JP2010241280A - Coaxial motorcycle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a coaxial motorcycle capable of sufficiently detecting an obstacle at a front area of a vehicle body with an inexpensive constitution. <P>SOLUTION: The coaxial motorcycle 1 attains turning by rotation in a right/left direction of a parallel link mechanism 110 forming a part of the vehicle body 10. The coaxial motorcycle 1 includes a detection part 80 for detecting the obstacle at the front area of the vehicle body 10; and a rotation mechanism 90 for rotating the detection part 80 in a turning direction of the vehicle body 10. Thereby, by using a sensor with a narrow detection area angle, the obstacle at the front area of the vehicle body can be sufficiently detected with the inexpensive constitution. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a coaxial two-wheeled vehicle having two wheels arranged on the same axis, and more particularly to a coaxial two-wheeled vehicle on which a person gets on and performs a traveling operation.

  The coaxial two-wheeled vehicle is provided on the vehicle body so that two wheels arranged on the same axis can be driven. The coaxial two-wheel vehicle realizes turning by changing the rotational speeds of the left and right wheels according to the operation of the passenger.

  For example, in the coaxial two-wheeled vehicle of Patent Document 1, a vehicle body composed of a parallel link mechanism is disposed so as to be rotatable in the left-right direction of the coaxial two-wheeled vehicle. A step plate on which a rider rides is provided at the upper end of the vertical link of the vehicle body. When the passenger riding on the step plate tilts the turning operation unit connected to the vehicle body, the coaxial two-wheeled vehicle rotates while the turning operation unit is tilted and the opposite links of the vehicle body are maintained in a parallel state. At this time, the upper and lower horizontal links of the vehicle body are horizontal, and the tilt angle of the turning operation unit with respect to the upper and lower horizontal links is detected by a sensor, and the rotational speeds of the left and right wheels are changed based on this detection signal to make a turn. Realized.

JP 2006-315666 A

  The coaxial two-wheeled vehicle of Patent Document 1 is not configured to be able to detect an obstacle in the front area. At this time, in order to detect obstacles in the front area of the coaxial two-wheeled vehicle, for example, a range sensor such as a laser sensor may be provided.To detect obstacles in the turning direction in the front area of the coaxial two-wheeled vehicle, A sensor with a wide detection area angle is required, which increases costs. In particular, it is important for passengers to detect obstacles in the turning direction because the field of view is easy to reach when the coaxial two-wheeled vehicle is traveling straight, but the field of view is difficult to reach when the coaxial two-wheeled vehicle is turning.

  An object of the present invention is to provide a coaxial two-wheeled vehicle that can detect an obstacle in a front region of a vehicle body with an inexpensive configuration.

A coaxial two-wheeled vehicle according to the present invention is a coaxial two-wheeled vehicle that realizes turning by rotating in a left-right direction of a parallel link mechanism that forms a part of a vehicle body, the detection unit detecting an obstacle in a front region of the vehicle body, A rotation mechanism that rotates the detection unit in a turning direction of the vehicle body.
This makes it easier for the passenger's field of view to reach, even when the coaxial motorcycle is going straight ahead, even if the obstacle in the turning direction in the front region cannot be detected by the detection unit, the passenger's field of view is difficult to reach. Obstacles can be detected well. Therefore, using a sensor with a narrow detection area angle, an obstacle in the front area of the vehicle body can be detected well with an inexpensive configuration.

The rotation mechanism preferably converts the rotation of the parallel link mechanism in the left-right direction into rotation in the turning direction of the vehicle body in the detection unit.
The rotation mechanism includes a rotation shaft that connects the detection unit to the lower surface of the upper side link of the parallel link mechanism or the upper surface of the lower side link so as to be rotatable in the horizontal direction, and the detection unit. A horizontal force receiving member provided in a front region or a rear region of the rotary shaft on a surface opposite to the surface connected by the rotary shaft in the horizontal surface, and a horizontal force receiving member provided on the other surface and accompanying the rotation of the parallel link mechanism A horizontal force transmitting member that transmits force to the horizontal force receiving member, and when the parallel link mechanism rotates, the horizontal force transmitting member transmits a horizontal force accompanying the rotation of the parallel link mechanism to the horizontal force transmitted member. It is preferable to transmit to the member and rotate the detection unit in the turning direction of the vehicle body around the rotation axis.
As a result, the rotation mechanism has a mechanical configuration, but the detection unit can be rotated well in the turning direction of the vehicle body. Therefore, an expensive component such as an actuator is not required, and the vehicle body can be manufactured at a lower cost. It is possible to satisfactorily detect an obstacle in the front area.

