JP2012121479A - Vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle which can inhibit moving against the intent of a caregiver.SOLUTION: The vehicle 10 includes: rear wheels 16a and 16b; a clutch unit 50; a sprocket 52; a crank 70; and a switch unit 106. The sprocket 52 connects with an engagement member 132 of the clutch unit 50. Torque of the crank 70 is transferred to the rear wheel 16b through the sprocket 52 and the clutch unit 50. Connection of the sprocket 52 to the engagement member 132 is canceled by operating of the first operation member 108 of the switch unit 106 by the caregiver. Thereby transmission of torque from the crank 70 to the rear wheel 16b is intercepted. Also when the force given to the engagement member 132 from the sprocket 52 becomes large, connecting to the sprocket 52 and the engagement member 132 is canceled.

Description

  The present invention relates to a vehicle, and more particularly to a vehicle provided with a clutch mechanism.

  Conventionally, many vehicles for supporting the lives of elderly persons, disabled persons, injured persons, and the like who have reduced athletic ability have been proposed. An example of such a vehicle is disclosed in Patent Document 1.

  A vehicle such as Patent Document 1 is generally called a “senior car”, and is compactly configured so as to be able to travel with a small turn even in a hospital or rehabilitation facility. In the vehicle of Patent Document 1, the forward and backward movement of the vehicle is instructed by a joystick, and the traveling direction of the vehicle is changed by operating the joystick. Is easy to operate. On the other hand, if you rely on the vehicle of Patent Document 1 too much, your athletic ability will decrease further.

  Thus, for example, Patent Document 2 discloses a vehicle that aims to maintain and recover the occupant's athletic ability by requesting the occupant to exercise (driving force). The vehicle of Patent Document 2 travels by assisting a driving force generated by depressing a pedal with an electric motor.

  By using the vehicle as described above, an elderly person or the like can move to a desired place without the assistance of an assistant. However, in situations where delicate operation of the vehicle is required (for example, when passing through a narrow passage or when the vehicle is stopped at a predetermined location), assistance from an assistant is required to move the vehicle. There is a case. In such a case, in general, an elderly person or the like gets on the vehicle, and the assistant moves the vehicle forward or backward by pushing and pulling the vehicle.

  Here, in the vehicle of the above-mentioned patent document 1, when assistance of an assistant becomes necessary, it is possible to prevent the vehicle from moving forward or backward by the operation of the passenger by turning off the vehicle. Thereby, it is possible to prevent the vehicle from moving forward or backward against the intention of the assistant.

JP 2007-83921 A JP 2008-37340 A

  However, in the vehicle of the above-described Patent Document 2, even when the assistant turns off the vehicle to move the vehicle, the vehicle moves forward or backward when the passenger steps on the pedal. Therefore, the vehicle may move forward or backward against the intention of the assistant. In this case, the assistant cannot move the vehicle smoothly, and the burden on the assistant increases.

  Therefore, a main object of the present invention is to provide a vehicle that can prevent movement against the intention of the assistant.

  In order to achieve the above object, a vehicle according to claim 1 is a vehicle including a front wheel and a pair of rear wheels, wherein at least one of the front wheels and the pair of rear wheels is a first drive wheel. A crank that is positioned between the front wheel and the pair of rear wheels and that is rotatably provided, a pair of pedals that are provided at both ends of the crank, and a clutch mechanism that can be connected and disconnected. A transmission mechanism for transmitting the rotational force of the crank to the first drive wheels, a braking device for braking at least one of the front wheels and the pair of rear wheels, and a first operated to bring the clutch mechanism into a disconnected state. 1 operation part and the 2nd operation part operated in order to cancel | release the braking operation | movement of a braking device are provided.

  Note that “to disengage the clutch mechanism” refers to a state in which the transmission of the rotational force between the crank and the first drive wheel is blocked by the clutch mechanism, and in a state in which the clutch mechanism is connected. The transmission of the rotational force between the crank and the first drive wheel is not interrupted by the clutch mechanism.

  The vehicle according to claim 2 is the vehicle according to claim 1, wherein the clutch mechanism is disconnected when the first operation unit is operated, and is connected when the first operation unit is not operated. It is characterized by becoming a state.

  According to a third aspect of the present invention, in the vehicle according to the first or second aspect, the braking operation of the braking device is released when the second operation unit is operated.

  According to a fourth aspect of the present invention, in the vehicle according to any one of the first to third aspects, the transmission mechanism rotates integrally with the transmission member that transmits the torque of the crank to the clutch mechanism and the first drive wheel. The clutch mechanism further includes a rotating shaft, and is arranged coaxially with the rotating shaft.

  According to a fifth aspect of the present invention, in the vehicle according to the fourth aspect, the vehicle further includes a coupling mechanism that couples the first operating portion and the clutch mechanism, and the transmission mechanism is provided coaxially with the rotating shaft and is a transmission member. The clutch mechanism further includes a first meshing tooth provided on the sprocket and a rotating shaft so as to advance and retreat with respect to the sprocket while rotating integrally with the rotating shaft. A meshing member that is provided coaxially and has a second meshing tooth that can mesh with the first meshing tooth, and biases the meshing member in a first direction toward the sprocket so that the second meshing tooth meshes with the first meshing tooth. And a biasing member, wherein the coupling mechanism moves the meshing member in a second direction opposite to the first direction when the first operation unit is operated.

  According to a sixth aspect of the present invention, in the vehicle according to the fifth aspect, the clutch mechanism is provided when the rotation direction of the sprocket when the occupant rotates the crank to advance the vehicle is the third direction. Includes a moving mechanism that moves the engagement member in the second direction based on a force in the third direction applied from the sprocket to the engagement member.

  According to a seventh aspect of the present invention, in the vehicle according to the sixth aspect, the moving mechanism includes a first cylindrical portion that is fixed to the rotation shaft, and a first end portion that protrudes in a radial direction from the first cylindrical portion. A coupling member fixed to the first cylindrical portion, wherein the meshing member further includes a second cylindrical portion provided on the second direction side of the second meshing tooth and having a through-hole penetrating in the radial direction; The cylindrical portion is slidably fitted to the outside of the first cylindrical portion, and the through hole is second from the second meshing tooth side while being inclined to the third direction side when viewed from the radial direction of the second cylindrical portion. The second end portion of the connecting member extends toward the direction side and is locked to the second cylindrical portion in the through hole.

  The vehicle according to claim 8 is the vehicle according to any one of claims 1 to 7, further comprising a seat provided above the crank between the front wheel and the pair of rear wheels, The second operation unit is provided on the rear side of the seat.

  Note that “between the front wheel and the pair of rear wheels” means between the front end of the front wheel and the rear ends of the pair of rear wheels in a side view.

  The vehicle according to claim 9 is the vehicle according to any one of claims 1 to 8, wherein the braking device includes an electromagnetic brake, and the electromagnetic brake includes at least a front wheel and a pair of rear wheels when power is not supplied. At least one of the wheels is braked.

  According to a tenth aspect of the present invention, in the vehicle according to the ninth aspect, a first detection unit that detects an occupant's motion for driving the vehicle, and a detection of the occupant's motion by the first detection unit. And a controller that controls the braking device so that the braking operation by the braking device is released.

  The vehicle according to claim 11 is characterized in that in the vehicle according to claim 10, the braking operation by the braking device is maintained when the second operation unit is not operated and the motion of the passenger is not detected. And

  According to a twelfth aspect of the present invention, in the vehicle according to the tenth or eleventh aspect, the first detection unit detects a rotational operation of the crank or a torque applied to the crank.

  According to a thirteenth aspect of the present invention, in the vehicle according to the twelfth aspect of the present invention, the vehicle further includes an electric motor that drives at least one of the front wheels and the pair of rear wheels as the second driving wheel, and the control unit includes the first motor. The electric motor is controlled so as to move the vehicle forward or backward based on detection of an occupant's movement by the detection unit.

  The vehicle according to claim 14 further includes a second detection unit for detecting the vehicle speed of the vehicle according to any one of claims 10 to 13, and the control unit is detected by the second detection unit. The braking device is controlled so that the vehicle speed to be applied is equal to or less than a threshold value.

  The vehicle according to claim 15 further includes an electric motor that drives at least one of the front wheels and the pair of rear wheels as a second drive wheel in the vehicle according to any one of claims 1 to 12. Features.

  The vehicle according to claim 16 is the vehicle according to claim 13 or 15, wherein the first drive wheel is one of a front wheel and a pair of rear wheels, and the second drive wheel is a front wheel and a pair of rear wheels. And the other of them.

  The vehicle according to claim 17 is the vehicle according to any one of claims 1 to 16, wherein the first operation unit and the second operation unit are configured by a common operation member.

  The vehicle according to claim 18 is the vehicle according to any one of claims 1 to 16, wherein the first operation portion and the second operation portion are configured by separate first operation members and second operation members. Features.

  The vehicle according to claim 19 is the vehicle according to claim 18, wherein the first operation member and the second operation member are provided close to each other.

  The vehicle according to claim 20 is a vehicle including a front wheel and a pair of rear wheels, wherein at least one of the front wheels and the pair of rear wheels is a first drive wheel, and includes a front wheel and a pair of rear wheels. A crank that is positioned between and rotatably provided; a pair of pedals that are provided at both ends of the crank; and a clutch mechanism that is connectable and disconnectable; A transmission mechanism that transmits to the drive wheel; and a braking device that brakes at least one of the front wheels and the pair of rear wheels; and the clutch mechanism is disconnected based on a rotational force applied from the crank to the transmission mechanism. It is characterized by.

  Note that “to disengage the clutch mechanism” refers to a state in which the transmission of the rotational force between the crank and the first drive wheel is blocked by the clutch mechanism, and in a state in which the clutch mechanism is connected. The transmission of the rotational force between the crank and the first drive wheel is not interrupted by the clutch mechanism.

  The vehicle according to claim 21 is the vehicle according to claim 20, wherein the transmission mechanism includes a rotation shaft provided to rotate integrally with the first drive wheel, and a sprocket provided coaxially with the rotation shaft. And a transmission member for transmitting the rotational force of the crank to the sprocket, and the clutch mechanism has a first meshing tooth provided on the sprocket and a rotating shaft so as to advance and retreat with respect to the sprocket while rotating integrally with the rotating shaft. And a meshing member having a second meshing tooth that can be meshed with the first meshing tooth, and biasing the meshing member in the first direction toward the sprocket so that the second meshing tooth meshes with the first meshing tooth And a moving mechanism for moving the engagement member in a second direction opposite to the first direction based on a force applied to the engagement member from the sprocket. Characterized in that it comprises a.

  The vehicle according to claim 22 is the vehicle according to claim 21, wherein the moving mechanism determines the direction of the force applied from the sprocket to the meshing member when the occupant rotates the crank to move the vehicle forward. In the case of the third direction, the engagement member is moved in the second direction based on the force in the third direction applied from the sprocket to the engagement member.

  A vehicle according to a twenty-third aspect is the vehicle according to the twenty-second aspect, in which the moving mechanism projects in a radial direction from the first cylindrical portion fixed to the rotating shaft, and the first cylindrical portion, and the first end portion thereof A coupling member fixed to the first cylindrical portion, wherein the meshing member further includes a second cylindrical portion provided on the second direction side of the second meshing tooth and having a through-hole penetrating in the radial direction; The cylindrical portion is slidably fitted to the outside of the first cylindrical portion, and the through hole is second from the second meshing tooth side while being inclined to the third direction side when viewed from the radial direction of the second cylindrical portion. The second end portion of the connecting member extends toward the direction side and is locked to the second cylindrical portion in the through hole.

