JP2013136302A - Vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a low cost vehicle that can smoothly stop when retreating a vehicle according to intention of an occupant.SOLUTION: A vehicle 10 includes: front wheels 14a, 14b; rear wheels 16a, 16b; electric motors 40a, 40b; a rotary shaft 68; cranks 70a, 70b; pedals 72a, 72b; rotation detecting sensors 85a, 85b, a torque sensor 85c; and a control part 104. The control part 104 controls the electric motors 40a, 40b so that the vehicle 10 may retreat based on detection of backward shifting of the cranks 70a, 70b by rotation detecting sensors 85a, 85b. Moreover, the control part 104 controls the operation of the vehicle 10 so that the vehicle 10 may stop, when the torque of the given forward roll direction is detected by the torque sensor 85c from the cranks 70a, 70b to the rotary shaft 68 when the vehicle 10 is made to retreat by the electric motors 40a, 40b.

Description

  The present invention relates to a vehicle, and more particularly to a vehicle provided with driving wheels driven by an electric motor.

  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.

  The vehicle of Patent Document 1 includes at least one of a pair of front wheels, a pair of rear wheels, a crank that is rotated by a passenger's pedaling, a detection unit that detects a rotation direction of the crank, and a pair of front wheels and a pair of rear wheels. An electric motor for driving and a control unit for controlling the electric motor are provided. The detection unit includes a rotation detection sensor, and detects the rotation direction of the crank based on the rotation of the crank detected by the rotation detection sensor. The control unit controls the electric motor according to the rotation direction of the crank detected by the detection unit. Accordingly, the vehicle can be moved forward or backward according to the intention of the passenger.

  Further, the control unit sets the command speed to 0 when the rotation of the crank is stopped. As a result, the vehicle stops. Therefore, the passenger can easily stop the vehicle by stopping pedaling and stopping the rotation of the crank.

WO / 2010/103666

  In general, a sensor that generates a pulse each time the crank rotates a predetermined angle is used as the rotation detection sensor. The detection unit detects rotation and stop of the crank based on a pulse generated by the rotation detection sensor. Specifically, the detection unit determines that the crank is rotating when the rotation detection sensor generates a pulse, and stops the crank when the rotation detection sensor has not generated a pulse for a predetermined time or more. It is determined that Here, when the number of pulses generated by the rotation detection sensor when the crank rotates once (that is, when the detection accuracy of the rotation detection sensor is low), it is necessary for the detection unit to determine the rotation stop of the crank. It takes a long time. In other words, even if the passenger stops pedaling (crank rotation), the detection unit cannot instantaneously detect the rotation stop of the crank. In this case, even after the passenger stops pedaling to stop the vehicle, the control unit cannot instantaneously set the command speed to zero. Therefore, it takes a long time for the vehicle to stop after the rider stops pedaling, and when the vehicle is moving backward, the rider feels uncomfortable.

  If the detection accuracy of the rotation detection sensor is improved, the detection unit can detect the rotation stop of the crank in a short time. Thereby, the vehicle can be smoothly stopped according to the intention of the passenger. However, in this case, it is necessary to use an expensive rotation detection sensor, which increases the product cost of the vehicle.

  Therefore, a main object of the present invention is to provide a low-cost vehicle that can smoothly stop the vehicle in accordance with the intention of the passenger during reverse travel.

  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 rotating shaft positioned between the front wheel and the pair of rear wheels and rotatably provided; a pair of cranks provided on both sides of the rotating shaft; a pair of pedals provided on the pair of cranks; and a first drive wheel Based on the detection of the reverse rotation of the crank by the rotation detecting unit, the rotation detecting unit for detecting the rotation direction of the crank, the torque detecting unit for detecting the torque applied to the rotating shaft. A control unit that controls the electric motor, and the control unit uses the torque detection unit to generate a forward torque applied from the crank to the rotating shaft when the vehicle is being driven backward by the electric motor. When issued, the vehicle and controlling the operation of the vehicle to stop.

  The vehicle according to claim 2 is the vehicle according to claim 1, wherein the process for stopping the vehicle by the control unit when the vehicle is moving backward includes control of an electric motor. To do.

  The vehicle according to claim 3 further includes a first brake that is electrically operated by the control unit and brakes at least one of the front wheels and the pair of rear wheels in the vehicle according to claim 1 or 2. The processing for stopping the vehicle by the control unit when the vehicle is moving backward includes control of the first brake.

  The vehicle according to claim 4 is the vehicle according to any one of claims 1 to 3, wherein the operation mode of the vehicle is set to a forward mode for moving the vehicle forward or a reverse mode for moving the vehicle backward. The controller further includes a first instruction unit configured to detect the forward rotation direction torque applied from the crank to the rotating shaft when the operation mode of the vehicle is set to the forward mode by the first instruction unit. The electric motor is controlled to move the vehicle forward.

  According to a fifth aspect of the present invention, in the vehicle according to any one of the first to fourth aspects, at least one of the front wheels and the pair of rear wheels other than the first driving wheel is used as a second driving wheel. The transmission mechanism further includes a transmission mechanism that transmits the rotation to the second drive wheel. The transmission mechanism transmits the forward rotation torque from the rotation shaft to the second drive wheel, but the reverse rotation torque from the rotation shaft to the second drive wheel is It is not transmitted, and torque in the backward direction is transmitted from the second drive wheel to the rotating shaft, but torque in the forward direction is not transmitted from the second drive wheel to the rotating shaft.

  The vehicle according to claim 6 further includes a second instruction unit that gives an instruction to stop the vehicle to the control unit in the vehicle according to any one of claims 1 to 5, wherein the control unit is connected to the rotating shaft from the crank. Even if the torque detection unit does not detect the forward rotation direction torque applied to the vehicle, when the instruction to stop the vehicle is input by the second instruction unit, the operation of the vehicle is controlled to stop. It is characterized by that.

  The vehicle according to claim 7 is the vehicle according to claim 6, wherein the vehicle is connected to a brake lever that is operated by a passenger, a front wheel that is mechanically connected to the brake lever and that is interlocked with the operation of the brake lever by the passenger. A second brake that brakes at least one of the pair of rear wheels is further provided, and the second instruction unit is configured to give an instruction to the control unit in conjunction with the operation of the brake lever by the passenger. It is characterized by.

