JP2018024387A - Travel apparatus - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a light-weight travel apparatus, such as a personal mobility, which is required to have a stability during a high-speed travel and to allow a passenger to stably get on and off while keeping balanced.SOLUTION: A travel apparatus, for a user to be on board and travel, includes: a front-wheel support member for rotatably supporting a front wheel; a rear-wheel support member for rotatably supporting a rear wheel; a user boarding part disposed on the rear-wheel support member; a drive part for driving at least one of the front and rear wheels; an adjustment mechanism that includes a rotation part for relatively rotating the front-wheel support member and rear-wheel support member and in which an angle formed by the front-wheel support member and rear-wheel support member changes as a result of a user operation being transmitted to adjust a wheel base length between the front and rear wheels; and a control part for controlling the drive part on the basis of a parameter associated with the wheel base length. Further, the boarding part has a ground contact part that comes into contact with a travel surface when the formed angle becomes a given size or smaller.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a traveling device on which a user travels.

  In recent years, personal mobility has been in the spotlight. Personal mobility is often manufactured in a small size by giving priority to a small turn, and therefore there is a problem that stability at high speed is lacking. In addition to personal mobility, vehicles that can adjust the wheelbase length have been proposed from the viewpoint of enhancing stability during high-speed travel (see, for example, Patent Documents 1 and 2).

JP-A-1-106717 JP 2005-231415 A

  Many of the vehicles proposed so far with adjustable wheelbase length are vehicles derived from passenger cars, and it has not been considered to get on and off easily like a bicycle. A lightweight traveling device such as personal mobility is required to have stability during high-speed traveling and to be able to get on and off stably without losing balance.

  The present invention has been made to solve such a problem. In a traveling device in which the wheelbase length can be adjusted, the stability at high speed traveling and the stability at getting on and off are compatible.

  A traveling device according to a first aspect of the present invention is a traveling device that has at least a front wheel and a rear wheel in a traveling direction and travels by a user riding on the front wheel support member that rotatably supports the front wheel. A rear wheel support member that rotatably supports the rear wheel, a user's riding section installed on the rear wheel support member, a drive unit that drives at least one of the front wheel and the rear wheel, a front wheel support member, and a rear wheel An adjustment that includes a rotating part that relatively rotates the support member, and that the angle formed by the front wheel support member and the rear wheel support member changes as the user's motion is transmitted, thereby adjusting the wheel base length of the front wheel and the rear wheel. A mechanism and a control unit that controls the drive unit based on a parameter that is linked to the wheelbase length are provided, and the riding unit has a grounding member that contacts the traveling surface when an angle formed is equal to or less than a predetermined size.

  With such a configuration, the grounding member is grounded to the traveling surface in conjunction with the adjustment mechanism that adjusts the wheel base length, so that the posture of the traveling device at the time of stopping can be stabilized without requiring electric power. .

  A traveling device according to a second aspect of the present invention is a traveling device that has at least front wheels and rear wheels in the traveling direction and travels by a user riding on the front wheel support member that rotatably supports the front wheels. A rear wheel support member that rotatably supports the rear wheel, a user's riding section installed on the rear wheel support member, a drive unit that drives at least one of the front wheel and the rear wheel, a front wheel support member, and a rear wheel An adjustment mechanism that adjusts the wheelbase lengths of the front wheels and the rear wheels by changing the relative positions of the support members, and a control unit that controls the drive unit based on parameters linked to the wheelbase length, When the wheel base length is shortened to a predetermined length, the stopper has a protrusion mechanism that protrudes to the running surface.

  With such a configuration, it is possible to stabilize the posture of the traveling device when stopped regardless of the configuration of the adjusting mechanism that adjusts the wheel base length.

  According to the present invention, in a traveling device in which the wheelbase length can be adjusted, both stability during high-speed traveling and stability during getting on and off can be achieved.

