JP4474352B2 - Control device for small electric vehicle - Google Patents

Description

  The present invention relates to a small electric vehicle that can run on a sidewalk and is suitable for use by elderly people, such as an electric wheelchair, and more particularly, a steering that is rotatably supported by a handle column disposed in front of a passenger seat. At the upper end of the shaft, one end of a pair of left and right U-shaped parts is integrally connected via a connecting part, and the other end is attached to a loop-type steering handle as a free end, An accelerator lever that controls the output of the electric motor for driving the rear wheels is arranged in the loop of the steering wheel so that the driver can operate the accelerator lever with the hand holding the steering wheel. The present invention relates to an improvement in a control device for an electric vehicle.

Such a control device for a small electric vehicle is already known as disclosed in Patent Document 1.
Japanese Patent Laid-Open No. 9-150783

  In the small electric vehicle disclosed in Patent Document 1, the steering handle is disposed such that the other end portions of the left and right U-shaped portions facing each other face the rear of the vehicle body, and the driver is placed on the other end portion. A control box that protrudes forward is attached to one end of the left and right U-shaped portions that are connected to each other, so that the control box that protrudes forward of the steering handle is attached to the driver. This obstructs the visual field in front and lower from the steering handle.

  The present invention has been made in view of such circumstances, so that the driver can easily see the control box while holding the steering handle, and the field of view of the front and lower side of the steering handle can be widened. An object of the present invention is to provide a steering device for the small electric vehicle.

To achieve the above object, the present invention connects one end of a pair of left and right U-shaped portions to the upper end of a steering shaft that is rotatably supported by a handle column disposed in front of a riding seat. A loop-type steering handle is attached as a free end with the other ends separated from each other, and the output of the electric motor for driving the rear wheels is placed in the loop of the steering handle. In a steering device for a small electric vehicle, an accelerator lever is provided for controlling the steering lever so that a driver can operate the accelerator lever with a hand holding the steering handle. The vehicle is positioned forward and upward so that the connecting portion faces the rear of the vehicle, and a grip gripped by the driver is formed on the straight portions of the U-shaped portions on the connecting portion side. Steering wheel In the loop, is disposed a control box set up switches on the upper face accommodates a control unit which is operated by the accelerator lever,
A first feature is that a cylindrical mirror holder is fitted and fixed to the outer periphery of the free end portions of the U-shaped portions, and a support stay for the rearview mirror is attached to each mirror holder .

The present invention, in addition to the first feature, in front of the left and right of the grip, the accelerator lever to form the pair of operating portions were arranged on the surface after each grip, the driver to grasp it The second feature is that a depression into which the base of the thumb of the hand fits is formed.

  According to the first feature of the present invention, the loop type steering handle is disposed such that the free end side faces the front of the vehicle and the connecting portion side faces the rear of the vehicle, and the connecting portions of both U-shaped portions are arranged. Since the grip is formed on the straight portion on the side, the driver can easily confirm the road surface state immediately before the vehicle body through the space between the free end portions that are separated from each other while holding the grip, and the driver's field of view is expanded.

In addition, since the control box disposed by using the space in the loop of the steering handle disposed upwardly upward occupies the front position of the grip, the visibility of the control box is also good. In addition, since the control box covers the control unit operated by the accelerator lever, the appearance can be improved.

Further, the cylindrical mirror holder can be easily attached to the outer periphery of the free end portion by using the free end portions of the left and right U-shaped portions and fitting the cylindrical mirror holder to the outer periphery thereof. In addition, a good appearance can be obtained. Moreover , since the rearview mirrors supported by these mirror holders are arranged farther away from the grip, they are also farther away from the driver, and the driver does not greatly shift his line of sight. The mirror can be easily seen, visibility to the rearview mirror is improved, and the rear visual field can be expanded.

According to the second feature of the present invention, the driver holds the thumb of the hand holding the grip in the recess while ensuring a sufficient space between the grip and the accelerator lever to prevent the object from being caught. The thumb can be brought as close as possible to the operation portion of the accelerator lever, and the operability with respect to the lever can be improved.