  The vehicle according to claim 24 is the vehicle according to any one of claims 20 to 23, wherein the braking device includes an electromagnetic brake, and the electromagnetic brake includes at least a front wheel and a pair of rear wheels when power is not supplied. At least one of the wheels is braked.

  The vehicle according to claim 25 is the vehicle according to any one of claims 20 to 24, further comprising an electric motor that drives at least one of the front wheels and the pair of rear wheels as a second drive wheel. Features.

  Since the vehicle according to the first aspect includes a braking device that brakes at least one of the front wheels and the pair of rear wheels, the vehicle can be easily stopped and stopped. Further, the braking operation of the braking device can be canceled by operating the second operation unit. Therefore, for example, the assistant can easily move the vehicle by operating the second operation unit to release the braking operation of the braking device. In this vehicle, at least one of the front wheels and the pair of rear wheels is set as the first drive wheel, and the rotational force of the crank is transmitted to the first drive wheel via the transmission mechanism. Therefore, the passenger can move the vehicle by depressing the pedal and rotating the crank. Here, the transmission mechanism includes a clutch mechanism that can be connected and disconnected, and the clutch mechanism is in a disconnected state when the first operation unit is operated. Therefore, when the assistant is operating the first operation unit, even if the occupant rotates the crank, transmission of the rotational force from the crank to the first drive wheel is blocked by the clutch mechanism. In this case, even if the rider rotates the crank, the torque of the crank is not transmitted to the first drive wheel. Therefore, when the assistant moves the vehicle, the vehicle moves against the intention of the assistant. Can be prevented. In addition, since the transmission of the rotational force from the first drive wheel to the crank is interrupted, it is possible to prevent the crank from rotating when the assistant moves the vehicle. In this case, since the circular movement of the pedal is prevented, for example, even if the passenger puts his / her foot on the pedal, it is possible to prevent the passenger's foot from being moved. Thereby, the riding comfort of the vehicle can be improved. Further, since the rotation of the crank is prevented, a force for rotating the crank becomes unnecessary. In this case, since the assistant can move the vehicle with a smaller force, the burden on the assistant can be reduced.

  In the vehicle according to the second aspect, since the clutch mechanism is in the connected state when the first operation unit is not operated, it is not necessary to operate the first operation unit in order to connect the clutch mechanism. In this case, the occupant can move the vehicle simply by depressing the pedal and rotating the crank, so that the operability of the vehicle is improved.

  In the vehicle according to claim 3, since the braking operation of the braking device is released when the second operation unit is operated, the assistant easily moves the vehicle by operating the second operation unit. be able to. Further, the assistant can brake at least one of the front wheels and the rear wheels with the braking device by releasing the operation of the second operation unit. Therefore, for example, even when the vehicle is moved on a hill or the like, the assistant can easily stop the vehicle by releasing the operation of the second operation unit. Thereby, the burden on the assistant can be further reduced.

  In the vehicle according to the fourth aspect, when the clutch mechanism is disengaged, the transmission of the rotational force between the rotation shaft and the transmission member is interrupted. Therefore, when the assistant moves the vehicle with the clutch mechanism disengaged, the rotational force of the first drive wheel and the rotation shaft is prevented from being transmitted to the transmission member. In other words, the force for moving the transmission member becomes unnecessary. In this case, since the assistant can move the vehicle with a smaller force, the burden on the assistant can be sufficiently reduced. In this vehicle, the clutch mechanism is arranged coaxially with the rotation shaft. In this case, the clutch mechanism (mechanism for transmitting rotational force between the sprocket and the rotating shaft) can be realized with a simple configuration.

  In the vehicle according to claim 5, when the first meshing tooth of the sprocket and the second meshing tooth of the meshing member are meshed with each other, the rotational force of the crank causes the transmission member, the sprocket, the meshing member, and the rotating shaft to Via the first drive wheel. On the other hand, when the first meshing tooth of the sprocket and the second meshing tooth of the meshing member are not meshed with each other, the transmission of rotational force from the crank to the first drive wheel is transmitted between the first meshing tooth and the second meshing tooth. It is interrupted by. Thus, in this vehicle, the clutch mechanism is in a connected state when the first meshing tooth and the second meshing tooth are meshed, and the clutch mechanism is disconnected when the first meshing tooth and the second meshing tooth are not meshed. It becomes a state. Here, in this vehicle, since the engagement member is urged by the urging member in the first direction toward the sprocket, the clutch mechanism can be brought into the connected state without requiring an operation by the passenger (first engagement). Teeth and second meshing teeth can be engaged with each other). Thereby, the operability of the vehicle is improved. Further, in this vehicle, when the first operation section is operated, the meshing member is moved in the second direction (direction away from the sprocket) by the coupling mechanism. Therefore, the assistant can easily put the clutch mechanism in the disconnected state by operating the first operation unit.

  In the vehicle according to the sixth aspect, the moving mechanism moves the meshing member in the second direction based on the force in the third direction applied from the sprocket to the meshing member. For this reason, for example, even when an occupant tries to rotate the crank forward (in the direction in which the vehicle moves forward) when the assistant pushes and pulls the vehicle, the force in the third direction applied from the sprocket to the meshing member is large. As a result, the meshing member moves in the second direction. Thereby, a clutch mechanism is cut | disconnected and it can prevent that a vehicle advances contrary to the intention of a helper. As a result, the burden on the assistant can be sufficiently reduced.

  In the vehicle according to the seventh aspect, the first cylindrical portion and the second cylindrical portion of the meshing member are connected by the connecting member. Therefore, when the assistant is moving the vehicle backward, the rotational force of the first driving wheel is transmitted to the second cylindrical portion via the rotating shaft, the first cylindrical portion, and the connecting member. When the vehicle is moving backward, the first driving wheel, the rotating shaft, the first cylindrical portion, and the second cylindrical portion (meshing member) are opposite to the third direction (hereinafter referred to as the fourth direction). Rotate). Further, the connecting member moves circularly in the fourth direction around the rotation axis. Here, in this vehicle, the second end portion of the connecting member is locked to the second cylindrical portion in the through hole of the second cylindrical portion, and the through hole is inclined to the third direction side while the second meshing tooth. It extends toward the second direction side from the side. Therefore, when the assistant is moving the vehicle backward (when the connecting member is circularly moving in the fourth direction), a force that pushes the engaging member in the second direction at the contact portion between the connecting member and the engaging member is generated. appear. The force that pushes the engaging member in the second direction increases as the force acting on the contact portion between the connecting member and the engaging member increases. The force acting on the contact portion between the coupling member and the meshing member increases as the force in the third direction applied to the meshing member (the force that the meshing member tries to rotate in the direction opposite to the coupling member) increases. Therefore, by increasing the force (third direction force) that the occupant tries to rotate the crank forward (the direction in which the vehicle moves forward), the force that pushes the meshing member in the second direction increases. When the force that pushes the meshing member in the second direction becomes larger than the force that the biasing member pushes the meshing member in the first direction, the meshing member moves in the second direction. Thereby, the meshing state of the first meshing tooth of the sprocket and the second meshing tooth of the meshing member is released. That is, the clutch mechanism is disengaged. As described above, in this vehicle, the clutch mechanism can be disengaged by using the force that the passenger tries to rotate the crank, so that it is ensured that the vehicle moves forward against the intention of the assistant. Can be prevented.

  In the vehicle according to the eighth aspect, it is possible to prevent the passenger from operating the first operation unit and / or the second operation unit against the intention of the assistant.

  In the vehicle according to the ninth aspect, the vehicle can be prevented from moving when the vehicle is not used. Thereby, for example, parking on a slope is facilitated.

  In the vehicle according to the tenth aspect, since the braking operation of the braking device is released when the operation of the passenger is detected, it is possible to prevent the vehicle from moving against the intention of the passenger. Further, it is possible to prevent the vehicle from moving when no person is on the vehicle.

  In the vehicle according to the eleventh aspect, it is possible to reliably prevent the vehicle from moving against the intentions of the passenger and the assistant.

  In the vehicle according to the twelfth aspect, a rotation detection sensor or a torque sensor can be used as the first detection unit. In this case, it is possible to reliably detect the movement of the passenger with a simple configuration.

  In the vehicle according to the thirteenth aspect, since the second driving wheel is driven by the electric motor based on the operation of the passenger, the burden on the passenger for moving the vehicle can be reduced.

  In the vehicle according to the fourteenth aspect, the vehicle speed can be kept below the threshold value, so that the passenger can comfortably drive the vehicle.

  In the vehicle according to the fifteenth aspect, since the second driving wheel is driven by the electric motor, it is possible to reduce the burden on the passenger for moving the vehicle.

  In the vehicle according to claim 16, the front wheel and at least one of the pair of rear wheels are simultaneously driven by the rotational force of the crank generated when the driver steps on the pedal and the driving force generated by the electric motor. can do. As a result, the running performance of the vehicle is improved, and for example, it is easy to get over obstacles (such as unevenness on the ground, falling objects, or a step between the roadway and the sidewalk).

  In the vehicle according to the seventeenth aspect, by operating the common operation member, the clutch mechanism can be disconnected and the braking operation can be released at the same time, so that the burden on the assistant can be further reduced.

  In the vehicle according to the eighteenth aspect, since the clutch mechanism can be selectively disconnected and the braking operation can be released, convenience is improved. Further, since the first operation member and the second operation member can be provided at different positions on the vehicle, the degree of freedom in design is improved.

  In the vehicle according to the nineteenth aspect, since the first operation member and the second operation member are provided close to each other, the assistant can easily operate the first operation member and the second operation member simultaneously. it can. Thereby, the burden on the assistant can be further reduced.

  The vehicle according to claim 20 includes a braking device that brakes at least one of the front wheels and the pair of rear wheels, so that the vehicle can be easily stopped and stopped. Further, at least one of the front wheels and the pair of rear wheels is set as the first drive wheel, and the rotational force of the crank is transmitted to the first drive wheel via the transmission mechanism. Therefore, the passenger can move the vehicle by depressing the pedal and rotating the crank. Here, the transmission mechanism includes a clutch mechanism that can be connected and disconnected, and the clutch mechanism is disconnected based on a rotational force applied from the crank to the transmission mechanism. Therefore, for example, even if the passenger tries to rotate the crank while the assistant is pushing and pulling the vehicle, the force applied from the crank to the transmission mechanism is increased to disconnect the clutch mechanism. As a result, the vehicle can be prevented from moving against the intention of the assistant, so that the burden on the assistant can be sufficiently reduced.