It is a side surface general view at the time of a stop of the traveling device concerning the 1st example. FIG. 2 is a schematic top view of the traveling device of FIG. 1. FIG. 2 is a schematic side view of the traveling device of FIG. 1 when traveling at high speed. It is a control block diagram of the traveling apparatus according to the first embodiment. It is a graph which shows the relationship between a rotation angle and target speed. It is a table which shows the relationship between the rotation angle of another example, and target speed. It is a flowchart which shows the process in driving | running | working. It is a side view outline at the time of a stop of the traveling device concerning the 2nd example. It is an upper surface general view of the traveling apparatus of FIG. FIG. 9 is a side view of the traveling device of FIG. 8 when traveling at high speed.

  Hereinafter, the present invention will be described through embodiments of the invention, but the invention according to the claims is not limited to the following embodiments. In addition, all of the configurations described in the embodiments are not necessarily essential as means for solving the problem.

  A first embodiment will be described. FIG. 1 is a side view of the traveling device 100 according to the first embodiment when the traveling device 100 is stopped. FIG. 2 is a top view of the traveling device 100 in the state of FIG. In FIG. 2, the user 900 indicated by a dotted line in FIG. 1 is omitted.

  The traveling device 100 is a kind of personal mobility, and is an electric moving vehicle that assumes that the user stands and gets on. The traveling device 100 includes one front wheel 101 and two rear wheels 102 (a right rear wheel 102a and a left rear wheel 102b) in the traveling direction. The front wheel 101 changes its direction when the user 900 operates the handle 115 and functions as a steered wheel. The right rear wheel 102a and the left rear wheel 102b are connected by an axle 103, and are driven by a motor and a speed reduction mechanism (not shown) to function as drive wheels.

  The front wheel 101 is rotatably supported by a front wheel support member 110. The front wheel support member 110 includes a front column 111 and a fork 112. The fork 112 is fixed to one end side of the front column 111 and rotatably supports the front wheel 101 with the front wheel 101 sandwiched from both sides. A handle 115 is fixed to the other end of the front column 111 so as to extend in the direction of the rotation axis of the front wheel 101. When the user 900 turns the handle 115, the front column 111 transmits the operation force to change the direction of the front wheel 101.

  The rear wheel 102 is rotatably supported by a rear wheel support member 120. The rear wheel support member 120 includes a rear column 121 and a main body 122. The main body 122 fixedly supports one end of the rear column 121, and rotatably supports the right rear wheel 102a and the left rear wheel 102b via the axle 103. The main body 122 also functions as a housing that houses the motor, the speed reduction mechanism, a battery that supplies power to the motor, and the like. On the upper surface of the main body portion 122, a step 141 is provided for the user 900 to place his / her foot, which functions as a riding portion together with the main body portion 122.

The front wheel support member 110 and the rear wheel support member 120 are connected to each other through a turning joint 131 and a hinge joint 132. The swivel joint 131 is fixed at a position near the other end of the front column 111 constituting the front wheel support member 110 to which the handle 115 is fixed. Furthermore, pivot joint 131 is pivoted to the hinge joint 132, the extending direction parallel to the pivot axis _{T A} around the front pillar 111, to rotate relative to the hinge joint 132. The hinge joint 132 is pivotally connected to the other end of the rear column 121 constituting the rear wheel support member 120 on the side opposite to the one end supported by the main body 122, and is parallel to the extending direction of the axle 103. It rotates relative to the rear column 121 around the hinge axis _HA .

This structure, the user 900, when turning the handle 115, a front wheel supporting member 110 is changed the direction of the front wheel 101 to pivot the pivot axis T _A around against the rear wheel support member 120. Further, when the user 900 tilts the handle 115 forward with respect to the traveling direction, the front wheel support member 110 and the rear wheel support member 120 rotate relatively around the hinge axis _HA , and the front column 111 and the rear side The angle formed by the column 121 can be reduced. When the angle formed by the front column 111 and the rear column 121 decreases, the WB length, which is the distance between the wheel bases (WB) of the front wheel 101 and the rear wheel 102, decreases. Conversely, when the user 900 tilts the handle 115 rearward with respect to the traveling direction, the front wheel support member 110 and the rear wheel support member 120 rotate relatively around the hinge axis _HA , and the front column 111 and the rear The angle formed by the side columns 121 can be increased. As the angle formed by the front column 111 and the rear column 121 increases, the WB length increases.