  Embodiments of the present invention will be described below based on preferred embodiments of the present invention shown in the drawings.

  1 is a perspective view of a small electric vehicle according to an embodiment of the present invention, FIG. 2 is a front view of the small electric vehicle, FIG. 3 is a side view of the small electric vehicle, and FIG. 4 is a body frame of the small electric vehicle. 5 is a plan view of the vehicle body frame, FIG. 6 is a sectional view taken along line 6-6 of FIG. 3, FIG. 7 is a sectional view taken along line 7-7 of FIG. 6, and FIG. 9 is a cross-sectional view taken along line 9-9 of FIG. 8, FIG. 10 is a plan view showing the steering handle portion (enlarged view taken along arrow 10 in FIG. 3), and FIG. FIG. 12 is an enlarged view showing the main part of FIG. 11, FIG. 13 is a sectional view taken along line 13-13 of FIG. 12, and FIG. 14 is a sectional view taken along line 14-14 of FIG. 15 is a sectional view taken along line 15-15 of FIG. 12, FIG. 16 is a sectional view taken along line 16-16 of FIG. 12, FIG. 17 is a sectional view taken along line 17-17 of FIG. Key shows the effect of operation, corresponding view of FIG. 13, FIG. 19 is an operation load characteristic diagram of the accelerator lever.

  1 to 5, a small electric vehicle V includes a body frame 1, a pair of left and right front wheels 2 f and 2 f suspended from a front end portion of the body frame 1, a steering handle 3, and a steering handle 3. Steering mechanism 4 for transmitting the movement to both front wheels 2f, 2f, a power unit 5 suspended on the rear end of the body frame 1, and a pair of left and right rear wheels disposed on the left and right sides of the power unit 5 and driven by the output thereof 2r, 2r, vehicle seats 6 supported by the vehicle body frame 1 and disposed above the power unit 5, and vehicle body covers such as the leg shield 7, etc., will be described in detail below. In the following description, “left / right / front / rear” refers to the small electric vehicle V as a reference.

  First, as shown in FIGS. 4 and 5, the vehicle body frame 1 has a pair of pipe-shaped main frames 10 and 10 that are spaced apart from each other on the left and right. Each main frame 10 includes a frame front portion 10a extending inclined downward from the front end, a frame intermediate portion 10b extending horizontally rearward from the rear end of the frame front portion 10a, and a rear end of the frame intermediate portion 10b. It consists of a frame rear portion 10c extending obliquely rearward, the frame front portions 10a, 10a of the main frames 10, 10 being arranged in parallel to each other, and the frame middle portions 10b, 10b being spaced apart from each other. It arrange | positions so that it may spread toward back, and frame rear part 10c, 10c is mutually arrange | positioned in parallel. Steel frame sub-frames 11 are connected to the frame front portions 10a and 10a, and pipe-shaped cross members 12 are connected to the rear ends of the frame intermediate portions 10b and 10b. Further, a square floor panel 13 is welded to the upper portions of the frame intermediate portions 10b and 10b. Seat rails 16 are connected to the upper ends of the frame rear portions 10c and 10c to connect them together. In addition, the lower end portions of the pair of left and right support columns 17 and 17 that are inclined to the rear are welded to the front end portions of the frame front portions 10a and 10a. The vehicle body frame 1 is configured as described above.

  A driver's seat 6 is attached to the seat rail 16. An auxiliary equipment storage box 18 for storing auxiliary equipment such as a battery 19 is attached between the rear portions 10c and 10c of the frame from the front side.

  As shown in FIGS. 2, 3 and 6, left and right front wheels 2 f and 2 f are suspended independently from the sub-frame 11 via front suspension devices 20 and 20, respectively. Each front suspension device 20 includes an A-type front suspension arm 21 and a telescopic front damper 22 that have an inner end branched in a bifurcated manner. The front suspension arm 21 has a pair of front and rear bosses 21 a and 21 a at its inner end supported on a pair of front and rear pivots 23 and 23 fixed to the subframe 11 and extending in the front-rear direction via elastic bushes 24 and 24. The vertical suspension of the front suspension arm 21 is buffered between each front suspension arm 21 and the column 17 on the same side. The front damper 22 is connected.