  The horizontal force transmitting member is a pin, and the horizontal force transmitting member is a guide member having a groove portion with a predetermined curvature into which the pin is fitted, and the guide member rotates when the parallel link mechanism rotates. It is preferable to guide the pin along the groove and rotate the pin in the turning direction of the vehicle body around the rotation axis.

  Alternatively, the horizontal force receiving member is a rib, and the horizontal force transmitting member is a pin disposed on both the left and right sides of the rib, and the pin is opposite to the rotation direction when the parallel link mechanism rotates. Preferably, the pin pushes the rib and rotates the rib in the turning direction of the vehicle body about the rotation axis.

Drive means for driving a wheel rotatably provided on the vertical link, and a control device for controlling the drive means, the control device based on an obstacle detection signal from the detection unit, It is preferable to control the driving means.
Thereby, it can prevent beforehand that a coaxial two-wheeled vehicle contacts an obstruction.

  As described above, according to the present invention, an obstacle in the front area can be detected well with an inexpensive configuration.

1 is a front view schematically showing a coaxial two-wheeled vehicle according to the present invention. 1 is a block diagram showing a schematic configuration of a control system of a coaxial two-wheeled vehicle according to the present invention. It is a front view showing typically the state at the time of turning of the coaxial two-wheeled vehicle concerning the present invention. It is a figure which shows the detection area | region of an obstruction detection sensor at the time of advance of the coaxial two-wheeled vehicle which concerns on this invention. It is a figure which shows the detection area | region of an obstacle detection sensor at the time of turning of the coaxial two-wheeled vehicle which concerns on this invention. In 1st Embodiment, it is a schematic diagram which shows the relationship between the parallel link mechanism at the time of a vehicle body advance, a rotation mechanism, and an obstruction detection sensor from a front. In 1st Embodiment, it is a schematic diagram which shows the relationship between the parallel link mechanism at the time of a vehicle body advance, a rotation mechanism, and an obstruction detection sensor from a plane. In 1st Embodiment, it is a schematic diagram which shows the relationship between the parallel link mechanism at the time of a vehicle body turning, a rotation mechanism, and an obstruction detection sensor from a front. In 1st Embodiment, it is a schematic diagram which shows the relationship between the parallel link mechanism at the time of a vehicle body turning, a rotation mechanism, and an obstruction detection sensor from a plane. In 2nd Embodiment, it is a schematic diagram which shows the relationship between the parallel link mechanism at the time of a vehicle body advance, a rotation mechanism, and an obstruction detection sensor from a front. In 2nd Embodiment, it is a schematic diagram which shows the relationship between the parallel link mechanism at the time of a vehicle body advance, a rotation mechanism, and an obstruction detection sensor from a plane. In 2nd Embodiment, it is a schematic diagram which shows the relationship between the parallel link mechanism at the time of a vehicle body turning, a rotation mechanism, and an obstruction detection sensor from a front. In 2nd Embodiment, it is a schematic diagram which shows the relationship between the parallel link mechanism at the time of a vehicle body turning, a rotation mechanism, and an obstruction detection sensor from a plane.

  The best mode for carrying out the present invention will be described below with reference to the accompanying drawings. However, the present invention is not limited to the following embodiments. In addition, for clarity of explanation, the following description and drawings are simplified as appropriate.

<First Embodiment>
The coaxial two-wheel vehicle 1 of this embodiment is provided with the vehicle body 10, the wheel 20, and the wheel drive unit 30, as shown in FIG.