  In the vehicle according to the first aspect, when the reverse rotation of the crank is detected by the rotation detection unit, the control unit controls the electric motor so that the vehicle moves backward. Therefore, the passenger can easily reverse the vehicle by reversing the crank. Further, when the control unit is moving the vehicle backward, when the torque in the forward direction applied from the crank to the rotating shaft is detected by the torque detection unit, the control unit operates the vehicle so that the vehicle stops. To control. That is, in this vehicle, the control unit detects the intention of the occupant who intends to stop the vehicle based on a change in torque applied to the rotation shaft, not a change in rotation of the rotation shaft, and stops the vehicle. Execute the process for Here, it is generally necessary to detect a change in rotation of the rotating shaft indirectly by generating a pulse signal corresponding to the rotation of the rotating shaft with a sensor. Therefore, when the number of pulses generated by the sensor when the rotating shaft makes one rotation is small, it takes time to detect a change in the rotation of the rotating shaft. When the control unit detects the intention of the passenger who intends to stop the vehicle using such a sensor, the control unit cannot quickly detect the intention of the passenger. In this case, even if the passenger attempts to stop or rotate the rotating shaft in an attempt to stop the vehicle, the control unit cannot quickly execute a process for stopping the vehicle. As a result, the time required for the vehicle to stop after the occupant rotates or stops the rotating shaft becomes longer, and the occupant feels uncomfortable. If the detection accuracy of the sensor is improved, a change in rotation of the rotating shaft can be detected in a short time, but an expensive sensor needs to be used, and the product cost of the vehicle increases. On the other hand, the change in the torque applied to the rotating shaft can be detected by directly measuring the torque applied to the rotating shaft by the torque detector. Therefore, a change in torque applied to the rotating shaft can be detected in a shorter time than a change in rotation of the rotating shaft that is indirectly detected using a pulse signal. Thereby, when a passenger tries to stop the vehicle, when the rotation shaft is rotated forward or stopped, the control unit can quickly execute a process for stopping the vehicle. In this case, it is possible to shorten the time required for the vehicle to stop after the rider rotates or stops the rotating shaft, so that the rider can be prevented from feeling uncomfortable. Further, since the torque detector only needs to be able to detect a change in torque applied to the rotating shaft, it is not necessary to accurately measure the value of torque applied to the rotating shaft. Therefore, an inexpensive sensor can be used as the torque detector. As a result, it is possible to smoothly stop the vehicle according to the intention of the passenger when the vehicle moves backward, and to suppress an increase in the product cost of the vehicle.

  In the vehicle according to the second aspect, the vehicle can be smoothly decelerated by controlling the electric motor by the control unit. Thereby, the passenger can stop the vehicle more smoothly.

  In the vehicle according to the third aspect, the vehicle can be surely decelerated by electrically operating the first brake by the control unit.

  In the vehicle according to claim 4, the control unit controls the electric motor so that the vehicle moves forward when a torque in the forward direction applied from the crank to the rotation shaft is detected in the forward mode. . That is, in this vehicle, it is possible to detect the intention of the passenger who wants to move the vehicle forward and the intention of the passenger who wants to stop the backward movement of the vehicle using a common torque detector. As a result, it is possible to perform various traveling controls of the vehicle with a simple configuration.

  In the vehicle according to claim 5, the transmission mechanism does not transmit the torque in the reverse rotation direction from the rotation shaft to the second drive wheel. Therefore, when the occupant reverses the crank (rotation shaft), the crank (rotation) A large load is not applied to the shaft. As a result, the passenger can easily reverse the crank, and therefore can easily reverse the vehicle. Further, since the transmission mechanism transmits the torque in the reverse rotation direction from the second drive wheel to the rotation shaft, the rotation shaft rotates backward in conjunction with the second drive wheel when the vehicle is moving backward. At this time, when the passenger stops the reverse rotation of the crank or sufficiently slows the reverse rotation speed, torque in the forward rotation direction is applied from the crank to the rotating shaft. Thereby, the process for stopping a vehicle by a control part is performed. That is, in this vehicle, even if the occupant does not rotate the crank forward, the control unit executes processing for stopping the vehicle by stopping the reverse rotation of the crank or sufficiently slowing the reverse rotation speed. Can do. Thereby, the operation of the passenger for stopping the vehicle is facilitated, and the process for stopping the vehicle can be started more quickly.

  In the vehicle according to the sixth aspect, the passenger can easily stop the vehicle according to the intention of the passenger by giving an instruction to the control unit by the second instruction unit.

  In the vehicle according to claim 7, when the brake lever is operated by the passenger, the operation of the vehicle is controlled by the control unit so that the vehicle stops, and the vehicle is mechanically braked by the second brake. Is done. Thereby, a vehicle can be stopped more smoothly according to a passenger's intention.

  According to the present invention, it is possible to obtain a low-cost vehicle that can smoothly stop the vehicle according to the intention of the passenger during reverse travel.

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 part of a flame | frame. It is a front view which shows a front wheel holding unit. 1 is a block diagram showing an electrical configuration of a vehicle according to an embodiment of the present invention. It is a flowchart which shows an example of operation | movement of the vehicle of one Embodiment of this invention. It is a flowchart which shows an example of the command speed setting process at the time of forward mode. It is a flowchart which shows the other example of the command speed setting process at the time of reverse drive mode.

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 the seat 58 of the vehicle 10 toward the handle 45.

  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. In this embodiment, the front wheels 14a and 14b function as first drive wheels, and the rear wheel 16b functions as second drive wheels.

  The frame 12 includes a head pipe 18, a main pipe 20 extending rearward from the lower end portion of the head pipe 18, and a seat pipe 22 connected to the rear end portion of the main pipe 20. 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 in a rotatable manner, and a connecting pipe 26 a for connecting the holding pipes 24 a and 24 b to the main pipe 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 pipe 20 and extend linearly in the left-right direction. The connection pipe 26a connects the main pipe 20 and the holding pipe 24a. The connection pipe 26b connects the main pipe 20 and the holding pipe 24b. Further, the connecting pipes 26 a and 26 b are connected to each other by the reinforcing pipe 30. As shown in FIG. 3, the bifurcated pipe 28 is substantially Y-shaped in plan view, and connects the main pipe 20 and the holding pipes 24a and 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 such a frame 12. 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. With reference to FIGS. 2, 3, and 5, the front wheel holding unit 34 includes a connecting member 36 connected to the steering shaft 32, a housing 38 attached to the connecting member 36, and a pair of electric motors attached to the housing 38. Motors 40a and 40b (see FIGS. 3 and 5) are included.