  In the vehicle according to claim 21, when the first meshing tooth of the sprocket and the second meshing tooth of the meshing member are meshed with each other, the rotational force of the crank causes the transmission member, the sprocket, the meshing member, and the rotating shaft to Via the first drive wheel. On the other hand, when the first meshing tooth of the sprocket and the second meshing tooth of the meshing member are not meshed with each other, the transmission of rotational force from the crank to the first drive wheel is transmitted between the first meshing tooth and the second meshing tooth. It is interrupted by. Thus, in this vehicle, the clutch mechanism is in a connected state when the first meshing tooth and the second meshing tooth are meshed, and the clutch mechanism is disconnected when the first meshing tooth and the second meshing tooth are not meshed. It becomes a state. Here, in this vehicle, since the engagement member is urged by the urging member in the first direction toward the sprocket, the clutch mechanism can be brought into the connected state without requiring an operation by the passenger (first engagement). Teeth and second meshing teeth can be engaged with each other). In this case, the occupant can move the vehicle simply by depressing the pedal and rotating the crank, so that the operability of the vehicle is improved. In this vehicle, the moving mechanism moves the engagement member in the second direction (direction away from the sprocket) based on the force applied from the sprocket to the engagement member. For this reason, for example, even when an occupant tries to rotate the crank while the assistant is pushing and pulling the vehicle, the engagement member moves in the second direction due to an increase in force applied from the sprocket to the engagement member. Thereby, a clutch mechanism is cut | disconnected and it can prevent that a vehicle moves against the intention of a helper. As a result, the burden on the assistant can be sufficiently reduced.

  In the vehicle according to the twenty-second aspect, the moving mechanism moves the meshing member in the second direction based on the force in the third direction given from the sprocket to the meshing member. For this reason, for example, even when an occupant tries to rotate the crank forward (in the direction in which the vehicle moves forward) when the assistant pushes and pulls the vehicle, the force in the third direction applied from the sprocket to the meshing member is large. As a result, the meshing member moves in the second direction. Thereby, a clutch mechanism is cut | disconnected and it can prevent that a vehicle advances contrary to the intention of a helper. As a result, the burden on the assistant can be sufficiently reduced.

  In the vehicle according to claim 23, the first cylindrical portion and the second cylindrical portion of the meshing member are connected by the connecting member. Therefore, when the assistant is moving the vehicle backward, the rotational force of the first driving wheel is transmitted to the second cylindrical portion via the rotating shaft, the first cylindrical portion, and the connecting member. When the vehicle is moving backward, the first driving wheel, the rotating shaft, the first cylindrical portion, and the second cylindrical portion (meshing member) are opposite to the third direction (hereinafter referred to as the fourth direction). Rotate). Further, the connecting member moves circularly in the fourth direction around the rotation axis. Here, in this vehicle, the second end portion of the connecting member is locked to the second cylindrical portion in the through hole of the second cylindrical portion, and the through hole is inclined to the third direction side while the second meshing tooth. It extends toward the second direction side from the side. Therefore, when the assistant is moving the vehicle backward (when the connecting member is circularly moving in the fourth direction), a force that pushes the engaging member in the second direction at the contact portion between the connecting member and the engaging member is generated. appear. The force that pushes the engaging member in the second direction increases as the force acting on the contact portion between the connecting member and the engaging member increases. The force acting on the contact portion between the coupling member and the meshing member increases as the force in the third direction applied to the meshing member (the force that the meshing member tries to rotate in the direction opposite to the coupling member) increases. Therefore, by increasing the force (third direction force) that the occupant tries to rotate the crank forward (the direction in which the vehicle moves forward), the force that pushes the meshing member in the second direction increases. When the force that pushes the meshing member in the second direction becomes larger than the force that the biasing member pushes the meshing member in the first direction, the meshing member moves in the second direction. Thereby, the meshing state of the first meshing tooth of the sprocket and the second meshing tooth of the meshing member is released. That is, the clutch mechanism is disengaged. As described above, in this vehicle, the clutch mechanism can be disengaged by using the force that the passenger tries to rotate the crank, so that it is ensured that the vehicle moves forward against the intention of the assistant. Can be prevented.

  In the vehicle according to the twenty-fourth aspect, the vehicle can be prevented from moving when the vehicle is not used. In addition, parking on slopes and the like is facilitated.

  In the vehicle according to claim 25, since the second driving wheel is driven by the electric motor, it is possible to reduce the burden on the passenger for moving the vehicle.

  According to this invention, the vehicle which can prevent moving contrary to the intention of the assistant is obtained.

It is a left view which shows the vehicle of one Embodiment of this invention. It is a right view which shows the vehicle of one Embodiment of this invention. It is a top view which shows the positional relationship of a flame | frame, a pair of front wheel, and a pair of rear wheel. It is a rear view which shows the arrangement | positioning aspect of the pipe in the rear end of a flame | frame. It is a front view which shows a front wheel holding unit. It is a left view of the supporting member of FIG. It is an external appearance perspective view which shows a clutch unit and a sprocket. It is a perspective view which shows the internal structure of a clutch unit. It is a disassembled perspective view which shows a clutch unit and a sprocket. It is a disassembled perspective view which shows a clutch unit and a sprocket. It is a cross-sectional view solution figure which shows a clutch unit and a sprocket. It is an expanded view which shows a meshing member. It is a figure which shows the relationship between a meshing member and a sprocket. It is a block diagram which shows the outline of the control system of a vehicle. It is a flowchart which shows an example of the control operation performed by the control unit. It is a figure which shows the other example of a switch unit.

Embodiments of the present invention will be described below with reference to the drawings.
FIG. 1 is a left side view showing a vehicle 10 according to an embodiment of the present invention. FIG. 2 is a right side view showing the vehicle 10. FIG. 3 is a plan view showing the positional relationship between the frame 12, the pair of front wheels 14a and 14b, and the pair of rear wheels 16a and 16b.

  In the embodiment of the present invention, left and right, front and rear, and top and bottom mean left and right, front and back, and top and bottom, based on a state in which a passenger sits on a vehicle seat toward the handle.

  As shown in FIGS. 1 to 3, the vehicle 10 includes a frame 12 extending in the front-rear direction, a pair of front wheels 14 a and 14 b arranged in the left-right direction at the front end of the frame 12, and a left-right direction at the rear end of the frame 12. A pair of rear wheels 16a and 16b arranged side by side.

  The frame 12 includes a head pipe 18, a main frame 20, and a seat pipe 22. The head pipe 18 extends linearly from top to bottom so as to be inclined slightly forward. The main frame 20 includes a first straight portion 20a (see FIGS. 1 and 2) extending obliquely downward from the lower end of the head pipe 18 to the rear, a second straight portion 20b extending obliquely upward from the first straight portion 20a, And a bent portion 20c that is bent from the second straight portion 20b and extends upward. The first straight part 20a is set shorter than the second straight part 20b. The seat pipe 22 is connected to the upper end portion of the bent portion 20c and extends linearly from the bottom to the top so as to be inclined slightly rearward.

  As shown in FIG. 3, the frame 12 includes a pair of holding pipes 24 a and 24 b for holding the rear wheels 16 a and 16 b rotatably, and a connecting pipe 26 a for connecting the holding pipes 24 a and 24 b to the main frame 20. , 26b and a bifurcated pipe 28.

  FIG. 4 is a rear view showing the pipe arrangement at the rear end of the frame 12. Referring also to FIG. 4, the holding pipes 24 a and 24 b are arranged in the left-right direction behind the main frame 20 and extend linearly in the left-right direction. The connecting pipe 26a extends from the bent portion 20c (see FIG. 3) rearward and obliquely downward to the left, and is connected to the holding pipe 24a. The connecting pipe 26b extends linearly downward and diagonally to the rear from the bent portion 20c and is connected to the holding pipe 24b. The connecting pipes 26a and 26b are connected to each other by a reinforcing pipe 30 extending in the left-right direction.

  As shown in FIGS. 1 to 3, the bifurcated pipe 28 extends in a straight line from the rear end portion of the main frame 20 obliquely downward to the rear, and from the rear end portion of the straight portion 28 a to the rear in a straight line to the left. It includes a first connecting portion 28b (see FIG. 3) and a second connecting portion 28c (see FIG. 3) that extends diagonally rightward from the rear end of the straight portion 28a to the rear, and has a substantially Y shape in plan view. . Referring to FIG. 3, the first connecting portion 28b is connected to the holding pipe 24a, and the second connecting portion 28c is connected to the holding pipe 24b.

  As shown in FIG. 2, a steering shaft 32 (shown by a broken line) for changing the vehicle body direction is rotatably inserted into the head pipe 18 of the frame 12 as described above. A front wheel holding unit 34 is connected to the lower end portion of the steering shaft 32 to hold the pair of front wheels 14a and 14b in a swingable manner.

  FIG. 5 is a front view showing the front wheel holding unit 34. Referring to FIGS. 2, 3, and 5, front wheel holding unit 34 is connected to connecting member 36 connected to steering shaft 32 (see FIG. 2), casing 38 attached to connecting member 36, and casing 38. A pair of electric motors 40a and 40b (see FIGS. 3 and 5) to be attached is included.

  As shown in FIG. 2, the connecting member 36 is bent from the upper plate 36a orthogonal to the steering shaft 32, the front plate 36b that bends from the front end of the upper plate 36a and extends obliquely downward to the front, and the rear end of the upper plate 36a. And includes a rear plate 36c extending obliquely downward to the front, and has a substantially C-shape in side view.

  The casing 38 is formed in a substantially rectangular parallelepiped shape, and is disposed between the front plate 36 b and the rear plate 36 c of the connecting member 36. A swing shaft 42 is fitted through the connecting member 36 and the housing 38. The swing shaft 42 extends from the front to the rear so as to incline downward, and the connecting member 36 is in order of the front plate 36b of the connecting member 36, the front surface of the housing 38, the rear surface of the housing 38, and the rear plate 36c of the connecting member 36. And the housing 38 is inserted.

  Referring to FIG. 5, the swing shaft 42 is fixed to the connecting member 36 and supports the housing 38 so as to be swingable in the direction of arrow A (the circumferential direction of the swing shaft 42). The electric motor 40 a is attached to the housing 38 so as to protrude from the left side surface of the housing 38, and the electric motor 40 b is attached to the housing 38 so as to protrude from the right side surface of the housing 38.

  The front wheels 14 a and 14 b are arranged side by side in the left-right direction so as to sandwich the front wheel holding unit 34. Rotating shafts 41a and 41b of electric motors 40a and 40b disposed between the front wheels 14a and 14b are connected to the front wheels 14a and 14b via a speed reducer (not shown). As described above, the front wheels 14 a and 14 b held by the front wheel holding unit 34 swing up and down around the swing shaft 42 as the casing 38 swings in the direction of arrow A. Further, the rotary shafts 41a and 41b are provided with encoders 43a and 43b for detecting the rotational speed. Further, the casing 38 is provided with a brake (not shown) for restricting the rotation of the front wheels 14a and 14b.

  Returning to FIG. 1 and FIG. 2, a stem 44 is attached to the upper end portion of the steering shaft 32 by using a lifting bolt or the like (not shown), and a handle 46 is attached to the stem 44.

  As shown in FIG. 3, the handle 46 extends from the stem 44 to the left and right and then obliquely rearward, and has a substantially U shape in plan view. By turning the handle 46 to the left and right, the front wheel holding unit 34 and thus the front wheels 14a and 14b turn to the left and right. As a result, the vehicle body direction can be changed.

  Such a handle 46 is provided with a brake lever (not shown) for operating a brake attached to the front wheel holding unit 34. Further, a power switch 47 for turning on / off the power of the vehicle 10 is attached in the vicinity of the left grip portion of the handle 46.

  As shown in FIGS. 3 and 4, an axle 48a connected to the rear wheel 16a is rotatably inserted in the holding pipe 24a, and an axle 48b connected to the rear wheel 16b is rotatable in the holding pipe 24b. Is inserted. That is, the rear wheels 16a and 16b are rotatably held by the holding pipes 24a and 24b.