  As shown in FIG. 1, the vehicle body 10 includes a parallel link mechanism 110 and a step plate 120. The parallel link mechanism 110 includes a horizontal link 111 disposed on the upper side, a horizontal link 112 disposed on the lower side, and two vertical links 113 disposed on both left and right sides. The left and right end portions of the horizontal links 111 and 112 are provided with bearing portions with an interval in which the vertical link 113 is fitted in the front-rear direction. The bearing portion is provided with a bearing hole penetrating in the front-rear direction.

  The vertical link 113 is made of a flat plate member. The upper and lower ends of the vertical link 113 are provided with bearing holes penetrating in the front-rear direction. The vertical links 113 are arranged at both left and right ends of the horizontal links 111 and 112 arranged up and down. The bearing holes of the vertical links 113 are arranged on the same axis as the bearing holes of the horizontal links 111 and 112, and the rotation support pins 114 are inserted so as to penetrate each other. As a result, the horizontal links 111 and 112 and the vertical link 113 are configured as a parallel link mechanism that can rotate in the left-right direction of the coaxial two-wheel vehicle 1. Incidentally, although the horizontal links 111 and 112 are not shown, the parallel link mechanism 110 is rotated from the state in which the parallel link mechanism 110 is rotated in the left-right direction to the original state, that is, from the parallelogram state in which the vertical link 113 is inclined, It is connected by a restoring member such as a spring so as to be restored to the shape.

  A wheel drive unit 30 (30R, 30L) is attached to the outer surface of the vertical link 113 as drive means. The wheel drive unit 30 can be configured by, for example, an electric motor and a reduction gear train connected to a rotating shaft of the electric motor so as to be able to transmit power. The wheel drive unit 30 includes a fixed portion that is fixed to the vertical link 113 and a rotating portion that is rotatably supported by the fixed portion, and the wheel 20 is attached to the rotating portion. As described above, when the left and right wheels 20 respectively supported by the vertical links 113 via the wheel drive unit 30 are placed on a flat road surface, the respective rotation centers are arranged on the same axis. .

  Further, the upper end portion of the vertical link 113 protrudes upward from the upper surface of the horizontal link 111, and step plates 120 are horizontally provided on the upper end surface of the vertical link 113. Specifically, when the left and right step plates 120 are placed on the left and right step plates 120, the passenger's load passes through the grounding point A of the wheel 20 and the vertical link 113. Is provided at the upper end of the vertical link 113 so as to act on the parallel link mechanism 110 from a position shifted inward from the line N parallel to the vertical line. In the present embodiment, the left and right step plates 120 each have an inward region from the line N as a footrest portion 120a. As a result, the load of the passenger riding on the footrest portion 120a of the left and right step plates 120 acts on the parallel link mechanism 110 from a position shifted inward from the line N. Incidentally, the distance between the left and right step plates 120 is the distance between both feet when a person stands in a natural state.

  The parallel link mechanism 110 maintains an equilibrium state when the passenger applies a substantially equal load to the footrest portions 120a of the left and right step plates 120. On the other hand, as shown in FIG. 3, when the passenger steps on the outer foot in the turning direction and applies a large load W to the step plate 120 on the side where the foot is stepped on, the rotational force in the turning direction is converted into the parallel link mechanism. Occurs at 110. That is, the load W acts downward. At the ground contact point A of the wheel 20 that passes through the point of action B1 of the load W and is on the outer side of the line M1 parallel to the vertical link 113, the reaction force against the load W acts upward. Therefore, a rotational force in the turning direction is generated. Therefore, when the passenger steps on the outer foot in the turning direction, the parallel link mechanism 110 rotates in the turning direction. At this time, the step plate 120 and the wheel 20 are also tilted in the turning direction in conjunction with the rotation of the parallel link mechanism 110.

  In order to detect the rotation angle (tilt angle) of the parallel link mechanism 110, for example, an angle detection sensor 60 is attached to a connecting portion between the horizontal link 111 and the vertical link 113. As the angle detection sensor 60, for example, a potentiometer, a variable capacitor sensor, or the like can be applied.