An urging spring 133 is attached in the vicinity of the hinge joint 132. The biasing spring 133 exerts a biasing force around the hinge axis _{HA in} a rotational direction that reduces the angle formed by the front column 111 and the rear column 121. The biasing spring 133 is, for example, a torsion spring. When the user 900 does not touch the handle 115, the urging force of the urging spring 133 is changed so that the angle formed by the front column 111 and the rear column 121 becomes the minimum angle in the structure, while the user 900 It is set to such an extent that the handle 115 can be easily tilted backward with respect to the traveling direction. Therefore, the user 900 can adjust the angle formed by the front strut 111 and the rear strut 121 by changing at least one of the weight on the handle 115 and the weight on the step 141, and thus can adjust the WB length.

A rotation angle sensor 134 is attached in the vicinity of the hinge joint 132. The rotation angle sensor 134 outputs an angle formed by the front column 111 and the rear column 121 around the hinge axis _HA . The rotation angle sensor 134 is, for example, a rotary encoder. The output of the rotation angle sensor 134 is transmitted to a control unit described later.

  A stopper 124 whose length is adjusted so as to be grounded in the state shown in FIG. 1 where the WB length is the shortest is provided at the rear end of the main body 122. As will be described later, the traveling device 100 according to the present embodiment executes the control of setting the speed to 0 when the WB length is the shortest, so that the stopper 124 contacts the traveling surface when stopped. Therefore, when the vehicle is stopped, the riding section composed of the main body section 122 and the step 141 is supported at the three points of the two rear wheels 102 and the stopper 124, so that the user 900 loses balance and travels 100. It is possible to get on and off stably without defeating.

  The stopper 124 also functions as a brake that slides on the traveling surface when the user 900 makes the WB length the shortest and the traveling device 100 shifts from the traveling state to the stopped state. Therefore, if the function as a brake is strengthened, the contact surface of the stopper 124 may be formed of a high friction member.

  The traveling device 100 travels at a low speed if the WB length is short, and travels at a high speed if the WB length is long. FIG. 3 is a schematic side view of the traveling device 100 similar to that in FIG. 1, but shows a state during high-speed traveling with a long WB length.

As shown in the figure, the angle formed by the front column 111 and the rear column 121 is defined as a rotation angle θ, with the relative opening direction being positive. The minimum value (minimum angle) that the rotation angle θ can take is θ _MIN , and the maximum value (maximum angle) is θ _MAX . For example, θ _MIN = 10 degrees and θ _MAX = 80 degrees. In other words, the structural restriction member is provided so that the rotation angle θ falls within the range of θ _MIN and θ _MAX .

  The WB length has a one-to-one correspondence with the rotation angle θ and can be converted by a function of WB length = f (θ). Therefore, the WB length can be adjusted by changing the rotation angle θ. The traveling device 100 in the present embodiment accelerates when the user 900 increases the rotation angle θ, and decelerates when the user 900 decreases the rotation angle θ. That is, the target speed is associated with the rotation angle θ, and when the rotation angle θ changes, acceleration / deceleration is performed so that the target speed corresponding to the target speed is reached. In other words, the WB length and the target speed are associated with the rotation angle θ as a parameter, and when the user 900 adjusts the WB length, the target speed changes according to the WB length.

  As the rotation angle θ is reduced, the WB length is shortened, so that a small turn is advantageous. That is, it can move around in a narrow place. On the contrary, when the rotation angle θ is increased, the WB length is increased, so that the running stability, particularly the straight traveling performance is improved. That is, even if the vehicle travels at a high speed, it is difficult to receive a swing due to a step on the road surface. Further, since the speed and the WB length change in conjunction with each other, the WB length does not become long although the speed is low, and the movement can be performed with the minimum necessary projection area at the speed. That is, the area on the road surface required for the traveling device 100 to move is small, and no extra space is required. This is particularly effective when parked. Further, if the user 900 tilts the handle 115 back and forth, both the speed and the WB length can be changed in conjunction with each other, so that it is simple and easy as a driving operation.

  In addition, since the main-body part 122 is connected and fixed to the back side support | pillar 121, if rotation angle (theta) becomes large from a stop state, the main-body part 122 will also incline forward. When the main body 122 tilts forward, the stopper 124 is lifted and leaves the grounded state, so that the traveling of the traveling device 100 is not hindered.