  As shown in FIG. 2, the connecting member 36 includes an upper plate 36a orthogonal to the steering shaft 32, a front plate 36b extending from the front end of the upper plate 36a and extending from the rear end of the upper plate 36a. 36c including 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 is fixed to the connecting member 36, and supports the casing 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.

  As shown in FIG. 5, 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. The rotary shafts 41a and 41b are provided with encoders 43a and 43b for detecting the number of rotations. The encoders 43a and 43b are electrically connected to a control unit 104 described later via an electric cable (not shown). The encoders 43a and 43b give an electrical signal corresponding to the rotation of the rotary shafts 41a and 41b to the control unit 104 described later.

  Returning to FIG. 1 and FIG. 2, a stem 44 is attached to the upper end portion of the steering shaft 32 using a lifting bolt (not shown). A handle attachment portion 44 a extending obliquely upward and forward is provided at the upper end portion of the stem 44. With reference to FIGS. 1 to 3, a handle 45 is attached to the upper end portion of the handle attachment portion 44 a. By turning the handle 45 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.

  Referring to FIG. 3, a brake lever 46a is attached to the vicinity of the left grip portion of the handle 45 via a lever support member 46b. The brake lever 46a is supported by the lever support member 46b so as to be swingable. One end of a brake cable 46c is connected to the brake lever 46a. The other end of the brake cable 46c is connected to brake cables 50d and 51d described later. The lever support member 46b is provided with a brake switch 46d serving as a second instruction unit for giving an instruction (electric signal) to stop the vehicle 10 to the control unit 104 described later. The brake switch 46d and the control unit 104 are electrically connected via an electric cable (not shown). The brake switch 46d provides an electrical signal to the control unit 104 in conjunction with the brake lever 46a. That is, when the passenger operates the brake lever 46a, an electric signal is given to the control unit 104 from the brake switch 46d. As the brake switch 46d, for example, a switch having the same configuration as a brake lamp switch generally used in a motorcycle or the like can be used.

  An input portion 47 is attached to the center portion of the handle 45. The input unit 47 is electrically connected to a control unit 104 (see FIG. 1) described later by an electric cable (not shown). Referring to FIG. 6, input unit 47 includes a power switch 47a, a reverse switch 47b, a high speed switch 47c, and a low speed switch 47d. In this embodiment, the reverse switch 47b serves as a first instruction unit for setting the operation mode of the vehicle 10 to the forward mode or the reverse mode. The power supply of the vehicle 10 is turned on / off by the power switch 47a. When the reverse switch 47b is pressed, the operation mode of the vehicle 10 is set to the reverse mode. When the reverse switch 47b is not pressed, the operation mode of the vehicle 10 is set to the forward mode. The maximum speed of the vehicle 10 is set higher by the high speed switch 47c. The maximum speed of the vehicle 10 is set low by the low speed switch 47d. In this embodiment, “forward mode” refers to a mode for moving the vehicle 10 forward by the electric motors 40a and 40b. The “reverse mode” refers to a mode for moving the vehicle 10 backward by the electric motors 40a and 40b. In this embodiment, the vehicle 10 does not move backward by the driving force of the electric motors 40a, 40b in the “forward mode”, and the vehicle 10 moves forward by the driving force of the electric motors 40a, 40b in the “reverse mode”. There is no.

  Referring to FIG. 3, a forward instruction device 48 is provided in the vicinity of the right grip of the handle 45. The forward instruction device 48 is electrically connected to a control unit 104 (see FIG. 1) described later by an electric cable (not shown). The forward instruction device 48 has an accelerator lever 48a operated by a passenger. The forward instruction device 48 provides the control unit 104 with an electrical signal corresponding to the amount of operation of the accelerator lever 48a. Then, the control unit 104 controls the electric motors 40 a and 40 b in accordance with the electric signal given from the forward instruction device 48. As a result, the vehicle 10 travels at a speed corresponding to the amount of operation of the accelerator lever 48a by the passenger. Therefore, the passenger can drive the vehicle 10 at a desired speed by adjusting the operation amount of the accelerator lever 48a.

  1 and 2, the brake lever 46a, the lever support member 46b, the brake cable 46c, the brake switch 46d, the input unit 47, and the forward instruction device 48 are illustrated in order to avoid complicated drawing. Absent.

  As shown in FIGS. 3 and 4, an axle 49a connected to the rear wheel 16a is rotatably inserted in the holding pipe 24a, and an axle 49b 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 brake unit 50 is provided at the left end of the holding pipe 24a. The brake unit 50 includes a drum brake 50a as a second brake, an electromagnetic brake 50b as a first brake, and a connecting portion 50c. The axle 49a is inserted through the connecting portion 50c. The connecting portion 50c includes, for example, a plurality of gears, and connects the drum brake 50a and the electromagnetic brake 50b to the axle 49a. The braking force generated in the drum brake 50a and the electromagnetic brake 50b is transmitted to the axle 49a via the connecting portion 50c.

  A brake unit 51 is provided at the right end of the holding pipe 24b. The brake unit 51 includes a drum brake 51a as a second brake, an electromagnetic brake 51b as a first brake, and a connecting portion 51c. The axle 49b is inserted through the connecting portion 51c. The connecting part 51c includes, for example, a plurality of gears, and connects the drum brake 51a and electromagnetic brake 51b to the axle 49b. The braking force generated in the drum brake 51a and the electromagnetic brake 51b is transmitted to the axle 49b via the connecting portion 51c.

  Referring to FIG. 3, one end of brake cable 50d is connected to drum brake 50a, and one end of brake cable 51d is connected to drum brake 51a. As described above, the other end of the brake cable 50d and the other end of the brake cable 51d are connected to the brake cable 46c. Thereby, the brake lever 46a and the drum brakes 50a and 51a are mechanically connected. In the vehicle 10, when a passenger operates the brake lever 46a, the drum brakes 50a and 51a are operated, and the rotation of the axles 49a and 49b and the rotation of the rear wheels 16a and 16b are restricted.