  Incidentally, although not shown in the drawing, the coaxial two-wheeled vehicle 1 has a storage portion formed between the left and right step plates 120 and 120. The storage unit stores a battery 61 that represents a specific example of a power source that supplies power to the left and right wheel drive units 30, the control device, other electronic devices, electrical devices, and the like. Further, the storage unit includes a drive circuit that drives the left and right wheel drive units 30 and the like, a posture sensor unit 62 that is a posture detection unit that detects the posture of the coaxial two-wheel vehicle 1 and outputs detection signals thereof, A control device 63 that outputs a control signal for driving and controlling the wheel drive unit 30 and the like is stored.

  The control device 63 performs predetermined calculation processing based on the detection signal from the attitude sensor unit 62, the detection signal from the angle detection sensor 60, and the like, and outputs necessary control signals to the left and right wheel drive units 30 and the like. As shown in FIG. 2, the control device 63 includes, for example, an arithmetic circuit 63a having a microcomputer (CPU), a storage device 63b having a program memory, a data memory, and other RAMs and ROMs. The control device 63 is connected to a battery 61 and left and right drive circuits 64 (64L, 64R), which are also connected via an emergency stop switch 65. The left and right drive circuits 64L and 64R individually control the rotational speed and direction of the left and right wheels 20, and the left and right wheel drive units 30 (30L and 30R) are individually connected to them.

  The control device 63 receives a detection signal from the angle detection sensor 60 that detects the rotation angle of the parallel link mechanism 110 and a detection signal from the attitude sensor unit 62. The attitude sensor unit 62 is used to detect angular velocity and acceleration during traveling of the coaxial two-wheeled vehicle 1 and control the angular velocity and acceleration, and includes, for example, a gyro sensor and an acceleration sensor.

  In the coaxial two-wheeled vehicle 1 having such a configuration, when a rider gets on the left and right step plates 120 and steps on the outer legs in the turning direction to apply a load to the step plates 120, the opposed links of the parallel link mechanism 110 are formed. It rotates in the turning direction while maintaining the parallel state. At this time, when the rotation angle of the parallel link mechanism 110 is detected, the angle detection sensor 60 outputs a detection signal to the control device 63. The control device 63 to which the detection signal is input performs a predetermined calculation process based on the detection signal, and determines how much the rotational speed of the inner wheel in the turning direction is reduced or the rotation of the outer wheel in the turning direction. Whether to accelerate the speed is calculated, and a signal indicating the calculation result is output to the wheel drive unit 30. The wheel drive unit 30 to which the signal indicating the calculation result is input controls the rotation angle of the motor and drives the wheel 20 based on the signal indicating the calculation result.

  In the coaxial two-wheel vehicle 1, when the rider rides on the left and right step plates 120 and moves the load of the rider forward or backward and rotates the coaxial two-wheel vehicle 1 in the front-rear direction, the attitude sensor unit 62 is moved to the coaxial two-wheel vehicle. 1 is detected, and the detection signal is output to the control device 63. The control device 63 to which the detection signal is input performs a predetermined calculation process based on the detection signal, calculates a driving torque necessary to stabilize the coaxial two-wheel vehicle 1 so as not to fall down, and shows the calculation result. A signal is output to the wheel drive unit. The wheel drive unit to which the signal indicating the calculation result is input controls the motor to drive the wheel based on the signal indicating the calculation result. In this way, traveling forward or backward is realized according to the rotation of the coaxial two-wheel vehicle 1 in the front-rear direction.