  FIG. 4 is a control block diagram of the traveling device 100. The control unit 200 is a CPU, for example, and is accommodated in the main body unit 122. The drive wheel unit 210 includes a drive circuit and a motor for driving the rear wheel 102 that is a drive wheel, and is accommodated in the main body 122. The control unit 200 controls the rotation of the rear wheel 102 by sending a drive signal to the drive wheel unit 210.

  The vehicle speed sensor 220 monitors the amount of rotation of the rear wheel 102 or the axle 103 and detects the speed of the traveling device 100. The vehicle speed sensor 220 transmits the detection result as a speed signal to the control unit 200 in response to a request from the control unit 200. The rotation angle sensor 134 detects the rotation angle θ as described above. The rotation angle sensor 134 transmits the detection result to the control unit 200 as a rotation angle signal in response to a request from the control unit 200.

  The load sensor 240 is, for example, a piezoelectric film that detects a load applied to the step 141, and is embedded in the step 141. The load sensor 240 transmits the detection result as a load signal to the control unit 200 in response to a request from the control unit 200.

  The memory 250 is a non-volatile storage medium, and for example, a solid state drive is used. The memory 250 stores various parameter values, functions, lookup tables, and the like used for control, in addition to the control program for controlling the traveling device 100. The memory 250 stores a conversion table 251 that converts the rotation angle θ into a target speed.

FIG. 5 is a graph showing the relationship between the rotation angle θ and the target speed as an example of the conversion table 251 for converting the rotation angle θ into the target speed. As shown in the figure, the target speed is expressed as a linear function of the rotation angle θ, and is set so that the target speed increases as the rotation angle θ increases. The target speed is 0 at the minimum angle θ _MIN (degrees), and the target speed is the maximum speed V _m (km / h) at the maximum angle θ _MAX (degrees). Thus, the conversion table 251 may be in a function format.

  FIG. 6 is a table showing the relationship between the rotation angle θ and the target speed as another example of the conversion table 251 for converting the rotation angle θ into the target speed. In the example of FIG. 5, the continuously changing target speed is associated with the continuously changing rotation angle θ. In the example of FIG. 6, the continuously changing rotation angle θ is divided into a plurality of groups, and one target speed is associated with each group.

As illustrated, the rotation angle theta is, theta when it is more than theta less than _{1 MIN} associated target speed 0 (km / h), the target speed 5.0 is less than theta ₁ or θ ₂ (km / h) in correspondence, and when θ ₂ or more and less than θ ₃ , target speed 10.0 (km / h) is associated, and when θ ₃ or more and θ _MAX or less, target speed 15.0 (km / h) Associate. The conversion table 251 in such a case can adopt a lookup table format. In this way, when the target speed is associated with the range of the rotation angle θ that has a certain width, the target speed does not change little by little due to the shaking of the body of the user 900, for example. I can expect. Of course, hysteresis may be given to the boundary of the range, and if the boundary of the range is made different between acceleration and deceleration, a smoother speed change can be expected.

  The association between the rotation angle θ and the target speed is not limited to the examples in FIGS. 5 and 6, and various associations are possible. For example, it is possible to arrange such that the change amount of the target speed with respect to the change amount of the rotation angle θ is set small in the low speed region and large in the high speed region. In this embodiment, since the rotation angle θ has a one-to-one correspondence with the WB length, the conversion table 251 that associates the rotation angle θ, which is a parameter, with the target speed is used. However, the WB length is set as the target speed. A corresponding conversion table may be adopted. In this case, the conversion angle may be referred to after converting the rotation angle θ acquired from the rotation angle sensor 134 into the WB length using the above function.

  Next, the traveling process in the present embodiment will be described. FIG. 7 is a flowchart showing processing during travel. The flow starts when the power switch is turned on and a signal with a load is received from the load sensor 240, that is, when the user 900 gets on board.

  In step S101, the control unit 200 acquires a rotation angle signal from the rotation angle sensor 134 and calculates the current rotation angle θ. In step S102, the calculated rotation angle θ is applied to the conversion table 251 read from the memory 250, and the target speed is set.