  The electromagnetic brakes 50b and 51b are electrically connected to a control unit 104 (see FIG. 1) to be described later via an electric cable (not shown). The electromagnetic brakes 50b and 51b are driven by the control unit 104. Thereby, the braking force generated in the electromagnetic brakes 50b and 51b is adjusted. In the vehicle 10, when electric power is not supplied to the electromagnetic brakes 50b, 51b (when the electromagnetic brakes 50b, 51b are not driven), braking force is generated in the electromagnetic brakes 50b, 51b, and the axles 49a, 49b The rotation of 49b and thus the rotation of the rear wheels 16a and 16b are restricted.

  3 and 4, a sprocket unit 52 is provided at the left end of axle 49b. The sprocket unit 52 includes a one-way clutch 52a through which the axle 49b is fitted, and a substantially hollow disk-shaped sprocket 52b provided on the outer peripheral surface of the one-way clutch 52a.

  The one-way clutch 52a transmits the rotational force to the axle 49b when the sprocket 52b is rotated in the arrow B1 direction (clockwise as viewed from the right side: see FIG. 2), and the sprocket 52b is counterclockwise as viewed from the arrow B2 (from the right side). When rotating in the turning direction (see FIG. 2), the rotational force is not transmitted to the axle 49b. The one-way clutch 52a transmits the rotational force to the sprocket 52b when the axle 49b and the rear wheel 16b are rotated in the arrow B2 direction, and the rotational force is transmitted to the sprocket 52b when the rear wheel 16b is rotated in the arrow B1 direction. Configured not to communicate. Since such a one-way clutch 52a is generally widely used, a detailed description of the one-way clutch 52a is omitted. As the one-way clutch 52a, for example, a one-way clutch having a ratchet mechanism can be used.

  As shown in FIGS. 1 and 2, a seat unit 54 is attached to the seat pipe 22. The seat unit 54 includes a seat post 56 to be inserted into the seat pipe 22, a seat 58 provided at the upper end of the seat post 56, a backrest 60 provided above the rear end of the seat 58, and left and right so as to sandwich the backrest 60. It includes a pair of handrails 62a and 62b provided side by side in the direction.

  As shown in FIGS. 1 to 3, a rotation mechanism 64 is provided on the main pipe 20. The rotation mechanism 64 is provided on the main pipe 20 at a substantially triangular bearing member 66 in a side view, a rotation shaft 68 that fits the bearing member 66 in the left-right direction, and a left end portion and a right end portion of the rotation shaft 68. And a pair of pedals 72a and 72b provided on one and the other of the cranks 70a and 70b.

  The rotating shaft 68 is supported by the bearing member 66 so as to be rotatable in the directions of arrows B1 and B2 (see FIG. 2). The crank 70 a is provided at the left end portion of the rotation shaft 68 so as to be substantially orthogonal to the rotation shaft 68. The crank 70b is provided at the right end portion of the rotation shaft 68 so as to extend substantially perpendicular to the rotation shaft 68 and in a direction opposite to the crank 70a. The pedal 72a is rotatably provided at the tip of the crank 70a. The pedal 72b is rotatably provided at the tip of the crank 70b.

  As shown in FIG. 3, the rotating shaft 68 is provided with a sprocket unit 74 between the bearing member 66 and the crank 70b. As shown in FIGS. 2 and 3, the sprocket unit 74 includes a one-way clutch 74a (see FIG. 3) through which the rotary shaft 68 is fitted, and a sprocket 74b provided on the right side surface of the one-way clutch 74a. The sprocket 74b is not directly connected to the rotating shaft 68 that passes through the sprocket 74b, and is provided on the right side surface of the one-way clutch 74a.

  The one-way clutch 74a transmits its rotational force to the rotating shaft 68 when the sprocket 74b is rotated in the direction of arrow B2 (see FIG. 2), and its rotational force when the sprocket 74b is rotated in the direction of arrow B1 (see FIG. 2). Is not transmitted to the rotating shaft 68. The one-way clutch 74a transmits the rotational force to the sprocket 74b when the rotating shaft 68 is rotated in the arrow B1 direction, and does not transmit the rotational force to the sprocket 74b when the rotating shaft 68 is rotated in the arrow B2 direction. Configured. That is, the one-way clutch 74a is configured to have a function opposite to that of the one-way clutch 52a. Since such a one-way clutch 74a is also widely used in general, a detailed description of the one-way clutch 74a is omitted. As the one-way clutch 74a, for example, a one-way clutch having a ratchet mechanism can be used.

  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 pipe 20. In addition, on the rotary shaft 80, a sprocket 82 larger than the sprocket 78 (having a larger number of teeth) is attached between the main pipe 20 and the sprocket 78.

  As shown in FIG. 2, the sprocket 82 is connected to the sprocket 52 b of the sprocket unit 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).

  The transmission mechanism T is configured to include the axle 49b, the sprocket units 52 and 74, the sprockets 78 and 82, the rotating shaft 80, and the chains 76 and 84 described above.

  The rear wheel 16b is driven by the passenger via the rotating mechanism 64 and the transmission mechanism T. Specifically, when the passenger rotates the cranks 70a and 70b in the direction of arrow B1 (see FIG. 2) via the pedals 72a and 72b, the rotating shaft 68 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 52b via the chain 84, causing the sprocket unit 52 to rotate in the direction of arrow B1. As a result, the axle 49b and the rear wheel 16b rotate in the direction of the arrow B1, and the vehicle 10 moves forward.

  Even if the rotating shaft 68 is rotated in the direction of the arrow B2 by rotating the cranks 70a and 70b in the direction of the arrow B2 (see FIG. 2) via the pedals 72a and 72b, the sprocket 74b does not rotate. 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 68 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.

  Further, when traveling on a downhill or the like and the rear wheel 16b and the axle 49b rotate in the arrow B1 direction without rotating the rotating shaft 68 in the arrow B1 direction (see FIG. 2), the sprocket 52b rotates. The chains 76 and 84 do not move. This is because the one-way clutch 52 a is used for the sprocket unit 52. This also avoids troubles such as the chains 76 and 84 coming off.