  A clutch unit 50 is provided at the left end portion of the axle 48 b, and a hollow substantially disc-shaped sprocket 52 is provided at the right end portion of the clutch unit 50. The clutch unit 50 and the sprocket 52 are arranged coaxially with the axle 48b. The sprocket 52 is connected to the axle 48 b via the clutch unit 50. Details of the clutch unit 50 and the sprocket 52 will be described later.

  An electromagnetic brake unit 54a through which the axle 48a is inserted is provided at the left end of the holding pipe 24a. An electromagnetic brake unit 54b through which the axle 48b is inserted is provided at the right end of the holding pipe 24b. The electromagnetic brake units 54a and 54b brake the rotation of the axles 48a and 48b and the rotation of the rear wheels 16a and 16b. Electric power is supplied to the electromagnetic brake units 54a and 54b from a secondary battery 90 described later. The braking force of the electromagnetic brake units 54a and 54b is adjusted by the control unit 104 described later. In the vehicle 10, when the electric power is not supplied to the electromagnetic brake units 54a and 54b, the braking operation by the electromagnetic brake units 54a and 54b is maintained. The power supply to the electromagnetic brake units 54a and 54b is started when the power switch 47 is turned on and stopped when the power switch 47 is turned off. Therefore, when the power switch 47 is turned off, the braking operation of the electromagnetic brake units 54a and 54b is maintained.

  As shown in FIGS. 1 and 2, a seat unit 56 is attached to the seat pipe 22. The seat unit 56 includes a seat post 58 inserted into the seat pipe 22, a seat 60 provided at the upper end portion of the seat post 58, a backrest 62 provided above the rear end portion of the seat 60, and left and right so as to sandwich the backrest 62. It includes a pair of handrails 64a and 64b provided side by side in the direction. The seat unit 56 is provided above a crank 70 described later between the pair of front wheels 14a and 14b and the pair of rear wheels 16a and 16b.

  As shown in FIGS. 1 to 3, a rotation mechanism 66 is provided on the main frame 20. The rotating mechanism 66 includes a bearing member 68 having a substantially triangular shape in side view provided on a connecting portion between the first linear portion 20a and the second linear portion 20b, a crank 70 rotatably supported by the bearing member 68, and the crank 70. A pair of pedals 72a and 72b provided at both ends of the. The crank 70 includes a rotating shaft 70a that fits the bearing member 68 in the left-right direction, and a pair of crank arms 70b and 70c provided at the left end and the right end of the rotating shaft 70a.

  The rotating shaft 70a is supported by the bearing member 68 so as to be rotatable in the directions of arrows B1 and B2 (see FIG. 2). The crank arm 70b is provided at the left end of the rotation shaft 70a so as to be substantially orthogonal to the rotation shaft 70a. The crank arm 70c is provided at the right end of the rotary shaft 70a so as to extend in a direction substantially orthogonal to the rotary shaft 70a and in the opposite direction to the crank arm 70b. The pedal 72a is rotatably provided at the distal end portion of the crank arm 70b via a support shaft. The pedal 72b is rotatably provided at the distal end portion of the crank arm 70c via a support shaft.

  As shown in FIG. 3, the rotary shaft 70a is provided with a sprocket unit 74 between the bearing member 68 and the crank arm 70c. The sprocket unit 74 includes a one-way clutch 74a through which the rotary shaft 70a is fitted, and a sprocket 74b provided on the right side surface of the one-way clutch 74a. The sprocket 74b is provided on the right side surface of the one-way clutch 74a without being directly connected to the rotating shaft 70a that passes through the sprocket 74b.

  The one-way clutch 74a transmits the rotational force to the rotating shaft 70a when the sprocket 74b is rotated in the arrow B2 direction (see FIG. 2), and the rotational force when the sprocket 74b is rotated in the arrow B1 direction (see FIG. 2). Is not transmitted to the rotating shaft 70a. The one-way clutch 74a transmits the rotational force to the sprocket 74b when the rotary shaft 70a is rotated in the direction of the arrow B1, and does not transmit the rotational force to the sprocket 74b when the rotary shaft 70a is rotated in the direction of the arrow B2. Configured. Since such a one-way clutch 74a is generally widely used, a detailed description of the one-way clutch 74a is omitted.

  The sprocket 74 b is connected to a sprocket 78 provided obliquely below the sprocket 74 b through an endless chain 76.

  As shown in FIG. 3, the sprocket 78 is attached to a rotating shaft 80 extending rightward from the main frame 20. Further, on the rotary shaft 80, a sprocket 82 larger than the sprocket 78 (having a larger number of teeth) is attached between the main frame 20 and the sprocket 78.

  As shown in FIG. 2, the sprocket 82 is connected to the sprocket 52 via an endless chain 84. The tension of the chain 84 is adjusted by a chain tensioner 86 provided on the reinforcing pipe 30 (see FIG. 3).

  In the vehicle 10, when the passenger rotates the crank arms 70b and 70c in the direction of arrow B1 (see FIG. 2) via the pedals 72a and 72b, the rotating shaft 70a and the sprocket 74b rotate in the direction of arrow B1. The force that causes the sprocket 74b to rotate in the direction of arrow B1 is transmitted to the sprocket 78 via the chain 76, causing the sprockets 78 and 82 and the rotary shaft 80 to rotate in the direction of arrow B1. The force that causes the sprocket 82 to rotate in the direction of arrow B1 is transmitted to the sprocket 52 via the chain 84, causing the sprocket 52 to rotate in the direction of arrow B1. The force that causes the sprocket 52 to rotate in the direction of the arrow B1 is transmitted to the axle 48b via the clutch unit 50. As a result, the rear wheel 16b rotates in the direction of the arrow B1, and the vehicle 10 moves forward. Details of the transmission path of the rotational force in the clutch unit 50 will be described later.

  In addition, even if the rotating shaft 70a is rotated in the direction of the arrow B2 by rotating the crank arms 70b and 70c in the direction of the arrow B2 (see FIG. 2) via the pedals 72a and 72b, the sprocket 74b does not rotate. The chains 76 and 84 do not move. This is because the one-way clutch 74 a is used for the sprocket unit 74. Thus, when the rotating shaft 70a is rotated in the direction of the arrow B2, troubles such as detachment of the chains 76 and 84 can be avoided by not moving the chains 76 and 84.

  1 and 3, a cover 85 is provided on the left side of the rotation shaft 70a. Referring to FIG. 1, the cover 85 is provided with rotation detection sensors 85a and 85b for detecting the rotation of the crank 70 (crank arm 70b). Referring to FIG. 3, a torque sensor 85c for detecting torque applied to crank 70 (rotating shaft 70a) is provided around rotating shaft 70a.

  As shown in FIGS. 1 to 3, the head pipe 18 is connected to a subframe 87a that extends obliquely left and then extends obliquely downward to the rear, and a subframe 87b that extends obliquely to the right and extends obliquely downward to the rear. Is done. The rear ends of the sub frames 87a and 87b are connected to a protrusion 68a provided on the bearing member 68 so as to extend obliquely upward to the front.

  In the main frame 20, a secondary battery case 88 having an upper surface opening is provided in front of the rotation mechanism 66 and below the pair of sub frames 87 a and 87 b. As shown in FIGS. 1 and 2, a secondary battery 90 is arranged in the secondary battery case 88 so as to extend upward from between the subframes 87 a and 87 b. The secondary battery 90 is a nickel (Ni) -cadmium (Cd) battery or the like, and the electric power stored in the secondary battery 90 is used for driving the electric motors 40a and 40b and the electromagnetic brake units 54a and 54b.

  A front car 92 is provided above the front wheel holding unit 34. The front car 92 is attached to an attachment member 94 extending obliquely upward from the upper end portion of the steering shaft 32 and an attachment member 96 extending upward from the upper plate 36a of the coupling member 36.

  As shown in FIGS. 2 and 4, a rear car 98 is provided above the holding pipes 24a and 24b. The rear car 98 is attached to a substantially C-shaped attachment plate 100 (see FIG. 2) in a side view fixed to the seat pipe 22 (see FIG. 2) and the reinforcing pipe 30 (see FIG. 4). The rear car 98 is also supported by stays 102a and 102b (see FIG. 4) provided on the holding pipes 24a and 24b.

  As shown in FIG. 2, the control unit 104 is attached to the front surface of the rear car 98 via the attachment plate 100. The control unit 104 includes a CUP (not shown), a memory (not shown), and the like. The memory stores a program for controlling the operation of the vehicle 10, calculation data, and the like. The control operation of the control unit 104 will be described later.

  A switch unit 106 for manually operating the clutch unit 50 and the electromagnetic brake units 54a and 54b is attached to the lower surface of the rear car 98. 2 and 4, the switch unit 106 includes a main body 107 fixed to the lower surface of the rear car 98, and a first operating member 108 supported by the main body 107 so as to be swingable (see FIG. 4). And a second operating member 110.

  Referring to FIG. 4, a connecting unit 112 is provided so as to connect clutch unit 50 and switch unit 106. The connection unit 112 includes a first inner wire 114, a first outer wire 116, a branch unit 118, a pair of second inner wires 120, a pair of second outer wires 122, a pair of wire adjusters 124, and a support member 126.

  6 is a view of the support member 126 of FIG. 4 as viewed from the left side. As shown in FIG. 6, the support member 126 includes a cylindrical portion 126a and a pair of flange portions 126b protruding in the radial direction from the cylindrical portion 126a. Each flange portion 126b has a through hole 126c for attaching the wire adjuster 124 (see FIG. 4). Referring to FIG. 4, support member 126 is fixed to right end portion 24c of holding pipe 24a by, for example, a bolt (not shown).

  The first inner wire 114 is inserted into the first outer wire 116. One end of the first inner wire 114 is connected to the first operating member 108 in the main body 107 of the switch unit 106. The other end of the first inner wire 114 is connected to one end of the pair of second inner wires 120 in the branch unit 118. One end of the first outer wire 116 is connected to the main body 107 of the switch unit 106, and the other end is connected to the branch unit 118. The branch unit 118 is fixed to the stay 102a using, for example, a band (not shown).

  The second inner wire 120 is inserted into the second outer wire 122. One end of the second outer wire 122 is connected to the branch unit 118, and the other end is connected to the wire adjuster 124. The wire adjuster 124 has a hollow substantially cylindrical shape. The other end of the second inner wire 120 is inserted into the wire adjuster 124 and then fixed to a case member 150 (described later) of the clutch unit 50 by a fixing member 128 made of, for example, a wire fixing bolt. The wire adjuster 124 is fixed to the flange portion 126b (see FIG. 6) of the support member 126 by a fixing member such as a nut, for example. As a result, the pair of second inner wires 120 are supported by the support member 126 via the wire adjusters 124. The tension of the second inner wire 120 can be adjusted by the wire adjuster 124.

  In the vehicle 10, for example, when an assistant operates the first operation member 108, the first inner wire 114 and the pair of second inner wires 120 are pulled by the first operation member 108. As a result, a case member 150 (described later) of the clutch unit 50 is pulled leftward, and transmission of rotational force from the sprocket 52 to the clutch unit 50 is interrupted. As a result, transmission of rotational force from the sprocket 52 to the axle 48b is interrupted. Details of the clutch unit 50 will be described later.