  A knuckle 26 having an axle 25 that rotatably supports the front wheel 2 f on the same side is connected to an outer end of the front suspension arm 21, that is, a swinging end via a king pin 27 so as to be capable of turning.

  On the other hand, the handle column 28 supported by the subframe 11 and the left and right support columns 17, 17 is disposed in the center between the support columns 17, 17, and the steering handle is disposed above the handle column 28. 3 is interlocked and connected to the left and right knuckles 26, 26 via the steering mechanism 4.

  The steering mechanism 4 is rotatably supported by a handle column 28 and is integrally formed at a lower end portion of the steering shaft 29 and a steering shaft 29 to which the steering handle 3 is coupled at an upper end portion. A steering arm 30 extending rearward and a pair of left and right tie rods 31, 31 connecting the steering arm 30 to the knuckle arms 26a, 26a of the left and right knuckles 26, 26 are configured. The knuckle arm 26a extends rearward from the king pin 27 from the lower end portion of the knuckle 26. The knuckle arm 26a rotates around the king pin 27 according to the steering of the steering handle 3, and can turn the left and right front wheels 2f, 2f. .

  As shown in FIG. 1, FIG. 2, FIG. 6 and FIG. 7, a movable fender 35 is disposed above each front wheel 2f so as to cover the substantially semicircular surface of the upper portion of the front wheel 2f. It attaches to the corresponding knuckle 26 so that it can turn together with the front wheel 2f. That is, the movable fender 35 is made of synthetic resin, and has an arcuate peripheral wall portion 35a that covers the upper portion of the outer peripheral surface of the front wheel 2f, an inner wall portion 35b that covers the upper inner surface portion of the front wheel 2f, and an upper peripheral edge of the outer surface of the front wheel 2f. The inner wall portion 35b is formed with a first vertical mounting portion 36 at the center thereof and a second horizontal mounting portion at the rear end thereof. A portion 37 is formed. On the other hand, the knuckle 26 is formed with a pair of front and rear brackets 38, 38 standing at the upper end thereof, and a first attachment portion 36 is fastened to the brackets 38, 38 by bolts 39, 39, and a second knuckle arm 26a is connected to the second knuckle arm 26a. The attachment portion 37 is fastened by the bolt 40. If the bolts 39 and 40 are removed, the movable fender 35 can be removed from the knuckle 26.

  The left and right movable fenders 35 and 35 are arranged so that at least the front end portion thereof is within the field of view Z of the driver D sitting on the seat 6 (see FIG. 2).

  Thus, while driving the small electric vehicle V, the driver D observes the movable fenders 35 and 35 that turn together with the left and right front wheels 2f and 2f, thereby accurately determining the position and orientation of the front wheels 2f and 2f on the road. Therefore, maneuvering on rough roads and narrow corners can be performed easily.

  Moreover, since the movable fenders 35 and 35 need only be relatively small in area so as to cover directly above the front wheels 2f and 2f, the front wheels to be turned like the fixed front fender integrated with the body of a conventional small electric vehicle are used. Compared to the one formed to cover a wide area, it can contribute to the reduction of the width of the vehicle body, and it does not give a sense of intimidation to pedestrians while running on the sidewalk.

  Each movable fender 35 can be easily attached by bolting the first and second attachment portions 37 of the inner wall portion 35b to the brackets 38 and 38 of the knuckle 26 and the knuckle arm 26a that pivotally support the front wheel 2f. In addition to this, simultaneous turning of the movable fenders 35, 35 with the front wheels 2f, 2f can be ensured.

  Furthermore, since each movable fender 35 can be attached to and detached from the knuckle 26 alone, at the time of damage, only the movable fender 35 can be replaced with a new part regardless of other members, thereby reducing maintenance costs. be able to.