  As shown in FIG. 1, a cover 85 is provided on the left side of the rotation shaft 68. The cover 85 is provided with rotation detection sensors 85a and 85b for detecting the rotation of the crank 70a. As the rotation detection sensors 85a and 85b, for example, pulse type sensors that generate a pulse signal according to the rotation of the crank 70a can be used. The rotation detection sensors 85a and 85b are electrically connected to a control unit 104 described later via an electric cable (not shown). The rotation detection sensors 85 a and 85 b give the generated pulse signal to the control unit 104.

  Referring to FIG. 3, a torque sensor 85 c that is a torque detection unit that detects torque applied to the rotation shaft 68 is provided around the rotation shaft 68. The torque sensor 85c is electrically connected to the control unit 104 described later via an electric cable (not shown). The torque sensor 85 c gives an electric signal corresponding to the detected torque to the control unit 104.

  As shown in FIGS. 1 to 3, the head pipe 18 is connected to a protrusion 66 a provided on the bearing member 66 through the sub frames 86 a and 86 b.

  In the main frame 20, a secondary battery case 88 having an upper surface opening is provided in front of the rotation mechanism 64 and below the pair of subframes 86 a and 86 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 86 a and 86 b. Secondary battery 90 is, for example, a nickel (Ni) -cadmium (Cd) battery or the like, and the electric power stored in secondary battery 90 is used for driving electric motors 40a and 40b.

  A front car 92 is provided above the front wheel holding unit 34. The front car 92 is attached to the attachment member 94 and the attachment member 96.

  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 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, a control unit 104 for controlling the electric motors 40 a and 40 b and the electromagnetic brakes 50 b and 51 b is attached to the front surface of the rear car 98 via a mounting plate 100. A changeover switch 105 is attached to the lower surface of the rear car 98. The changeover switch 105 is connected to the electromagnetic brakes 50b and 51b via a cable (not shown). In the vehicle 10, by operating the changeover switch 105, the braking of the rear wheels 16a and 16b by the electromagnetic brakes 50b and 51b can be released.

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

Next, the main electrical configuration of the vehicle 10 will be described with reference to FIG.
The control unit 104 of the vehicle 10 includes a control circuit 106. The control circuit 106 has a CPU and a memory. The CPU performs necessary calculations to control the operation of the vehicle 10. The memory serving as the storage means stores a program, data, calculation data, and the like for controlling the operation of the vehicle 10. The memory stores a program for executing the processes in FIGS.

  The control circuit 106 is connected to the electromagnetic brakes 50b and 51b, the power supply circuit 108, the motor drive circuit 110, the input interface circuit 112, the sensor interface circuit 114, and the protection circuit 116. A secondary battery 90 is connected to the control unit 104. Electric motors 40 a and 40 b are connected to the motor drive circuit 110. The input unit interface circuit 112 is connected to the brake switch 46d, the input unit 47, and the forward instruction device 48. Signals given to the control unit 104 from the brake switch 46d, the input unit 47, and the forward instruction device 48 are given to the control circuit 106 via the input unit interface circuit 112. The sensor interface circuit 114 is connected to encoders 43a and 43b, rotation detection sensors 85a and 85b, and a torque sensor 85c. Signals given to the control unit 104 from the encoders 43a and 43b, the rotation detection sensors 85a and 85b, and the torque sensor 85c are given to the control circuit 106 via the sensor interface circuit 114.

An example of the operation of the vehicle 10 will be described with reference to FIGS.
Referring to FIG. 7, when power switch 47a is pressed, control circuit 106 determines whether the operation mode of vehicle 10 is the forward mode or the reverse mode (step S1). In step S1, the control circuit 106 determines that the operation mode is the forward mode when the reverse switch 47b is not pressed, and the operation mode is the reverse mode when the reverse switch 47b is pressed. It is determined that If the operation mode is the forward mode, the control circuit 106 performs speed control in the forward mode by the process shown in FIG. 8 (step S3). On the other hand, if the operation mode is the reverse mode, the control circuit 106 performs speed control in the reverse mode by the process shown in FIG. 9 (step S5).

Next, an example of speed control in the forward mode will be described with reference to FIG.
First, the control circuit 106 determines whether or not the brake lever 46a is operated based on a signal given from the brake switch 46d (step S11). When the brake lever 46a is not operated, the control circuit 106 determines whether or not the accelerator lever 48a is operated based on a signal given from the forward instruction device 48 (step S13). When the accelerator lever 48a is operated, the control circuit 106 drives the electromagnetic brakes 50b and 51b to release the braking of the rear wheels 16a and 16b by the electromagnetic brakes 50b and 51b (step S15).

  Next, the control circuit 106 sets the command speed based on the operation amount of the accelerator lever 48a (step S17). In step S17, the command speed becomes the maximum value (for example, less than 6 km / h) when the accelerator lever 48a is fully opened. In this embodiment, the maximum value of the command speed can be adjusted by the passenger pressing the high speed switch 47c or the low speed switch 47d. Specifically, when the high-speed switch 47c is pressed by the passenger, the maximum value of the command speed is set to be high, and when the low-speed switch 47d is pressed, the maximum value of the command speed is set low. Set to

  Then, the control circuit 106 outputs a control signal to the motor drive circuit 110 to control the electric motors 40a and 40b so that the traveling speed of the vehicle 10 becomes the set command speed, thereby controlling the traveling speed of the vehicle 10. Control (step S19) and the process ends. In this embodiment, the control circuit 106 controls the electric motors 40a and 40b while monitoring the traveling speed of the vehicle 10 based on signals given from the encoders 43a and 43b.

  In step S13, when the accelerator lever 48a is not operated, the control circuit 106 determines whether or not forward torque is applied from the cranks 70a and 70b to the rotating shaft 68 based on a signal provided from the torque sensor 85c. Is determined (step S21). When forward torque is applied from the cranks 70a and 70b to the rotary shaft 68, the control circuit 106 drives the electromagnetic brakes 50b and 51b to brake the rear wheels 16a and 16b by the electromagnetic brakes 50b and 51b. Release (step S23).