  Referring to FIG. 4, details are not shown in order to avoid complication of the drawing, but a connecting unit 113 having a plurality of wires is connected so as to connect the electromagnetic brake units 54 a and 54 b and the switch unit 106. Provided. The connection unit 113 has the same configuration as the connection unit 112, for example, and connects the second operating member 110 and the electromagnetic brake units 54a and 54b via the first inner wire and the pair of second inner wires. When the connection unit 113 has the same configuration as the connection unit 112, one of the pair of second inner wires is connected to the electromagnetic brake unit 54a, and the other is connected to the electromagnetic brake unit 54b. In the vehicle 10, for example, when an assistant or the like operates the second operation member 110, the first inner wire and the pair of second inner wires are pulled. Thereby, the braking operation of the electromagnetic brake units 54a and 54b is released. Therefore, an assistant or the like can release the braking operation of the electromagnetic brake units 54 a and 54 b by operating the second operation member 110 and can easily move the vehicle 10. When electric power is not supplied to the electromagnetic brake units 54a and 54b, the braking operation of the electromagnetic brake units 54a and 54b is maintained unless the second operation member 110 is operated by an assistant or the like. That is, when electric power is not supplied to the electromagnetic brake units 54a and 54b, the braking operation of the electromagnetic brake units 54a and 54b is released only when the second operation member 110 is operated.

  Hereinafter, the clutch unit 50 and the sprocket 52 will be described in detail. FIG. 7 is an external perspective view showing the clutch unit 50 and the sprocket 52, and FIG. 8 is a perspective view showing the internal structure of the clutch unit 50. 9 and 10 are exploded perspective views showing the clutch unit 50 and the sprocket 52, and FIG. 11 is a cross-sectional view showing the clutch unit 50 and the sprocket 52. 7-11 is the figure which looked at the clutch unit 50 and the sprocket 52 from back.

  7 to 11, clutch unit 50 is provided at the left end portion of axle 48b. 9 to 11, the clutch unit 50 includes a cylindrical rotating member 130, a substantially cylindrical engaging member 132, a plurality of columnar (two in this embodiment) connecting members 134, and an annular washer. 136, an annular radial bearing 138, a retaining ring 140, an annular washer 142, a plurality (six in this embodiment) of springs 144, a spring base 146, a substantially cylindrical case member 148, and a hat-shaped case member 150. Including. The rotating member 130, the meshing member 132, the washers 136 and 142, the radial bearing 138, the retaining ring 140, the spring base 146, and the case members 148 and 150 are provided coaxially with the axle 48b.

  9 and 11, the sprocket 52 includes a cylindrical boss portion 52a, a hollow substantially disk-shaped gear portion 52b extending radially outward from the outer peripheral surface of the boss portion 52a, and one end of the boss portion 52a (this In the embodiment, it includes an annular portion 52c provided at the left end) and extending inward from the boss portion 52a, and a plurality of meshing teeth 52d protruding leftward from the annular portion 52c. The plurality of meshing teeth 52d are annularly arranged at equal intervals. The chain 84 (FIG. 1) is connected to the gear portion 52b. Referring to FIGS. 10 and 11, an annular groove 52e is provided at the other end portion (right end portion in this embodiment) of the inner peripheral surface of boss portion 52a.

  Referring to FIGS. 10 and 11, rotating member 130 includes a cylindrical portion 130a and an annular flange portion 130b provided at one end portion (right end portion in this embodiment) of cylindrical portion 130a and projecting radially outward. . The cylindrical portion 130a has a plurality of (two in this embodiment) through-holes 130c penetrating in the radial direction. In this embodiment, a pair of through holes 130c are provided so as to face each other. The rotating member 130 is fitted to the outside of the axle 48b so as to rotate integrally with the axle 48b. Specifically, for example, the inner peripheral surface of the cylindrical portion 130a and the outer peripheral surface of the axle 48b are connected by a serration structure.

  Referring to FIG. 11, a radial bearing 151 for rotatably supporting the axle 48b is provided at the left end 24d of the holding pipe 24b. The radial bearing 151 is held by the holding pipe 24b in a state where movement to the right is restricted. The rotating member 130 is fitted to the axle 48b so that the right end thereof is in contact with the left end of the radial bearing 151. The movement of the rotating member 130 in the right direction is restricted by the radial bearing 151.

  With reference to FIGS. 9 to 11, an annular radial bearing 152 is fitted on the outer side of the cylindrical portion 130 a of the rotating member 130. Specifically, referring to FIG. 11, radial bearing 152 is provided on the left side of flange portion 130b at the right end of cylindrical portion 130a. The inner diameter of the radial bearing 152 is smaller than the outer diameter of the flange portion 130b. Therefore, the rightward movement of the radial bearing 152 is restricted by the flange portion 130b. In FIGS. 9 and 10, the radial bearing 152 is shown on the right side of the flange portion 130b in order to avoid making the drawings complicated.

  Referring to FIG. 11, annular groove 130d is provided on the left side of radial bearing 152 on the outer peripheral surface of cylindrical portion 130a. A retaining ring 154 is fitted into the groove 130d. The outer diameter of the retaining ring 154 is larger than the inner diameter of the radial bearing 152. Accordingly, the leftward movement of the radial bearing 152 is restricted by the retaining ring 154. That is, the radial bearing 152 is provided at the right end of the cylindrical portion 130a in a state where movement in the left-right direction is restricted by the flange portion 130b and the retaining ring 154. In addition, in order to avoid that drawing becomes complicated, the retaining ring 154 is not illustrated in FIGS.

  Referring to FIG. 11, sprocket 52 is supported by radial bearing 152. The inner diameter of the annular portion 52 c of the sprocket 52 is smaller than the outer diameter of the radial bearing 152. Thereby, the movement of the sprocket 52 in the right direction is restricted by the radial bearing 152. A retaining ring 156 is fitted in the groove 52 e of the sprocket 52 on the right side of the radial bearing 152. The inner diameter of the retaining ring 156 is smaller than the outer diameter of the radial bearing 152. As a result, the leftward movement of the sprocket 52 is restricted by the retaining ring 156. That is, the sprocket 52 is supported by the radial bearing 152 in a state where movement in the left-right direction is restricted. In addition, in order to avoid that drawing becomes complicated, the retaining ring 156 is not illustrated in FIGS.

  With reference to FIGS. 9 to 11, the meshing member 132 is fitted to the outside of the cylindrical portion 130 a so as to be slidable in the left-right direction (the axial direction of the rotating member 130). FIG. 12 is a development view showing the meshing member 132. Referring to FIGS. 9 to 12, the engagement member 132 includes an annular portion 132a, a plurality of engagement teeth 132b protruding rightward from the annular portion 132a, and a plurality of protrusions protruding rightward from inner edges of the engagement teeth 132b. A protrusion 132c (see FIGS. 10 to 12) and a cylindrical portion 132d extending leftward from the annular portion 132a are included. Referring to FIG. 8, the plurality of meshing teeth 132 b are annularly arranged at equal intervals, and are provided so as to be capable of meshing with the plurality of meshing teeth 52 d of sprocket 52.

  9 to 12, the cylindrical portion 132d has a plurality of (two in this embodiment) through-holes 132e penetrating in the radial direction. On the outer peripheral surface of the cylindrical portion 132d, an annular groove 132f is formed on the left side of the through hole 132e. Referring to FIG. 12, through hole 132e extends from the right side (meshing tooth 132b side) toward the left side while inclining in the direction of arrow B1. The arrow B1 direction is the direction in which the sprocket 52 (see FIG. 9) rotates when the passenger rotates the crank 70 (see FIG. 2) to move the vehicle 10 forward.

  With reference to FIGS. 8 to 11, the connecting member 134 is fitted into the through hole 130 c (see FIGS. 9 to 11) so as to protrude in the radial direction from the cylindrical portion 130 a of the rotating member 130. The first end portion 134a (see FIG. 10) of the connecting member 134 is fixed to the rotating member 130, and the second end portion 134b (see FIG. 10) of the connecting member 134 is locked to the cylindrical portion 132d in the through hole 132e. The Thereby, the rotating member 130 and the meshing member 132 are connected by the connecting member 134.

  The case member 148 includes a first cylindrical portion 148a provided at the right end portion thereof, a second cylindrical portion 148b provided on the left side of the first cylindrical portion 148a and having an inner diameter larger than that of the first cylindrical portion 148a, and the first cylinder. An annular support portion 148c that connects the left end of the portion 148a and the right end of the second cylindrical portion 148b and extends to the inside of the first cylindrical portion 148a is included. The second cylindrical portion 148b has a flange portion 148d provided at the left end portion thereof and extending radially outward.

  With reference to FIGS. 8 and 11, the annular portion 132a and the meshing teeth 132b of the meshing member 132 are disposed inside the first cylindrical portion 148a and the support portion 148c. Inside the case member 148, the washer 136 and the radial bearing 138 are fitted in the cylindrical part 132d of the meshing member 132 in order. The right end portion of the inner ring 138 a of the radial bearing 138 is supported by a washer 136, and the right end portion of the outer ring 138 b of the radial bearing 138 is supported by a support portion 148 c of the case member 148.

  Referring to FIGS. 10 and 11, the retaining ring 140 is fitted into the groove 132f of the cylindrical portion 132d. The left end portion of the inner ring 138 a of the radial bearing 138 is supported by a retaining ring 140. A washer 142 is fitted to the cylindrical portion 132d on the left side of the retaining ring 140. The inner diameter of the washer 142 is smaller than the outer diameter of the retaining ring 140. Thereby, the movement of the washer 142 in the right direction is restricted by the retaining ring 140.

  Referring to FIGS. 8 to 11, the spring base 146 includes a hollow disk-shaped support member 146 a and a plurality of substantially cylindrical (six in this embodiment) guide members provided so as to penetrate the support member 146 a. 146b. The plurality of guide members 146b are annularly arranged at equal intervals. Referring to FIG. 11, guide member 146b has an annular flange portion 146c projecting in the radial direction at a substantially central portion thereof. A nut 158 is attached to the left end portion of the guide member 146b so that the flange portion 146c is locked to the right side surface of the support member 146a. Thereby, the guide member 146b is fixed to the support member 146a. In FIGS. 8 to 10, the nut 158 is not shown in order to avoid making the drawings complicated.

  Referring to FIGS. 8 and 11, the plurality of springs 144 are fitted into the plurality of guide members 146b, respectively. The right end portion of each spring 144 is supported by the washer 142, and the left end portion is supported by the flange portion 146c of the guide member 146b. The plurality of springs 144 urge the washer 142, the retaining ring 140, the radial bearing 138, the washer 136, and the meshing member 132 in the right direction. The distance between the right end of the guide member 146b and the washer 142 is set to be longer than, for example, the length in the left-right direction of the meshing tooth 52d and the length in the left-right direction of the meshing tooth 132b.

  The tip end portion of the axle 48b is inserted into the through hole 146d (see FIGS. 9 to 11) in the center of the support member 146a. A nut 160 is attached to the tip of the axle 48b. The support member 146 a of the spring base 146 is pressed against the left end surface of the cylindrical portion 130 a of the rotating member 130 by the nut 160. Thereby, the movement to the left-right direction of the rotation member 130 is controlled by the support member 146a and the radial bearing 151 (refer FIG. 11). That is, the rotating member 130 is fixed to the axle 48b.

