sensor capable of detecting the angle formed between the floor panel 16 and the stay 17 may be used instead of the floor panel deployment switch 51 and the floor panel stowing switch 52.

In the above embodiment, the second lock mechanism 41 may be configured to: the relative rotation of the seat 40 and the stay 17 is restricted only in the case where the rotational position of the seat 40 with respect to the stay 17 coincides with the rotational position corresponding to the deployed position and the stowed position. In this case, either one of the seat deployment switch 53 and the seat stowing switch 54 may be omitted. When the seat deployment switch 53 is omitted, the rotational position corresponding to the stowed position is not detected by the seat stow switch 54, and thus the rotational position corresponding to the deployed position can be detected. Conversely, when the seat stow switch 54 is omitted, the rotational position corresponding to the stow position can be detected by not detecting the rotational position corresponding to the deployed position by the seat deploy switch 53.

In the above embodiment, an appropriate rotation sensor capable of detecting the rotational position of the seat 40 with respect to the stay 17 may be used instead of the seat deployment switch 53 and the seat stowing switch 54.

In the embodiment, the selection switch 28 is used to select the type of the usage mode (seat riding mode, etc.) of the electric vehicle 10 in a sequential transmission manner according to the number of pressing operations. In this case, it is preferable to provide an appropriate notification device (a light emitting unit, a sound emitting unit, or the like) for notifying the user U of the type of the use mode of the electric vehicle 10 being selected. The selection switch 28 may be a switch that can individually select the mode of the electric vehicle 10.

In the above embodiment, the ECU50 controls all the functions of the electric vehicle 10, but a plurality of control devices may share the control of the functions. In this case, when a plurality of control devices need to be linked to each other, the master-slave relationship may be defined in advance between the control devices.

Claims

1. An electric vehicle comprising:

a main body portion having a bottom plate and a stay rotatably connected to the bottom plate, and supporting a drive wheel, a driven wheel, and a handle;

a seat rotatably coupled to the stay and capable of being held at a stowed position and a deployed position;

a locking member configured to restrict relative rotation of the base plate and the stay;

a lock releasing member configured to release the restriction of the relative rotation by the lock member so that the electric vehicle can be switched between a use state and a folded state;

a lock release operation unit configured to output an operation signal indicating that the restriction of the relative rotation is released;

a first detection means capable of detecting that the electric vehicle is in the use state;

a second detection member capable of detecting that the seat is located at the deployed position; and

and a control unit configured to, when the operation signal is output in a state in which the electric vehicle is detected to be in the use state, output a drive signal for releasing restriction of the relative rotation to the lock release member so as to be switchable to the folded state if the seat is not detected to be in the deployed position, and configured not to output the drive signal to the lock release member if the seat is detected to be in the deployed position.

2. The electric vehicle according to claim 1,

a posture detection unit configured to detect a posture of the stay,

the control unit is configured to, when the operation signal is output in a state in which the electric vehicle is detected to be in the use state, output the drive signal to the lock releasing member if the posture detection unit detects the standing state of the stay, and not output the drive signal to the lock releasing member if the posture detection unit does not detect the standing state of the stay.

3. The electric vehicle according to claim 1 or 2,

the control unit is configured to stop the output of the drive signal when the output of the operation signal is stopped in a state where the drive signal is output to the lock release member.

4. The electric vehicle according to claim 1,

the handle bar has a ring shape extending apart from an end portion of the stay and spreading to both sides in the vehicle width direction, and includes a carrying grip portion at a center portion in the vehicle width direction of a portion on a side separated from the stay,

the unlocking operation part is positioned at the carrying handle part.

5. The electric vehicle according to claim 1,

further comprises a selection operation part configured to output a second operation signal indicating that the user is in a non-riding state,

the control unit is configured to output the drive signal when the operation signal and the second operation signal are simultaneously output.