  Next, the control circuit 106 sets a command speed based on the input torque (the forward rotation torque applied from the cranks 70a and 70b to the rotary shaft 68) and the pedaling speed (the rotation speed of the cranks 70a and 70b) (step). S25). In this embodiment, the pedaling speed is calculated by the control circuit 106 based on a pulse signal given from the rotation detection sensors 85a and 85b to the control circuit 106. In step S25, the control circuit 106 sets the command speed so as not to exceed a predetermined speed limit (for example, less than 6 km / h). Therefore, even when the passenger's pedaling speed is sufficiently high, the traveling speed of the vehicle 10 is prevented from exceeding the speed limit. In this embodiment, the speed limit can be adjusted by the passenger pressing the high speed switch 47c or the low speed switch 47d. Specifically, when the high-speed switch 47c is pressed by the passenger, the maximum value of the speed limit is set higher, and when the low-speed switch 47d is pressed, the maximum value of the speed limit is set low. Set to

  Then, the control circuit 106 outputs a control signal to the motor drive circuit 110 to control the electric motors 40a and 40b so that the traveling speed of the vehicle 10 becomes the set command speed, thereby controlling the traveling speed of the vehicle 10. Control (step S19) and the process ends.

  If the brake lever 46a is operated in step S11 or if no forward torque is applied from the cranks 70a and 70b to the rotary shaft 68 in step S21, the control circuit 106 sets the command speed to zero. (Step S27). Next, the control circuit 106 outputs a control signal to the motor drive circuit 110 to control the electric motors 40a and 40b so that the traveling speed of the vehicle 10 becomes the set command speed (that is, the vehicle 10 stops). (Step S29). In this embodiment, in step S29, the control circuit 106 decelerates the vehicle 10 by generating a regenerative brake in the electric motors 40a and 40b.

  Next, the control circuit 106 determines whether or not the forward speed of the vehicle 10 has become equal to or lower than a forward speed threshold value (for example, 0.24 km / h) based on signals given from the encoders 43a and 43b (step). S31). When the forward speed of the vehicle 10 is less than or equal to the threshold value of the forward speed, the control circuit 106 brakes the rear wheels 16a and 16b with the electromagnetic brakes 50b and 51b, and stops the vehicle 10 (step S33). In this embodiment, the control circuit 106 executes braking of the rear wheels 16a and 16b by the electromagnetic brakes 50b and 51b by stopping power supply to the electromagnetic brakes 50b and 51b.

  If the forward speed of the vehicle 10 is greater than the forward speed threshold value in step S31, the control circuit 106 ends without executing braking of the rear wheels 16a and 16b by the electromagnetic brakes 50b and 51b.

  In this operation example, the passenger can easily advance the vehicle by operating the accelerator lever 48a or by rotating the cranks 70a and 70b forward. The passenger can advance the vehicle 10 at a desired speed by adjusting the operation amount of the accelerator lever 48a or the pedaling speed.

  In addition, the passenger can cause the control circuit 106 to execute processing (step S27 to step S33) for stopping the vehicle 10 by operating the brake lever 46a or stopping pedaling. Thereby, the vehicle 10 can be easily stopped according to a passenger's intention.

Next, an example of speed control in the reverse mode will be described with reference to FIG.
First, the control circuit 106 determines whether or not the brake lever 46a is operated based on a signal given from the brake switch 46d (step S41). When the brake lever 46a is not operated, the control circuit 106 determines whether or not forward torque is applied from the cranks 70a and 70b to the rotating shaft 68 based on a signal applied from the torque sensor 85c. (Step S43). When forward torque is not applied to the rotary shaft 68 from the cranks 70a, 70b, the control circuit 106 determines whether the passenger is pedaling in the reverse direction, that is, whether the crank 70a is reverse. (Step S45). In this embodiment, the control circuit 106 detects the rotation direction of the crank 70a based on the pulse signals given from the rotation detection sensors 85a and 85b. In this embodiment, the control circuit 106 determines that the rider is pedaling in the reverse direction when the crank 70a is rotating backward at a speed equal to or higher than the threshold value of the reverse rotation speed (for example, 4 rpm). to decide. In this embodiment, the rotation detection unit that detects the rotation direction of the crank includes rotation detection sensors 85 a and 85 b and a control circuit 106.

  When the passenger is pedaling in the reverse direction, the control circuit 106 drives the electromagnetic brakes 50b and 51b to release the braking of the rear wheels 16a and 16b by the electromagnetic brakes 50b and 51b (step S47). Next, the control circuit 106 sets a predetermined reverse speed (for example, 2 km / h) as the command speed (step S49). Then, the control circuit 106 outputs a control signal to the motor drive circuit 110 to control the electric motors 40a and 40b so that the traveling speed of the vehicle 10 becomes the set command speed, thereby controlling the traveling speed of the vehicle 10. Control (step S51), and the process ends.

  When the brake lever 46a is operated in step S41, when forward torque is applied from the cranks 70a and 70b to the rotary shaft 68 in step S43, or when the passenger is pedaling in the reverse direction in step S45. If not, the control circuit 106 sets the command speed to 0 (step S53). Next, the control circuit 106 outputs a control signal to the motor drive circuit 110 to control the electric motors 40a and 40b so that the traveling speed of the vehicle 10 becomes the set command speed (that is, the vehicle 10 stops). (Step S55). In this embodiment, in step S55, the control circuit 106 decelerates the vehicle 10 by generating a regenerative brake in the electric motors 40a and 40b.

  Next, the control circuit 106 determines whether or not the reverse speed of the vehicle 10 has become equal to or less than a reverse speed threshold value (for example, 0.24 km / h) based on signals given from the encoders 43a and 43b (step). S57). When the reverse speed of the vehicle 10 is less than or equal to the reverse speed threshold, the control circuit 106 brakes the rear wheels 16a and 16b with the electromagnetic brakes 50b and 51b, and stops the vehicle 10 (step S59). In this embodiment, the control circuit 106 executes braking of the rear wheels 16a and 16b by the electromagnetic brakes 50b and 51b by stopping power supply to the electromagnetic brakes 50b and 51b.