  Such a coaxial two-wheel vehicle 1 cannot detect an obstacle in the front region of the vehicle body 10 as described above. At this time, in order to detect an obstacle in the front area of the vehicle body 10, for example, a range sensor such as a laser sensor may be provided. In order to detect an obstacle in the turning direction in the front area of the vehicle body 10, In addition, a sensor with a wide detection area angle is required, which increases costs. Therefore, the coaxial two-wheel vehicle 1 according to the present invention includes a detection unit 80 that detects an obstacle in the front region of the vehicle body 10 and further includes a rotation mechanism 90 that rotates the detection unit 80 in the turning direction of the vehicle body 10. Features. Therefore, as shown in FIG. 4, even if the obstacle in the turning direction in the forward region cannot be detected by the detection unit 80 when the coaxial two-wheeled vehicle 1 goes straight, as shown in FIG. When the coaxial two-wheeled vehicle 1 turns, it is possible to detect an obstacle satisfactorily by the detection unit 80. Therefore, an obstacle in the front region of the vehicle body 10 can be detected well with an inexpensive configuration using a sensor with a narrow detection area angle.

  The detection unit 80 is an obstacle detection sensor (hereinafter, given the same reference numeral as the detection unit) that can detect an obstacle in a predetermined angle region. As the obstacle detection sensor 80, for example, a range sensor such as a laser sensor is used. As shown in FIG. 1 and the like, the obstacle detection sensor 80 can be accommodated between the upper and lower horizontal links 111 and 112 of the parallel link mechanism 110, and the parallel link mechanism 110 is moved in the left-right direction as shown in FIG. The thickness is such that it does not impede the rotation of the parallel link mechanism 110 by contacting the horizontal links 111 and 112 when it is rotated. The detection signal of the obstacle detection sensor 80 is input to the control device 63. The control device 63 derives obstacle information such as the position, shape, and size of the obstacle based on the input detection signal. Then, the control device 63 controls the wheel drive unit 30 based on the obstacle information so that the coaxial two-wheel vehicle 1 does not contact the obstacle. For example, the control device 63 generates a control signal via the drive circuit 64 to decelerate the rotation of the motor when there is an obstacle within a first distance that is a relatively distant region from the coaxial two-wheeled vehicle 1. Output to the wheel drive unit 30. In addition, when there is an obstacle within the second distance that is a region near the coaxial two-wheeled vehicle 1, the control device 63 does not generate a control signal to stop the rotation of the motor. Thereby, it can prevent beforehand that the coaxial two-wheeled vehicle 1 contacts an obstruction.

  An actuator such as a motor can be used as the rotation mechanism 90. However, the rotation mechanism 90 has a mechanical configuration in order to configure the rotation mechanism 90 at a low cost. That is, the rotation mechanism 90 is a mechanism that converts the rotation of the parallel link mechanism 110 in the left-right direction into rotation of the obstacle detection sensor 80 in the turning direction of the vehicle body 10. Specifically, the rotating mechanism 90 includes a rotating shaft 91, a horizontal force transmitted member 92, and a horizontal force transmitting member 93, as shown in FIGS. 6 to 9 schematically show only the parallel link mechanism 110, the obstacle detection sensor 80, and the rotation mechanism 90 in order to make the operation principle of the rotation mechanism 90 easier to understand.

  As shown in FIG. 6, the lower end portion of the rotation shaft 91 is connected to a substantially central position in plan view on the upper surface of the lower lateral link 112. As shown in FIGS. 6 and 7, the upper end portion of the rotation shaft 91 is rotatably fitted at a substantially central position in plan view on the lower surface of the obstacle detection sensor 80. Accordingly, the obstacle detection sensor 80 is configured to be rotatable in the horizontal direction (the direction of arrow A and the direction of arrow B in FIG. 7). However, the rotation shaft 91 may be rotatably connected at the lower end.

  The horizontal force transmitted member 92 is a cylindrical pin (hereinafter, given the same reference numeral as the horizontal force transmitted member). The lower end of the pin 92 is connected to the upper surface of the obstacle detection sensor 80. The pin 92 is disposed in the front area of the rotation shaft 91. In the present embodiment, the pin 92 is disposed at the left front corner on the upper surface of the obstacle detection sensor 80. The upper end portion of the pin 92 is fitted into the groove portion 93 a of the horizontal force transmission member 93.