  9 to 11, case member 150 includes a cylindrical portion 150a and a columnar portion 150b that extends leftward from cylindrical portion 150a and has an outer diameter smaller than that of cylindrical portion 150a. The cylindrical portion 150a has a flange portion 150c at the right end thereof. Referring to FIG. 11, the second inner wire 120 of the connecting unit 112 (see FIG. 4) is connected to the cylindrical portion 150 b via the fixing member 128 described above. The case member 150 is attached to the case member 148 so as to cover the left side of the spring base 146. Specifically, the flange portion 150 c and the flange portion 148 d are fixed by a plurality of bolts 162. 7 to 10, the fixing member 128 and the bolt 162 are not shown in order to prevent the drawings from becoming complicated.

  Next, details of the transmission path of the rotational force from the sprocket 52 to the axle 48b in the clutch unit 50 will be described. Referring to FIG. 2, as described above, the passenger rotates the crank 70 in the arrow B1 direction, whereby the sprocket 52 rotates in the arrow B1 direction. Referring to FIGS. 8 and 11, the rotational force of sprocket 52 in the direction of arrow B1 (see FIG. 2) is transmitted to meshing teeth 132b of meshing member 132 via meshing teeth 52d, and meshing member 132 is moved to arrow B1. Rotate in the direction.

  The rotational force of the meshing member 132 in the arrow B1 direction (see FIG. 2) is transmitted to the cylindrical portion 130a via the connecting member 134, and the rotating member 130 rotates in the arrow B1 direction. As described above, since the rotating member 130 and the axle 48b rotate integrally, the axle 48b and the rear wheel 16b (see FIG. 2) are rotated in the direction indicated by the arrow B1 (see FIG. 2). 2). As a result, the vehicle 10 moves forward. Since the radial bearing 138 is provided between the meshing member 132 and the case member 148, the rotational force of the meshing member 132 is not transmitted to the case member 148. Therefore, the case members 148 and 150 do not rotate.

  Here, in the clutch unit 50, when a large force in the direction of the arrow B1 (see FIG. 2) is applied from the sprocket 52 to the engagement member 132, the engagement state between the engagement teeth 52d and the engagement teeth 132b is released. Thereby, the transmission of the rotational force from the sprocket 52 to the meshing member 132 is interrupted, and the transmission of the rotational force from the crank 70 (see FIG. 2) to the rear wheel 16b (see FIG. 2) is interrupted. Hereinafter, the relationship between the meshing teeth 52d and the meshing teeth 132b will be described by taking as an example a case where a passenger tries to advance the vehicle 10 against the intention of the assistant.

  Referring to FIG. 2, when the assistant is moving the vehicle 10 backward by hand, for example, the rear wheel 16b and the axle 48b rotate in the direction of arrow B2. Referring to FIGS. 8 and 11, rotation member 130 rotates integrally with axle 48 b, so that rotation member 130 rotates in the direction of arrow B <b> 2 when axle 48 b rotates in the direction of arrow B <b> 2 (see FIG. 2). . Since the connecting member 134 is fixed to the rotating member 130, when the rotating member 130 rotates in the arrow B2 direction, the connecting member 134 moves circularly about the axle 48b in the arrow B2 direction.

  Referring to FIG. 12, when connecting member 134 is circularly moved in the direction of arrow B2, connecting member 134 is locked by side surface 132g on the arrow B2 direction side in through hole 132e. The side surface 132g is a side surface constituting the through hole 132e, and extends from the right side (the meshing tooth 132b side) toward the left side while inclining in the arrow B1 direction side. In this case, referring to FIG. 13A, a leftward force F1, that is, a force F1 that pushes the engagement member 132 leftward is generated at the contact portion between the plurality of connecting members 134 and the engagement member 132 (side surface 132g). To do. On the other hand, as described above, the meshing member 132 is pushed rightward by the plurality of springs 144 (see FIG. 11). Accordingly, the force F2 in the right direction, that is, the force F2 that pushes the engagement member 132 in the right direction is applied to the engagement member 132 from the plurality of springs 144.

  Here, when the occupant of the vehicle 10 is not trying to rotate the crank 70 (see FIG. 2), no force in the direction of the arrow B1 is applied to the sprocket 52. Rotate in the direction. In this case, since a large force in the direction of the arrow B1 is not applied from the sprocket 52 to the meshing member 132, a large force does not act between the connecting member 134 and the side surface 132g. Therefore, the force F1 in which the plurality of connecting members 134 push the engagement member 132 in the left direction is smaller than the force F2 in which the plurality of springs 144 (see FIG. 11) push the engagement member 132 in the right direction. As a result, the meshing member 132 is pressed against the sprocket 52, and the meshing teeth 132b and the meshing teeth 52d are maintained in mesh.

  Next, referring to FIG. 13 (b), when the passenger of the vehicle 10 tries to rotate the crank 70 (see FIG. 2) in the direction of the arrow B1 (see FIG. 2) contrary to the intention of the assistant, The sprocket 52 is given a force F3 in the direction of arrow B1, that is, a force for rotating the sprocket 52 in the direction of arrow B1. Since the force F3 is transmitted to the meshing member 132 via the meshing teeth 52d and the meshing teeth 132b, the force acting between the connecting member 134 and the side surface 132g increases. As a result, the leftward force F1 applied from the connecting member 134 to the meshing member 132 is also increased. The force F1 becomes larger than the force F2 by increasing the force with which the passenger of the vehicle 10 tries to rotate the crank 70 in the direction of arrow B1 (see FIG. 2).

  Referring to FIGS. 13B and 13C, the force F1 that the plurality of connecting members 134 push the engagement member 132 leftward is more than the force F2 that the plurality of springs 144 push the engagement member 132 rightward. By increasing the size, the meshing member 132 moves to the left. As a result, the meshing state between the meshing teeth 52d and the meshing teeth 132b is released, the sprocket 52 rotates in the arrow B1 direction, and the meshing member 132 rotates in the arrow B2 direction. As a result, the crank 70 (see FIG. 2) rotates in the direction of arrow B1, and the axle 48b (see FIG. 2) and the rear wheel 16b (see FIG. 2) rotate in the direction of arrow B2. Therefore, the assistant can reverse the vehicle 10 against the movement of the passenger of the vehicle 10. Thereafter, the meshing member 132 is moved again to the sprocket 52 side by the rightward force F2 applied from the plurality of springs 144, and the meshing teeth 132b and the meshing teeth 52d are meshed again.

  Referring to FIG. 11, since sprocket 52 is supported by rotating member 130 via radial bearing 152, sprocket 52 and rotating member 130 are used when meshing tooth 52d and meshing tooth 132b are not meshed with each other. Are rotatable with respect to each other. When the meshing member 132 moves to the left, the washer 136, the radial bearing 138, the retaining ring 140, and the washer 142 move to the left along with the meshing member 132 while compressing the plurality of springs 144.

  Thus, in the vehicle 10, even if the passenger rotates the crank 70 forward (in the direction of the arrow B1 (see FIG. 2)) while the assistant is moving the vehicle 10 backward, the rear wheel 16b is removed from the crank 70. Transmission of rotational force to the clutch unit 50 can be interrupted. Thereby, it is possible to prevent the vehicle 10 from moving forward against the intention of the assistant, so that the burden on the assistant can be reduced.

  Further, in the vehicle 10, the transmission of the rotational force from the crank 70 to the rear wheel 16b can also be interrupted by the assistant operating the first operating member 108. This will be specifically described below.

  Referring to FIG. 11, as described above, the second inner wire 120 is pulled leftward by the assistant operating the first operation member 108 (see FIG. 4). Since the second inner wire 120 is connected to the case member 150 via the fixing member 128, the case member 150 and the case member 148 are pulled leftward when the second inner wire 120 is pulled leftward. Since the right end portion of the outer ring 138b of the radial bearing 138 is supported by the support portion 148c of the case member 148, when the case member 148 is pulled leftward, the radial bearing 138 moves leftward. Since the left end portion of the inner ring 138a of the radial bearing 138 is supported by a retaining ring 140 fixed to the groove 132f of the meshing member 132, the meshing member 132 moves to the left as the radial bearing 138 moves to the left. . Thereby, the meshing state of the meshing teeth 52d and the meshing teeth 132b is released as in the state shown in FIG. As a result, transmission of torque from the crank 70 (see FIG. 2) to the rear wheel 16b (see FIG. 2) is interrupted.

  Thus, in the vehicle 10, when the first operating member 108 (see FIG. 4) is operated, the passenger moves forward the crank 70 (see FIG. 2) (in the direction of arrow B1 (see FIG. 2)). , The rotational force of the crank 70 is not transmitted to the rear wheel 16b (see FIG. 2). Therefore, when the assistant moves the vehicle 10 while operating the first operation member 108, the assistant is not limited even if the passenger rotates the crank 70 forward (in the direction of arrow B <b> 1 (see FIG. 2)). The vehicle 10 is prevented from moving forward against the intention. Thereby, the burden on the assistant can be reduced.

  As described above, the meshing member 132 is pushed toward the sprocket 52 by the plurality of springs 144. Therefore, in the vehicle 10, except for the case described with reference to FIG. 13 (when the engagement member 132 moves to the left when a predetermined force is applied from the sprocket 52 to the engagement member 132), the first operation member 108 is When not being operated, the state in which the meshing teeth 132b and the meshing teeth 52d are meshed is maintained. Therefore, when the first operating member 108 is not operated, the transmission of the rotational force from the crank 70 to the rear wheel 16b is not blocked.

Next, a control system for the vehicle 10 will be described.
FIG. 14 is a block diagram illustrating an outline of a control system of the vehicle 10. Referring to FIG. 14, detection signals from encoders 43a and 43b, rotation detection sensors 85a and 85b, and torque sensor 85c are given to control unit 104. The control unit 104 controls the electric motors 40a and 40b and the electromagnetic brake units 54a and 54b based on the detection signals given from the encoders 43a and 43b, the rotation detection sensors 85a and 85b, and the torque sensor 85c.

  FIG. 15 is a flowchart illustrating an example of a control operation executed by the control unit 104. The control unit 104 starts the following control operation when the power switch 47 (see FIG. 1) is turned on.

  Referring to FIG. 15, control unit 104 first detects whether or not the passenger is performing an operation for causing vehicle 10 to travel (step S1). In step S1, the control unit 104 is applied to, for example, the rotation of the crank 70 (crank arm 70b) detected by the rotation detection sensors 85a and 85b or the crank 70 (rotation shaft 70a) detected by the torque sensor 85c. Based on the torque, the movement of the passenger is detected. When the passenger's movement is not detected, the control unit 104 stands by until the passenger's movement is detected.

  When the operation of the passenger is detected in step S1, the control unit 104 drives the electromagnetic brake units 54a and 54b to release the braking operation (step S3). As a result, the vehicle 10 can move forward and backward.

  Next, the control unit 104 drives the electric motors 40a and 40b (step S5). In step S5, the control unit 104 controls the electric motors 40a and 40b based on, for example, the rotation direction of the crank 70 (crank arm 70b) detected by the rotation detection sensors 85a and 85b. Specifically, for example, when forward rotation of the crank 70 (rotation in the direction of arrow B1 (see FIG. 2)) is detected, the control unit 104 moves the electric motors 40a and 40b so that the vehicle 10 moves forward. Control. On the other hand, when reverse rotation of the crank 70 (rotation in the direction of arrow B2 (see FIG. 2)) is detected, the control unit 104 controls the electric motors 40a and 40b so that the vehicle 10 moves backward. The control unit 104 may control the electric motors 40a and 40b so that the vehicle 10 moves forward or backward at a speed corresponding to the rotational speed of the crank 70 (crank arm 70b), or the vehicle at a preset speed. The electric motors 40a and 40b may be controlled so that 10 moves forward or backward.