  When the reverse speed of the vehicle 10 is larger than the reverse speed threshold value in step S57, the control circuit 106 ends without executing the braking of the rear wheels 16a, 16b by the electromagnetic brakes 50b, 51b.

  In this operation example, the passenger can easily reverse the vehicle by rotating the cranks 70a and 70b backward. Further, the passenger operates the brake lever 46a, forwardly rotates the cranks 70a and 70b and applies a forward torque to the rotating shaft 68, or stops the rotation of the cranks 70a and 70b. 10 (step S53 to step S59) for stopping 10 can be executed by the control circuit 106. Thereby, the vehicle 10 can be easily stopped according to a passenger's intention.

  In this embodiment, when the passenger is operating the accelerator lever 48a in the forward mode (when the reverse switch 47b is not pressed), even if the passenger presses the reverse switch 47b, the vehicle 10 The operation mode is not set to reverse mode. Therefore, when the passenger is operating the accelerator lever 48a in the forward mode, the control circuit 106 does not move the vehicle 10 backward. Further, in the reverse mode (when the reverse switch 47b is pressed), even if the rider operates the accelerator lever 48a, or torque in the forward direction is applied from the cranks 70a and 70b to the rotary shaft 68. However, the control circuit 106 does not advance the vehicle 10.

Hereinafter, the function and effect of the vehicle 10 will be described.
In the vehicle 10, the control unit 104 (control circuit 106) controls the electric motors 40a and 40b so that the vehicle 10 moves backward when the reverse rotation of the crank 70a is detected. Therefore, the passenger can easily reverse the vehicle 10 by rotating the cranks 70a and 70b backward.

  Further, when the control unit 104 is moving the vehicle 10 backward, when the forward torque applied from the cranks 70a and 70b to the rotating shaft 68 is detected by the torque sensor 85c, the control unit 104 performs step S53. Step S59 is executed, and the operation of the vehicle 10 is controlled so that the vehicle 10 stops. That is, in the vehicle 10, the control unit 104 detects a passenger's intention to stop the vehicle 10 based on a change in torque applied to the rotation shaft 68 instead of a change in rotation of the rotation shaft 68. Processing for stopping the vehicle 10 is executed. Here, the change in the torque applied to the rotating shaft 68 can be detected by directly measuring the torque applied to the rotating shaft 68 by the torque sensor 85c, and therefore, compared with the change in the rotation of the rotating shaft 68. It can be detected in a short time. Thereby, the control part 104 can perform the process for stopping the vehicle 10 rapidly, when a passenger | crew tries to stop the vehicle 10 and the rotating shaft 68 is rotated forward or stopped. In this case, the time required for the vehicle to stop after the rider rotates or stops the rotating shaft 68 can be shortened, so that the rider can be prevented from feeling uncomfortable. Further, the torque sensor 85c only needs to be able to detect a change in the torque applied to the rotating shaft 68, so it is not necessary to accurately measure the value of the torque applied to the rotating shaft 68. Therefore, an inexpensive sensor can be used as the torque sensor 85c. As a result, the vehicle 10 can be smoothly stopped according to the intention of the passenger when the vehicle 10 moves backward, and the product cost of the vehicle 10 can be suppressed from increasing.

  Moreover, in the vehicle 10, the control part 104 performs the process for stopping the vehicle 10, also when a signal is given from the brake switch 46d. Therefore, the passenger can easily stop the vehicle 10 by operating the brake lever 46a.

  Further, in the vehicle 10, when the brake lever 46a is operated by a passenger, the operation of the vehicle is controlled by the control unit so that the vehicle 10 stops, and the vehicle 10 is mechanically controlled by the drum brakes 50a and 51a. Is braked. Thereby, the vehicle 10 can be stopped more smoothly according to a passenger's intention.

  Moreover, in the vehicle 10, the control part 104 decelerates the vehicle 10 by controlling the electric motors 40a and 40b. In this case, the vehicle 10 can be decelerated more smoothly.

  Further, in the vehicle 10, when the vehicle speed becomes equal to or lower than a predetermined speed (a forward speed threshold value or a reverse speed threshold value), the rear wheels 16a and 16b are braked by the electromagnetic brakes 50b and 51b. Thereby, the vehicle 10 can be stopped reliably.

  Further, in the vehicle 10, when the forward rotation direction torque applied from the cranks 70a and 70b to the rotating shaft 68 is detected by the torque sensor 85c in the forward mode, the control unit 104 causes the electric motor to move the vehicle 10 forward. 40a and 40b are controlled. In other words, the vehicle 10 can detect, using the common torque sensor 85c, the passenger's intention to move the vehicle 10 forward and the passenger's intention to stop the backward movement of the vehicle 10. Thereby, various traveling controls of the vehicle 10 can be performed with a simple configuration.

  Further, in the vehicle 10, the transmission mechanism T does not transmit the torque in the reverse rotation direction from the rotation shaft 68 to the rear wheel 16b. Therefore, when the passenger reverses the cranks 70a and 70b (the rotation shaft 68), A large load is not applied to 70a and 70b (rotating shaft 68). Accordingly, the passenger can easily reverse the cranks 70a and 70b, and therefore can easily reverse the vehicle 10. Further, the transmission mechanism T transmits torque in the reverse rotation direction from the rear wheel 16b to the rotation shaft 68. Therefore, when the vehicle 10 is moving backward, the rotation shaft 68 rotates in conjunction with the rear wheel 16b. . At this time, when the passenger stops the reverse rotation of the cranks 70a and 70b or sufficiently slows the reverse rotation speed, torque in the forward rotation direction is applied from the cranks 70a and 70b to the rotating shaft. As a result, processing for stopping the vehicle 10 is executed by the control unit 104. That is, in the vehicle 10, even if the passenger does not rotate the cranks 70a and 70b forward, a process for stopping the vehicle 10 by stopping the reverse rotation of the cranks 70a and 70b or sufficiently slowing the reverse rotation speed. Can be executed by the control unit 104. Thereby, the operation of the passenger for stopping the vehicle 10 is facilitated, and the process for stopping the vehicle 10 can be started more quickly.

  In the above-described embodiment, the vehicle 10 including the pair of front wheels 14a and 14b has been described. However, the number of front wheels is not limited to two. For example, the number of front wheels of the vehicle may be one, or three or more.