  After setting the target speed, the control unit 200 proceeds to step S103 and transmits an acceleration / deceleration drive signal to the drive unit 210. Specifically, first, a speed signal is received from the vehicle speed sensor 220 and the current speed is confirmed. If the target speed is larger than the current speed, a driving signal for accelerating is transmitted to the driving unit 210, and if the target speed is smaller than the current speed, a driving signal for decelerating is transmitted to the driving unit 210.

  The control unit 200 monitors whether the rotation angle θ has changed during acceleration / deceleration, that is, whether the user 900 has tilted the handle 115 back and forth (step S104). If it is determined that the rotation angle θ has changed, the process starts again from step S101. If it is determined that there is no change, the process proceeds to step S105. When the conversion table as shown in FIG. 6 is employed, it is determined that the rotation angle θ has not changed while remaining in one range.

  In step S105, the control unit 200 receives a speed signal from the vehicle speed sensor 220, and determines whether or not the target speed has been reached. If it is determined that the target speed has not been reached, the process returns to step S103 to continue acceleration / deceleration. If it is determined that the target speed has been reached, the process proceeds to step S106. In step S106, it is confirmed whether or not the target speed is zero. If the target speed is 0, the traveling device 100 is stopped at the time of step S106. Otherwise, since the vehicle is traveling at the target speed, the control unit 200 transmits a drive signal to the drive wheel unit 210 so as to maintain the travel at the speed (step S107).

  The control unit 200 also monitors whether the rotation angle θ has changed, that is, whether the user 900 has tilted the handle 115 back and forth while traveling at a constant speed in step S107 (step S108). If it is determined that the rotation angle θ has changed, the process returns to step S101. If it is determined that there is no change, the process returns to step S107 to continue constant speed running.

  If it is confirmed in step S106 that the target speed is 0, the process proceeds to step S109, and it is determined from the load signal received from the load sensor 240 whether the user 900 has moved down. If it is determined that the user 900 is not getting off, that is, there is a load, the process returns to step S101 to continue the traveling control. If it is determined that the aircraft has been removed, the series of processes is terminated.

  Next, a second embodiment will be described. FIG. 8 is a schematic side view of the traveling device 600 according to the second embodiment when the traveling device 600 is stopped. FIG. 9 is a top schematic view of the traveling device 600 in the state of FIG. In FIG. 9, the user 900 indicated by the dotted line in FIG. 8 is omitted. The traveling device 600 is a kind of personal mobility, like the traveling device 100 of the first embodiment, and is an electric mobile vehicle that is assumed to be boarded by a user. Elements having the same functions as those of the traveling device 100 are denoted by the same reference numerals as those in the first embodiment, and description thereof is omitted.

  The traveling device 100 according to the first embodiment connects the front wheel support member 110 and the rear wheel support member 120 via a hinge joint 132 as a mechanism for adjusting the WB lengths of the front wheel 101 and the rear wheel 102, and relatively connects them. Adopted a mechanism to rotate. Then, the user 900 adjusts the WB length by tilting the handle 115 back and forth to apply his own force. The traveling device 600 in the second embodiment is provided as a mechanism for adjusting the WB length of the front wheel 101 and the rear wheel 102 so as to be interposed between the front wheel support member 110 and the main body 122 functioning as the rear wheel support member. A mechanism for expanding and contracting the stretchable rod 610 is employed. The telescopic rod 610 expands and contracts when an actuator (not shown) is driven by a control signal from the control unit 200.

  The telescopic rod 610 has a structure in which a plurality of hollow connecting rods having different diameters are arranged in a nested manner, and each connecting rod can be displaced from a contracted state to an extended state or from an extended state to a contracted state. Therefore, the control unit 200 can lengthen or shorten the WB length stepwise according to the number of connecting rods.

The swivel joint 131 is fixed at a position near one end to which the fork 112 is fixed in the front column 111 constituting the front wheel support member 110. Furthermore, pivot joint 131 is pivoted in a bearing portion 621 that constitute the coupler 620, the extending direction parallel to the pivot axis _{T A} around the front pillar 111, relative rotation between the bearing portion 621. The coupler 620 includes a connection portion 622 in addition to the bearing portion 621, and the bearing portion 621 and the connection portion 622 are integrally formed. The connection portion 622 is a columnar member that extends substantially parallel to the front column 111 and supports the accommodation box 630 on the other end side opposite to the one end side on which the bearing portion 621 is provided.