  In step S5, the control unit 104 may control the electric motors 40a and 40b based on the direction of torque detected by the torque sensor 85c, for example. In this case, the control unit 104 controls the electric motors 40a and 40b so that the vehicle 10 moves forward and reverses the crank 70, for example, when a torque in a direction to rotate the crank 70 forward is detected. When this torque is detected, the electric motors 40a and 40b may be controlled so that the vehicle 10 moves backward.

  In step S5, the control unit 104 may perform feedback control of the electric motors 40a and 40b based on, for example, the rotation speeds of the rotation shafts 41a and 41b detected by the encoders 43a and 43b. Thereby, the accuracy of speed control of the vehicle 10 can be improved.

  Next, the control unit 104 determines whether or not the traveling speed of the vehicle 10 exceeds a threshold value (step S7). The traveling speed of the vehicle 10 is calculated by the control unit 104 based on the rotational speeds of the rotating shafts 41a and 41b detected by the encoders 43a and 43b, for example. The threshold value of the traveling speed when the vehicle 10 moves forward is set to 6 km / h, for example, and the threshold value of the traveling speed when the vehicle 10 moves backward is set to 2 km / h, for example. The threshold value of the traveling speed of the vehicle 10 is stored in advance in a memory (not shown) of the control unit 104, for example.

  When the traveling speed of the vehicle 10 exceeds the threshold value, the control unit 104 reduces the traveling speed of the vehicle 10 to a threshold value or less (step S9). In step S9, the control unit 104 reduces the traveling speed of the vehicle 10 by adjusting the braking force of the electromagnetic brake units 54a and 54b, for example. Moreover, in step S9, the control unit 104 may reduce the traveling speed of the vehicle 10 by adjusting the rotational speed of the electric motors 40a and 40b, for example.

  If the traveling speed of the vehicle 10 is equal to or less than the threshold value in step S7, the control unit 104 ends without reducing the traveling speed of the vehicle 10.

  Thus, in the vehicle 10, when the passenger steps on the pedals 72a and 72b and rotates the crank 70, the control unit 104 drives the electric motors 40a and 40b, and the vehicle 10 travels.

  In Japan, the size of vehicles allowed to run on the sidewalk is regulated by the Road Traffic Act and Cabinet Office Ordinance. Therefore, the size of the vehicle 10 is set, for example, to a size that allows travel on a sidewalk in Japan (total length 1200 mm or less, total height 1090 mm or less, total width 700 mm or less). In this embodiment, the total length of the vehicle 10 is preferably set to 1185 mm, the total height of the vehicle 10 is preferably set to 900 mm, and the total width of the vehicle 10 is preferably set to 650 mm.

  In the vehicle 10, the rear wheel 16b functions as a first drive wheel, the clutch unit 50 and the meshing teeth 52d function as a clutch mechanism, an axle 48b, a clutch unit 50, sprockets 52, 74b, 78, 82, a chain 76, 84 and the rotation shaft 80 are included in the transmission mechanism, the first operation member 108 functions as the first operation unit, the second operation member 110 functions as the second operation unit, and the chains 76 and 84 are included in the transmission member. The axle 48b corresponds to the rotating shaft, the connecting unit 112 functions as a connecting mechanism, the meshing tooth 52d corresponds to the first meshing tooth, the meshing tooth 132b corresponds to the second meshing tooth, and the spring 144 is energized. The cylindrical portion 130a is included in the first cylindrical portion, the cylindrical portion 132d is included in the second cylindrical portion, and the rotation detection sensor 85a, 5b or torque sensor 85c is included in the first detection unit, the control unit 104 functions as a control unit, the front wheels 14a, 14b functions as a second drive wheel, the encoder 43a, 43b is included in the second detection unit.

Hereinafter, the function and effect of the vehicle 10 will be described.
In the vehicle 10, the rotational force of the crank 70 is transmitted to the rear wheel 16b via the sprocket unit 74, the chain 76, the sprocket 82, the rotating shaft 80, the sprocket 78, the chain 84, the sprocket 52, the clutch unit 50, and the axle 48b. Is done. Therefore, the passenger can move the vehicle 10 by stepping on the pedals 72a and 72b and rotating the crank 70.

  Here, in the vehicle 10, when the first operation member 108 is operated, the engagement state between the engagement teeth 52 d of the sprocket 52 and the engagement teeth 132 b of the engagement member 132 is released. In this case, transmission of rotational force from the crank 70 to the rear wheel 16b is interrupted between the sprocket 52 and the meshing member 132. Therefore, for example, when the assistant is operating the first operation unit 108, even if the passenger steps on the pedals 72a and 72b to rotate the crank 70, the rotational force of the crank 70 is transmitted to the rear wheel 16b. Not. Thereby, it is possible to prevent the vehicle 10 from moving against the intention of the assistant when the assistant moves the vehicle 10. Further, since the transmission of the rotational force is interrupted between the sprocket 52 and the meshing member 132, the rotational force of the rear wheel 16b (the axle 48b) is applied to the sprocket 52 and the chain 84 when the assistant moves the vehicle 10. , Transmission to the sprocket 82, the rotating shaft 80, the sprocket 78, the chain 76, the sprocket unit 74 and the crank 70 can be prevented. In other words, the force for moving the sprocket 52, the chain 84, the sprocket 82, the rotating shaft 80, the sprocket 78, the chain 76, the sprocket unit 74, and the crank 70 becomes unnecessary. In this case, since the assistant can move the vehicle 10 with a smaller force, the burden on the assistant can be reduced. Further, since the transmission of the rotational force from the rear wheel 16b to the crank 70 is interrupted, it is possible to prevent the crank 70 from rotating when the assistant moves the vehicle 10. In this case, since the circular motion of the pedals 72a and 72b is prevented, for example, even if the passenger puts his / her foot on the pedals 72a and 72b, the passenger's foot can be prevented from being moved. Thereby, the riding comfort of the vehicle 10 can be improved.

  Further, in the vehicle 10, the engagement member 132 is biased by the plurality of springs 144 in the direction toward the sprocket 52 (the engagement teeth 52 d) (rightward in the above-described embodiment). As a result, the meshing teeth 52d and the meshing teeth 132b can be engaged with each other without requiring any operation by the passenger. In this case, the occupant can move the vehicle 10 simply by depressing the pedals 72a and 72b and rotating the crank 70, so that the operability of the vehicle 10 is improved.

  Further, the meshing state of the meshing teeth 52d and the meshing teeth 132b is also released by increasing the force in the direction of arrow B1 (see FIG. 2) applied from the sprocket 52 to the meshing member 132. For example, when the passenger tries to rotate the crank 70 forward (in the direction of arrow B1 (see FIG. 2)) while the assistant pushes and pulls the vehicle 10 without operating the first operation member 108. The meshing member 132 moves in a direction away from the sprocket 52 (leftward in the above-described embodiment) based on the force applied from the sprocket 52. As a result, the meshing state between the meshing teeth 52d and the meshing teeth 132b is released, and transmission of rotational force from the crank 70 to the rear wheel 16b is interrupted. As described above, in the vehicle 10, the transmission of the rotational force from the crank 70 to the rear wheel 16b can be interrupted using the force with which the passenger tries to rotate the crank 70. Thereby, it is possible to reliably prevent the vehicle 10 from moving forward against the intention of the assistant.

  In the vehicle 10, the rear wheels 16a and 16b are braked by the electromagnetic brake units 54a and 54b. Thereby, the passenger can easily stop and stop the vehicle 10.

  The braking operation of the electromagnetic brake units 54a and 54b can be canceled by operating the second operating member 110. Therefore, for example, the assistant can easily move the vehicle 10 by operating the second operation member 110 to release the braking operation of the electromagnetic brake units 54a and 54b. Further, the assistant can resume the braking operation of the electromagnetic brake units 54a and 54b by releasing the operation of the second operation member 110. Therefore, for example, even when the vehicle 10 is moved on a slope or the like, the assistant can easily stop and stop the vehicle 10 by releasing the operation of the second operation member 110. Thereby, the burden on the assistant can be further reduced.

  Further, the braking operation of the electromagnetic brake units 54a and 54b is maintained when power is not supplied. Therefore, it is possible to prevent the vehicle 10 from moving when the vehicle 10 is not used (when the vehicle 10 is powered off). Thereby, for example, parking on a slope is facilitated.

  In the vehicle 10, the first operation member 108 and the second operation member 110 are provided behind the seat 60. That is, in the vehicle 10, the first operation member 108 and the second operation member 110 are arranged in a place where it is difficult for the passenger to reach. Accordingly, it is possible to prevent the passenger from operating the first operation member 108 and / or the second operation member 110 against the intention of the assistant.

  Further, in the vehicle 10, the control unit 104 releases the braking operation of the electromagnetic brake units 54a and 54b based on the detection of the passenger's operation by the rotation detection sensors 85a and 85b and / or the torque sensor 85c. Thereby, it can prevent that the vehicle 10 moves against a passenger's intention. Further, it is possible to prevent the vehicle from moving when no person is on the vehicle 10.

  Further, in the vehicle 10, when the second operation member 110 is not operated and the operation of the passenger is not detected by the rotation detection sensors 85a and 85b and / or the torque sensor 85c, the braking operation of the electromagnetic brake units 54a and 54b is performed. Is maintained. This can reliably prevent the vehicle from moving against the intentions of the passenger and the assistant.

  Further, in the vehicle 10, the driver's operation is detected by the rotation detection sensors 85a, 85b and / or the torque sensor 85c, so that the passenger's operation can be reliably detected with a simple configuration.

  In the vehicle 10, the electric motors 40 a and 40 b are driven by the control unit 104 based on detection of a passenger's movement by the rotation detection sensors 85 a and 85 b and / or the torque sensor 85 c. Thereby, the burden of the passenger for moving the vehicle 10 can be reduced.

  Further, in the vehicle 10, the rear wheel 16b is driven by the rotational force transmitted from the crank 70, and the pair of front wheels 14a, 14b is driven by the driving force generated by the electric motors 40a, 40b. In this case, the running performance of the vehicle is improved as compared with the case where only the front wheels 14a and 14b are driven and the case where only the rear wheels 16a and 16b are driven. Thereby, for example, it is easy to get over obstacles (such as unevenness of the ground, falling objects, or steps between the roadway and the sidewalk).

  In the vehicle 10, the clutch unit 50 is operated using the first operation member 108, and the electromagnetic brake units 54 a and 54 b are operated using the second operation member 110. That is, in the vehicle 10, the clutch unit 50 and the electromagnetic brake units 54a and 54b are operated using different operation members. In this case, since the clutch unit 50 and the electromagnetic brake units 54a and 54b can be selectively operated, convenience is improved.

  Further, in the vehicle 10, the first operation member 108 and the second operation member 110 are provided close to each other, so that the assistant can easily operate the first operation member 108 and the second operation member 110 simultaneously. Can do. Thereby, the burden on the assistant can be further reduced.

  The arrangement of the first operation member 108 and the second operation member 110 is not limited to the above example. For example, the first operation member 108 may be provided on the handle 46. In this case, by having the passenger operate the first operating member 108, the burden on the assistant can be further reduced.