  The horizontal force transmission member 93 is a guide member (hereinafter, given the same reference numeral as the horizontal force transmission member) having a groove portion 93 a having a predetermined curvature, and generates a horizontal force in the left-right direction accompanying the rotation of the parallel link mechanism 110. A member that transmits to the pin 92. The guide member 93 includes two guide plates 93b to form the groove 93a. The upper end of the guide plate 93b is connected to the lower surface of the upper horizontal link 111. And the upper end part of the pin 92 is slidably fitted in the groove part 93a between the guide plates 93b and 93b.

  As a result, when the parallel link mechanism 110 rotates in the left-right direction and the upper side link 111 moves relative to the lower side link 112, the horizontal force in the left-right direction accompanying the relative movement passes through the guide member 93. To the pin 92. At this time, the vehicle body 10 turns to follow the movement of the upper side link 111 of the parallel link mechanism 110, that is, according to the amount of movement of the upper side link 111, so as to follow this turning angle. It is sufficient if the obstacle detection sensor 80 can be rotated in the turning direction of the vehicle body 10.

  Therefore, when the upper horizontal link 111 moves to the left side, the groove portion 93a of the present embodiment rotates the pin 92 in the left direction (in the direction of arrow A in FIG. 7) around the rotation shaft 91 according to the movement amount. When the upper side link 111 moves to the right side, the pin 92 is formed with a curvature that can be rotated rightward (in the direction of arrow B in FIG. 7) about the rotation shaft 91 according to the amount of movement. Yes.

  That is, when the parallel link mechanism 110 is in an equilibrium state (the state shown in FIG. 6), as shown in FIG. 7, the groove portion 93 a of the guide member 93 has a portion on the right side of the pin 92 curved backward. A portion on the left side of 92 is curved forward. As a result, when the occupant attempts to turn the vehicle body 10 to the left and steps on the right step plate 120 and moves the upper side link 111 of the parallel link mechanism 110 to the left side as shown in FIG. As the lateral link 111 moves, the portion on the right side of the pin 92 in the groove 93a contacts the pin 92 as shown in FIG. At this time, the guide member 93 transmits a horizontal force in the left direction accompanying the movement of the upper lateral link 111 to the pin 92. Since the pin 92 is disposed in the front region of the rotation shaft 91, the pin 92 tries to rotate around the rotation shaft 91 by the transmitted horizontal force in the left direction. At the same time, the pin 92 is guided by a groove portion 93a whose right side portion is curved backward, and pushed downward. As a result, the pin 92 rotates around the rotation shaft 91 in the left turning direction of the vehicle body 10. As a result, the obstacle detection sensor 80 rotates around the rotation shaft 91 in the left turn direction of the vehicle body 10.

  On the other hand, when the passenger steps on the left step plate 120 and moves the upper side link 111 of the parallel link mechanism 110 to the right side in an attempt to turn the vehicle body 10 to the right, the upper side link 111 moves. Along with this, the portion on the left side of the pin 92 in the groove portion 93 a contacts the pin 92. At this time, the guide member 93 transmits a horizontal force in the right direction accompanying the movement of the upper lateral link 111 to the pin 92. Since the pin 92 is disposed in the front area of the rotation shaft 91, the pin 92 tries to rotate around the rotation shaft 91 by the transmitted horizontal force in the right direction. At the same time, the pin 92 is guided by a groove portion 93 a whose left side is curved forward, and pushed upward. As a result, the pin 92 rotates around the rotation shaft 91 in the right turning direction of the vehicle body 10. As a result, the obstacle detection sensor 80 rotates around the rotation shaft 91 in the right turning direction of the vehicle body 10.

  That is, the guide member 93 guides the pin 92 along the groove portion 93a when the parallel link mechanism 110 rotates. The guide member 93 rotates the pin 92 in the turning direction of the vehicle body 10 around the rotation axis.

  As described above, the rotation mechanism 90 can mechanically rotate the obstacle detection sensor 80 in the turning direction of the vehicle body 10, and thus does not require an expensive component such as an actuator. An obstacle in the front area of the vehicle body 10 can be detected well with an inexpensive configuration.