  The storage box 630 fixes and supports the tip of the thinnest connecting rod among the connecting rods constituting the extendable rod 610, and extends and contracts so as to cover at least a part of the outer peripheral surface of the connecting rod that is nested when contracted. The rod 610 is accommodated. The rear end portion of the thickest connecting rod among the connecting rods constituting the telescopic rod 610 is fixedly supported by the main body portion 122.

  In the traveling device 600, the right grip that configures the handle 115 is configured as an operation grip 616 that extends and contracts the telescopic rod 610. The operation grip 616 can be rotated forward and backward about an axis in the extending direction of the handle 116, and when the user 900 is rotated forward, an expansion signal is transmitted, and when the user grip 616 is rotated backward, a contraction signal is transmitted to the control unit 200. Sent to.

  A stopper drive unit 626 and a stopper 627 are provided at the rear end of the main body 122. The stopper driving unit 626 includes a protruding mechanism that protrudes the stopper 627 to the traveling surface, and causes the stopper 627 to protrude by a driving force of an actuator (not shown). Specifically, the control unit 200 drives the stopper driving unit 626 to project the stopper 627 in accordance with the timing when the telescopic rod 610 is contracted and the WB length shown in FIG. In addition, a motor, a solenoid, etc. can be employ | adopted for the actuator which makes the stopper 627 protrude. It is desirable to use a structure that does not consume power except during driving to displace the stopper 627 by using a spring or the like together.

  Since the traveling device 600 according to the present embodiment executes the control of setting the speed to 0 when the WB length is the shortest, similarly to the traveling device 100 according to the first embodiment, the stopper 627 travels when stopped. Touch the surface. Therefore, when the vehicle stops, the riding section composed of the main body 122 and the step 141 is supported at the three points of the two rear wheels 102 and the stopper 627. Therefore, the user 900 loses the balance and travels 600 It is possible to get on and off stably without defeating.

  The stopper 124 also functions as a brake that slides on the traveling surface when the user 900 makes the WB length the shortest and the traveling device 600 shifts from the traveling state to the stopped state. Therefore, if the function as a brake is strengthened, the contact surface of the stopper 124 may be formed of a high friction member.

  The traveling device 600 adjusts the WB length in response to an instruction to extend / contract the telescopic rod 610 from the user via the operation grip 616. And speed adjustment is performed so that the target speed matched with the WB length may be followed. FIG. 10 is a schematic side view of a traveling device 600 similar to that in FIG. 8, but shows a state in which the WB length is increased during high-speed traveling.

  The control unit 200 drives the stopper driving unit 626 to move the stopper 627 away from the traveling surface in synchronization with the timing at which the telescopic rod 610 is extended from the state where the traveling device 600 is stopped. Since the traveling device 600 starts traveling when the telescopic rod 610 is extended, the stopper 627 does not hinder the traveling.

  Even in such a configuration, the WB length is shortened when traveling at a low speed, so that a small turn is effective. That is, it can move around in a narrow place. On the contrary, since the WB length becomes longer during high speed traveling, traveling stability, in particular, straight traveling performance is improved. That is, even if the vehicle travels at a high speed, it is difficult to receive a swing due to a step on the road surface. Further, since the WB length and the speed change in conjunction with each other, the WB length does not become long although the speed is low, and the movement can be performed with the minimum necessary projection area at the speed. That is, the area on the road surface required for traveling device 600 to move is small, and no extra space is required. This is particularly effective when parked. Further, if the user 900 rotates the operation grip 616 back and forth, both the WB length and the speed can be changed in conjunction with each other, so that the driving operation is simple and easy.