  In the above-described embodiment, the case where the switch unit 106 includes the first operation member 108 connected to the connection unit 112 and the second operation member 110 connected to the connection unit 113 has been described. It is not limited to the above example. For example, instead of the switch unit 106, a switch unit 106a shown in FIG. The switch unit 106a is different from the switch unit 106 in that instead of the first operation member 108 and the second operation member 110, one common operation member 164 connected to the connection unit 112 and the connection unit 113 is provided. . In the vehicle provided with the switch unit 106a, the assistant operates the operation member 164 to disconnect the clutch unit 50 (release the engagement state between the engagement teeth 52d and the engagement teeth 132b) and the electromagnetic brake unit 54a, The braking operation 54b can be released simultaneously. Thereby, the burden on the assistant can be sufficiently reduced. In this embodiment, the operation member 164 functions as a first operation unit and a second operation unit.

  In the above-described embodiment, the case where the rear wheel 16b is set as the first driving wheel and the front wheels 14a and 14b are set as the second driving wheel has been described. However, the combination of the first driving wheel and the second driving wheel is described. Is not limited to the above example. For example, the rear wheel 16a may be set as the first drive wheel. Further, for example, only one of the front wheels 14a and 14b may be set as the second drive wheel. Further, for example, at least one of the front wheels 14a and 14b may be set as a first drive wheel, and at least one of the rear wheels 16a and 16b may be set as a second drive wheel. Each component of the vehicle (transmission mechanism, clutch mechanism, braking device, etc.) is appropriately changed in design according to the combination of the first drive wheel and the second drive wheel.

  Further, the number of front wheels is not limited to two, and one or three or more front wheels may be provided. Further, the number of rear wheels is not limited to two as long as it has at least a pair of rear wheels, and three or more rear wheels may be provided.

  In the above-described embodiment, the rotation of the crank arm 70b is detected by detecting the rotation of the crank arm 70b by the rotation detection sensors 85a and 85b. However, by detecting the rotation of the crank arm 70c by the rotation detection sensor. The rotation of the crank 70 may be detected, or the rotation of the crank 70 may be detected by detecting the rotation of the rotating shaft 70a with a rotation detection sensor.

  In the above-described embodiment, the rotation of the crank 70 in the direction of arrow B2 is not transmitted to the sprocket 52 because the one-way clutch 74a is provided, but even if the rotation of the crank 70 in the direction of arrow B2 is transmitted to the sprocket 52. Good. In this case, a through hole is formed in the cylindrical portion of the meshing member so that the meshing member moves to the left (direction away from the sprocket 52) based on the force in the direction of arrow B2 transmitted from the sprocket 52 to the meshing member. Is preferred.

  In the above-described embodiment, the coiled spring 144 is used as the urging member, but other elastic members such as a leaf spring may be used as the urging member.

  When it is not necessary to move the engagement member to the left based on the force applied to the engagement member from the sprocket 52 (when the engagement member is moved only by the operation of the first operation member 108 or the operation member 164), The through hole of the meshing member may not be inclined to the arrow B1 direction side.

DESCRIPTION OF SYMBOLS 10 Vehicle 12 Frame 14a, 14b Front wheel 16a, 16b Rear wheel 34 Front wheel holding unit 40a, 40b Electric motor 43a, 43b Encoder 47 Power switch 48a, 48b Axle 50 Clutch unit 52, 74b, 78, 82 Sprocket 54a, 54b Electromagnetic brake unit 60 Seat 70 Crank 70a, 80 Rotating shaft 72a, 72b Pedal 74 Sprocket unit 76, 84 Chain 85a, 85b Rotation detection sensor 85c Torque sensor 90 Secondary battery 104 Control unit 106, 106a Switch unit 108 First operation member 110 Second operation Members 112 and 113 Connection unit 114 First inner wire 116 First outer wire 118 Branch unit 120 Second inner wire 122 Second outer wire 124 Wire adjuster 126 Support member 128 Fixing member 130 Rotating member 132 Interlocking member 134 Connecting member 138, 151, 152 Radial bearing 144 Spring 146 Spring stand 148, 150 Case member 164 Operation member

Claims (25)

A vehicle including a front wheel and a pair of rear wheels, wherein at least one of the front wheels and the pair of rear wheels is a first drive wheel;
A crank positioned between the front wheel and the pair of rear wheels and rotatably provided;
A pair of pedals provided at both ends of the crank;
A transmission mechanism that includes a clutch mechanism that can be connected and disconnected, and that transmits the rotational force of the crank to the first drive wheel via the clutch mechanism;
A braking device that brakes at least one of the front wheels and the pair of rear wheels;
A first operating portion operated to disengage the clutch mechanism;
A vehicle comprising: a second operation unit that is operated to release a braking operation of the braking device.   The vehicle according to claim 1, wherein the clutch mechanism is in a disconnected state when the first operating unit is operated, and is in a connected state when the first operating unit is not operated.   The vehicle according to claim 1, wherein the braking operation of the braking device is released when the second operation unit is operated.   The transmission mechanism further includes a transmission member that transmits the rotational force of the crank to the clutch mechanism and a rotation shaft that rotates integrally with the first drive wheel, and the clutch mechanism is disposed coaxially with the rotation shaft. The vehicle according to any one of claims 1 to 3. A connection mechanism for connecting the first operation unit and the clutch mechanism;
The transmission mechanism further includes a sprocket provided coaxially with the rotation shaft and rotating based on a rotational force transmitted by the transmission member;
The clutch mechanism includes a first meshing tooth provided on the sprocket and a first meshing tooth provided coaxially with the rotation shaft so as to be able to advance and retreat with respect to the sprocket while rotating integrally with the rotation shaft. A meshing member having second meshing teeth that can mesh with each other, and a biasing member that biases the meshing member in a first direction toward the sprocket so that the second meshing teeth mesh with the first meshing teeth. ,
The vehicle according to claim 4, wherein the coupling mechanism moves the meshing member in a second direction opposite to the first direction when the first operation unit is operated.   When the rotation direction of the sprocket when the occupant rotates the crank to advance the vehicle is the third direction, the clutch mechanism is provided in the third direction given from the sprocket to the meshing member. The vehicle according to claim 5, further comprising a moving mechanism that moves the meshing member in the second direction based on a force of the vehicle. The moving mechanism includes a first cylindrical portion fixed to the rotating shaft, and a connecting member protruding in a radial direction from the first cylindrical portion and having a first end fixed to the first cylindrical portion,
The meshing member further includes a second cylindrical portion that is provided closer to the second direction than the second meshing tooth and has a through hole penetrating in the radial direction.
The second cylindrical part is slidably fitted to the outside of the first cylindrical part,
The through hole extends from the second meshing tooth side toward the second direction side while being inclined toward the third direction side when viewed from the radial direction of the second cylindrical portion,
The vehicle according to claim 6, wherein the second end portion of the connecting member is locked to the second cylindrical portion in the through hole. A seat provided above the crank between the front wheel and the pair of rear wheels;
The vehicle according to any one of claims 1 to 7, wherein the first operation unit and / or the second operation unit is provided behind the seat. The braking device includes an electromagnetic brake;
The vehicle according to any one of claims 1 to 8, wherein the electromagnetic brake brakes at least one of the front wheels and the pair of rear wheels when at least power is not supplied. A first detection unit for detecting an operation of a passenger for causing the vehicle to travel;
The vehicle according to claim 9, further comprising a control unit that controls the braking device such that a braking operation by the braking device is released based on detection of the movement of the passenger by the first detection unit.   The vehicle according to claim 10, wherein the braking operation by the braking device is maintained when the second operation unit is not operated and the movement of the occupant is not detected.   The vehicle according to claim 10 or 11, wherein the first detection unit detects a rotation operation of the crank or a torque applied to the crank. An electric motor that drives at least one of the front wheels and the pair of rear wheels as a second drive wheel;
The vehicle according to claim 12, wherein the control unit controls the electric motor so that the vehicle moves forward or backward based on detection of the movement of the passenger by the first detection unit. A second detector for detecting the vehicle speed of the vehicle;
The vehicle according to any one of claims 10 to 13, wherein the control unit controls the braking device such that a vehicle speed detected by the second detection unit is equal to or less than a threshold value.   The vehicle according to any one of claims 1 to 12, further comprising an electric motor that drives at least one of the front wheels and the pair of rear wheels as a second drive wheel.   The first drive wheel is one of the front wheel and the pair of rear wheels, and the second drive wheel is the other of the front wheel and the pair of rear wheels. The vehicle described.   The vehicle according to any one of claims 1 to 16, wherein the first operation unit and the second operation unit are configured by a common operation member.   The vehicle according to any one of claims 1 to 16, wherein the first operation unit and the second operation unit are configured by separate first operation members and second operation members.   The vehicle according to claim 18, wherein the first operation member and the second operation member are provided close to each other. A vehicle including a front wheel and a pair of rear wheels, wherein at least one of the front wheels and the pair of rear wheels is a first drive wheel;
A crank positioned between the front wheel and the pair of rear wheels and rotatably provided;
A pair of pedals provided at both ends of the crank;
A transmission mechanism that includes a clutch mechanism that can be connected and disconnected, and that transmits the rotational force of the crank to the first drive wheel via the clutch mechanism;
A braking device that brakes at least one of the front wheels and the pair of rear wheels;
The clutch mechanism is cut off based on a rotational force applied from the crank to the transmission mechanism. The transmission mechanism includes a rotation shaft provided to rotate integrally with the first drive wheel, a sprocket provided coaxially with the rotation shaft, and a transmission member that transmits the rotational force of the crank to the sprocket. Further including
The clutch mechanism includes a first meshing tooth provided on the sprocket and a first meshing tooth provided coaxially with the rotation shaft so as to be able to advance and retreat with respect to the sprocket while rotating integrally with the rotation shaft. A meshing member having second meshing teeth that can mesh with each other; a biasing member that biases the meshing member in a first direction toward the sprocket so that the second meshing teeth mesh with the first meshing teeth; The vehicle according to claim 20, further comprising a moving mechanism that moves the engagement member in a second direction opposite to the first direction based on a force applied to the engagement member from a sprocket.   The moving mechanism is configured so that when the occupant rotates the crank in order to move the vehicle forward, the force applied from the sprocket to the meshing member is a third direction. The vehicle according to claim 21, wherein the engagement member is moved in the second direction based on a force in the third direction given to the vehicle. The moving mechanism includes a first cylindrical portion fixed to the rotating shaft, and a connecting member protruding in a radial direction from the first cylindrical portion and having a first end fixed to the first cylindrical portion,
The meshing member further includes a second cylindrical portion that is provided closer to the second direction than the second meshing tooth and has a through hole penetrating in the radial direction.
The second cylindrical part is slidably fitted to the outside of the first cylindrical part,
The through hole extends from the second meshing tooth side toward the second direction side while being inclined toward the third direction side when viewed from the radial direction of the second cylindrical portion,
The vehicle according to claim 22, wherein the second end portion of the connecting member is locked to the second cylindrical portion in the through hole. The braking device includes an electromagnetic brake;
The vehicle according to any one of claims 20 to 23, wherein the electromagnetic brake brakes at least one of the front wheels and the pair of rear wheels when at least power is not supplied.   The vehicle according to any one of claims 20 to 24, further comprising an electric motor that drives at least one of the front wheels and the pair of rear wheels as a second drive wheel.

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