<Second Embodiment>
In the first embodiment, the horizontal force transmitted member 92 is configured by a pin and the horizontal force transmitting member 93 is configured by two guide plates 93b, but this is not restrictive. In this embodiment, as shown in FIGS. 10 to 13, the horizontal force transmitted member 192 is configured by a rib, and the horizontal force transmitting member 193 is configured by a pin.

  That is, the horizontal force transmitted member 192 is a rib made of a long member having a square cross section (hereinafter, the same reference numeral as the horizontal force transmitted member 192 is given). The rib 192 is provided on the upper surface of the obstacle detection sensor 80 as shown in FIGS. The rib 192 is disposed on a line L passing through the rotation shaft 91 in the front-rear direction. That is, the rib 192 is disposed so as to extend in the front-rear direction in the front region of the rotation shaft 91.

  The horizontal force transmission member 193 is a cylindrical pin (hereinafter, the same reference numeral as the horizontal force transmission member 193 is given). The pins 193 are disposed on both the left and right sides of the rib 192. However, it is preferable that the pin 193 is disposed in the rear region of the rib 192 so as to maintain a good contact state with the rib 192 when the vehicle body 10 is turned as will be described later. The interval between the pins 193 and 193 is set to a width that does not hinder the rotation of the rib 192 when the rib 192 rotates around the rotation shaft 91 as will be described later.

  As a result, when the occupant attempts to turn the vehicle body 10 to the left and steps on the right step plate 120 to move the upper side link 111 of the parallel link mechanism 110 to the left side as shown in FIG. As the horizontal link 111 moves, the right pin 193, which is opposite to the rotation direction of the parallel link mechanism 110, contacts the rib 192 as shown in FIG. 13. At this time, the right pin 193 transmits a horizontal force in the left direction accompanying the movement of the upper lateral link 111 to the rib 192. Since the rib 192 is disposed in the front region of the rotation shaft 91, the rib 192 tries to rotate around the rotation shaft 91 by the transmitted horizontal force in the left direction. At the same time, the rib 192 is pushed by the right pin 193 while moving the contact point with the right pin 92 forward. As a result, the rib 192 rotates around the rotation shaft 91 in the left turning direction of the vehicle body 10. As a result, the obstacle detection sensor 80 rotates around the rotation shaft 91 in the left turn direction of the vehicle body 10.

  On the other hand, when the passenger steps on the left step plate 120 and moves the upper side link 111 of the parallel link mechanism 110 to the right side in an attempt to turn the vehicle body 10 to the right, the upper side link 111 moves. Along with this, the pin 193 on the left side opposite to the rotation of the parallel link mechanism 110 contacts the rib 192. At this time, the pin 193 transmits a horizontal force in the right direction accompanying the movement of the upper side link 111 to the rib 192. Since the rib 192 is disposed in the front region of the rotation shaft 91, the rib 192 tries to rotate around the rotation shaft 91 by the transmitted horizontal force in the right direction. At the same time, the rib 192 is pushed by the left pin 193 while moving the contact point with the left pin 193 forward. As a result, the rib 192 rotates around the rotation shaft 91 in the right turning direction of the vehicle body 10. As a result, the obstacle detection sensor 80 rotates around the rotation shaft 91 in the right turning direction of the vehicle body 10.

  As described above, since the obstacle detection sensor 80 can be favorably rotated in the turning direction of the vehicle body 10 even though the configuration of the present embodiment is mechanical, more expensive components such as an actuator are not required, and more An obstacle in the front area of the vehicle body 10 can be detected well with an inexpensive configuration.

As mentioned above, although embodiment of the coaxial two-wheeled vehicle which concerns on this invention was described, it can change in the range which is not restricted to said structure and does not deviate from the technical idea of this invention.
For example, in the above-described embodiment, the horizontal force transmitted member is configured by a pin or a rib, and the horizontal force transmitting member is configured by a guide member or a pin. In short, as long as the horizontal force accompanying the rotation of the parallel link mechanism can be transmitted from the horizontal force transmitting member to the horizontal force transmitted member and the rotation about the rotation axis of the horizontal force transmitted member is not hindered, it is particularly limited. do not do.