  Further, in the above-described embodiment, the front wheels 14a and 14b are set as the first drive wheels, but any one of the front wheels 14a and 14b may be set as the first drive wheels, and the rear wheels 16a, At least one of the wheels 16b may be set as the first driving wheel.

  In the above-described embodiment, the rear wheel 16b is set as the second driving wheel. However, the rear wheel 16a may be set as the second driving wheel, and at least one of the front wheels 14a and 14b is the second driving wheel. It may be set to a drive wheel.

  In the above-described embodiment, the rotation detection unit (the rotation detection sensors 85a and 85b and the control unit 104) detects the rotation direction of the crank 70a, but the rotation detection unit detects the rotation direction of the crank 70b. Also good. The rotation detection unit may detect the rotation direction of the cranks 70a and 70b by detecting the rotation direction of the rotation shaft 68. Specifically, for example, the rotation direction of the rotation shaft 68 and the cranks 70a and 70b may be detected by generating a pulse signal according to the rotation of the rotation shaft 68.

  In the above-described embodiment, as processing for stopping the vehicle 10 when the vehicle 10 is moving backward, control of the electric motors 40a and 40b based on the command speed (step S55) and control of the electromagnetic brakes 50b and 51b (step S59). However, the process for stopping the vehicle 10 is not limited to the above example. For example, the process for stopping the vehicle 10 when the vehicle 10 is moving backward may not include the processes of step S57 (see FIG. 9) and step S59 (see FIG. 9).

  In the above-described embodiment, the case where the drum brakes 50a and 51a as the second brakes brake the rear wheels 16a and 16b has been described. However, the second brake brakes at least one of the front wheels 14a and 14b. Also good.

  In the above-described embodiment, the electromagnetic brakes 50b and 51b as the first brakes brake the rear wheels 16a and 16b. However, the first brake brakes at least one of the front wheels 14a and 14b. Also good.

  In the above-described embodiment, the vehicle 10 including the electromagnetic brakes 50b and 51b as the first brake has been described. However, the first brake is not limited to the electromagnetic brakes 50b and 51b, and is electrically operated by the control unit 104. Any brake can be used. For example, a drum brake mechanically connected to an actuator via a cable may be provided in the vehicle as the first brake. In this case, the control unit can actuate the drum brake as the first brake via the cable, for example, by electrically controlling the operation of the actuator.

  In the above-described embodiment, the case where the brake switch 46d as the second instruction unit is provided to operate in conjunction with the brake lever 46a has been described. However, the configuration of the second instruction unit is not limited to the above example. . For example, a push button brake switch may be provided on the handle 45 as the second instruction unit. In this case, the passenger can cause the control unit 104 to execute a process for stopping the vehicle 10 by pressing the brake switch.

DESCRIPTION OF SYMBOLS 10 Vehicle 12 Frame 14a, 14b Front wheel 16a, 16b Rear wheel 40a, 40b Electric motor 43a, 43b Encoder 46a Brake lever 47 Input part 47a Power switch 47b Reverse switch 48 Forward direction device 48a Accelerator lever 49a, 49b Axle 52, 74 Sprocket unit 52a, 74a One-way clutch 64 Rotating mechanism 66 Bearing member 68, 80 Rotating shaft 70a, 70b Crank 72a, 72b Pedal 76, 84 Chain 78, 82 Sprocket 85a, 85b Rotation detection sensor 85c Torque sensor 90 Secondary battery 104 Control unit T Transmission mechanism

Claims (7)

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 rotating shaft positioned between the front wheel and the pair of rear wheels and rotatably provided;
A pair of cranks provided on both sides of the rotating shaft;
A pair of pedals provided on the pair of cranks;
An electric motor for driving the first drive wheel;
A rotation detector for detecting a rotation direction of the crank;
A torque detector for detecting torque applied to the rotating shaft;
A controller that controls the electric motor so that the vehicle moves backward based on detection of reverse rotation of the crank by the rotation detector;
The control unit stops the vehicle when a forward rotation torque applied from the crank to the rotating shaft is detected by the torque detection unit when the vehicle is being driven backward by the electric motor. So as to control the operation of the vehicle.   The vehicle according to claim 1, wherein the process for stopping the vehicle by the control unit when the vehicle is moving backward includes control of the electric motor. A first brake that is electrically operated by the control unit and brakes at least one of the front wheels and the pair of rear wheels;
The vehicle according to claim 1 or 2, wherein the process for stopping the vehicle by the control unit when the vehicle is moving backward includes control of the first brake. A first indicator that sets the operation mode of the vehicle to a forward mode for moving the vehicle forward or a reverse mode for moving the vehicle backward;
The control unit is configured such that when the operation mode of the vehicle is set to the forward mode by the first instruction unit and the forward torque applied from the crank to the rotation shaft is detected by the torque detection unit, The vehicle according to any one of claims 1 to 3, wherein the electric motor is controlled to move the vehicle forward. A transmission mechanism for transmitting the rotation of the rotating shaft to the second drive wheel with at least one of the front wheels and the pair of rear wheels other than the first drive wheel as a second drive wheel;
The transmission mechanism transmits torque in the forward rotation direction from the rotation shaft to the second drive wheel, but does not transmit torque in the reverse rotation direction from the rotation shaft to the second drive wheel, and the second drive wheel. The vehicle according to any one of claims 1 to 4, wherein torque in a reverse rotation direction is transmitted from the second drive wheel to the rotation shaft but no forward torque is transmitted from the second drive wheel to the rotation shaft. A second instruction unit that gives an instruction to stop the vehicle to the control unit;
The controller, when an instruction to stop the vehicle is input by the second indicator, even if the forward torque applied from the crank to the rotating shaft is not detected by the torque detector, The vehicle according to claim 1, wherein the operation of the vehicle is controlled so that the vehicle stops. A brake lever operated by a passenger, and a brake lever mechanically connected to the brake lever and braking at least one of the front wheel and the pair of rear wheels in conjunction with the operation of the brake lever by the passenger 2 brakes,
The vehicle according to claim 6, wherein the second instruction unit is configured to give the instruction to the control unit in conjunction with an operation of the brake lever by a passenger.

Images