  Also in the traveling apparatus 600 having the above-described configuration, speed control similar to that in the first embodiment can be performed. Specifically, the target speed conversion table associated with the rotation angle θ is changed to the target speed conversion table associated with the WB length, and the target angle is set by detecting the rotation angle θ. What is necessary is just to change a process to the process which detects WB length and sets a target speed. Moreover, since the control part 200 drives the stopper drive part 626 and makes the stopper 627 protrude, the travel apparatus 600 should just add the process which makes the stopper 627 protrude as a control flow, when WB length becomes the shortest.

  In the above description, the stopper 627 is described as being in contact with the traveling surface when the traveling device 600 is stopped. However, the protruding state may be adjusted so that the stopper 627 remains slightly lifted from the traveling surface. Specifically, the protruding state of the stopper 627 is adjusted so as to have a gap with respect to a plane formed by the ground contact point of the front wheel 101 and the ground contact point of the rear wheel 102. By adjusting in this way, it can be expected that the main body 122 is inclined and the stopper 627 comes into contact with the traveling surface to support the user only when the user 900 is likely to lose balance when getting on and off. Usually, since it is not in contact with the running surface, the drive wheels are not lifted by the delicate unevenness of the running surface, which does not hinder the start of running.

  The stopper 124 according to the first embodiment is configured to be mechanically grounded and separated as the rotation angle θ changes. Instead, the stopper driving unit 626 according to the second embodiment controlled by the control unit. The stopper 627 may be employed in the traveling device 100 of the first embodiment. In this case, the control unit 200 may project the stopper 627 in accordance with the timing at which the rotation angle θ is minimized.

  Although the embodiments have been described above, the front wheels and the rear wheels may not be wheels, and may be grounding elements such as spherical wheels and crawlers. The power source for driving the drive wheels is not limited to a motor, and may be a gasoline engine or the like. In each of the above-described embodiments, the control example in which the target speed is associated with the rotation angle θ or the WB length itself as a parameter linked to the WB length has been described as one-to-one. However, the driving is performed based on the parameter linked to the WB length. Various other controls are possible as long as they control the above. For example, a maximum speed limit value may be associated with a parameter linked to the WB length so that the user can adjust acceleration / deceleration by an accelerator throttle or the like within the range up to the limit value.

100 traveling device, 101 front wheel, 102 rear wheel, 103 axle, 110 front wheel support member, 111 front column, 112 fork, 115 handle, 120 rear wheel support member, 121 rear column, 122 main body, 124 stopper, 131 swing joint , 132 hinge joint, 133 urging spring, 134 rotation angle sensor, 141 step, 200 control unit, 210 drive wheel unit, 220 vehicle speed sensor, 240 load sensor, 250 memory, 251 conversion table, 600 travel device, 610 telescopic rod, 616 operation grip, 620 coupler, 621 bearing, 622 connection, 626 stopper drive, 627 stopper, 630 storage box, 900 user

Claims (2)

A traveling device that has at least a front wheel and a rear wheel with respect to the traveling direction and that the user rides and travels,
A front wheel support member for rotatably supporting the front wheel;
A rear wheel support member for rotatably supporting the rear wheel;
A riding section of the user installed on the rear wheel support member;
A drive unit for driving at least one of the front wheel and the rear wheel;
A rotation unit that relatively rotates the front wheel support member and the rear wheel support member, and an angle formed by the front wheel support member and the rear wheel support member is changed by transmission of an operation of the user; And an adjustment mechanism for adjusting the wheel base length of the rear wheel,
A control unit for controlling the drive unit based on a parameter linked to the wheelbase length,
The riding section includes a grounding member that contacts a traveling surface when the angle formed is equal to or less than a predetermined size. A traveling device that has at least a front wheel and a rear wheel with respect to the traveling direction and that the user rides and travels,
A front wheel support member for rotatably supporting the front wheel;
A rear wheel support member for rotatably supporting the rear wheel;
A riding section of the user installed on the rear wheel support member;
A drive unit for driving at least one of the front wheel and the rear wheel;
An adjustment mechanism for adjusting a wheel base length of the front wheel and the rear wheel by changing a relative position of the front wheel support member and the rear wheel support member;
A control unit for controlling the drive unit based on a parameter linked to the wheelbase length,
The riding part has a projecting mechanism for projecting a stopper to a running surface when the wheel base length is shortened to a predetermined length.

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