  Moreover, in the said embodiment, although the horizontal force receiving member and the horizontal force transmission member were arrange | positioned in the front area | region of the rotating shaft, you may arrange | position in a back area | region. Moreover, the horizontal link provided with the horizontal force receiving member and the horizontal force transmitting member may be reversed.

  In the said embodiment, although it was set as the structure which a passenger turns by stepping on the outer leg | foot of a turning direction, it is not this limitation. A configuration may be adopted in which the passenger steps by stepping on the inner foot in the turning direction, and the parallel link mechanism 110 is provided with an operation handle, and the parallel link mechanism 110 is rotated by tilting the operation handle. The structure which turns may be sufficient.

DESCRIPTION OF SYMBOLS 1 Coaxial motorcycle 10 Car body 20 Wheel 30 Wheel drive unit 60 Angle detection sensor 61 Battery 62 Attitude sensor unit 63 Control apparatus, 63a Arithmetic circuit, 63b Memory | storage device 64 (64L, 64R) Drive circuit 65 Emergency stop switch 80 Detection part 90 Rotation mechanism 91 Rotating shaft 92 Horizontal force transmitted member (pin)
93 Horizontal force transmission member (guide member), 93a Groove, 93b Guide plate 110 Parallel link mechanism, 111, 112 Horizontal link, 113 Vertical link, 114 Rotation support pin 120 Step plate, 120a Foot rest portion 192 Horizontal force transmitted member (rib)
193 Horizontal force transmission member (pin)

Claims (6)

A coaxial two-wheeled vehicle that realizes turning by rotating in the left-right direction of a parallel link mechanism that forms a part of the vehicle body,
A detection unit for detecting an obstacle in a front region of the vehicle body;
A rotation mechanism for rotating the detection unit in a turning direction of the vehicle body;
Coaxial motorcycle with   2. The coaxial two-wheel vehicle according to claim 1, wherein the rotation mechanism converts rotation of the parallel link mechanism in a left-right direction into rotation of the detection unit in a turning direction of the vehicle body. The rotating mechanism includes a rotating shaft that connects the detection unit to be horizontally rotatable to one surface of the lower surface of the upper side link or the upper surface of the lower side link in the parallel link mechanism;
A horizontal force transmitted member provided in a front region or a rear region of the rotation shaft on a surface opposite to the surface connected by the rotation shaft in the detection unit;
A horizontal force transmission member that is provided on the other surface and transmits a horizontal force accompanying the rotation of the parallel link mechanism to the horizontal force transmitted member;
When the parallel link mechanism rotates, the horizontal force transmission member transmits a horizontal force accompanying the rotation of the parallel link mechanism to the horizontal force transmitted member, and the detection unit turns the vehicle body around the rotation axis. The coaxial two-wheel vehicle according to claim 1 or 2, wherein the coaxial two-wheel vehicle is rotated in a direction. The horizontal force transmitted member is a pin, and the horizontal force transmitting member is a guide member having a groove portion with a predetermined curvature into which the pin is fitted,
4. The guide member according to claim 3, wherein when the parallel link mechanism rotates, the pin guides the pin along the groove and rotates the pin in a turning direction of the vehicle body about the rotation axis. The coaxial motorcycle described in 1. The horizontal force receiving member is a rib, and the horizontal force transmitting member is a pin disposed on both the left and right sides of the rib,
When the parallel link mechanism is rotated, the pin pushes the rib on the opposite side to the rotation direction, and rotates the rib in the turning direction of the vehicle body about the rotation axis. The coaxial two-wheeled vehicle according to claim 3. Drive means for driving wheels provided rotatably on the vertical link, and a control device for controlling the drive means,
2. The coaxial two-wheeled vehicle according to claim 1, wherein the control device controls the driving unit based on an obstacle detection signal from the detection unit.

Images