  The structure for attaching the movable fender 35 to the knuckle 26 will be described in more detail. A pair of front and rear first pairs disposed so as to sandwich a vertical plane P (see FIG. 7) including the rotation axis of the front wheel 2f is attached to the vertical first mounting portion 36 formed on the inner wall portion 35b of the movable fender 35. Attachment holes 36a and 36a are provided, and a second attachment hole 37a is provided in the horizontal second attachment part 37 formed at the lower end of the inner wall part 35b.

  In this way, the first attachment portion 36 of the movable fender 35 is supported by the knuckle 26 at two positions before and after the vertical plane P including the rotation axis of the front wheel 2f. As a result, the entire movable fender 35 can be firmly supported by the knuckle 26. Moreover, since the first and second attachment portions 36a and 37a are perpendicular to each other, the support rigidity of the movable fender 35 is high, and the attachment posture of the movable fender 35 can be contributed to stabilization and vibration prevention.

  In FIGS. 1 and 4 to 6, a pair of left and right guard members 32 projecting to the upper side of the front wheels 2 f and 2 f on the same side while surrounding the front damper 22 on the same side on the left and right sides of the front portion of the body frame 1. 32 is disposed. Each guard member 32 is formed by bending a pipe material into a loop shape, and includes a linear grip portion 32g extending in the front-rear direction, and a pair of front and rear leg portions 32a extending downward from both ends of the grip portion 32g. 32b and the rear leg 32b on the outer surface of the front frame 10a of the main frame 10, and the front leg 32a on the outer surface of the column 17 on the same side. By being fixed by, for example, the body frame 1 is supported. The leg portions 32a and 32b are disposed so as to be inclined upward at the outer end so as to pass through the front and rear sides of the front damper 22 and between the front cover 91, the front side cover 90 and the leg shield 7 and the front wheel 2f. The portion 32g occupies the upper position of the front wheel 2f and the movable fender 35.

  Thus, the left and right guard members 32, 32 prevent an obstacle such as a fallen object from entering between the front cover 91 and the front wheels 2f, 2f, and the movable fender 35, the front wheel 2f and the front damper from the obstacle. 22 etc. can be protected.

  Further, since the grip portion 32g of each guard member 32 is exposed above the movable fender 35, when the assistant lifts the front portion of the small electric vehicle V, the grip portion 32g is obstructed by the front cover 91 or the like. Can be easily gripped without lifting, improving lifting workability. Further, since the grip portion 32g is disposed above the movable fender 35, the movable fender 35 receives the scattered muddy water of the front wheel 2f, so that the dirt due to the muddy water of the grip portion 32g can be avoided. I won't get my hands dirty. Thus, the burden on the assistant when lifting the front portion of the small electric vehicle V is reduced.

  Furthermore, since both the leg portions 32a and 32b of the guard member 32 are fixed to the vehicle body frame 1, the support strength of the guard member 32 is high, and it can sufficiently withstand the lifting load.

  3, 8, and 9, the power unit 5 is suspended from the rear portion of the main frame 10 via a rear suspension device 51, and a pair of left and right rear wheels 2 r and 2 r are supported on the power unit 5. The casing 52 of the power unit 5 is composed of a reduction case 52a and a pair of left and right axle cases 52b and 52b that are integrally projected on the left and right side walls at the bottom of the reduction case 52a. On the side, an electric motor 53 using the battery 19 as a power source is attached, and an output shaft 53a of the electric motor 53 is arranged so that a pinion gear 54 formed at the tip of the electric motor 53 enters the reduction case 52a.

  In the reduction case 52a, a differential case 56 of the differential 55 is disposed coaxially with the left and right axle cases 52b, 52b, and both left and right ends thereof are rotatably supported by the reduction case 52a via ball bearings 57, 57. Is done. A large-diameter final gear 58 is splined to the differential case 56. In the reduction case 52a, an intermediate transmission shaft 59 is disposed at an intermediate portion between the output shaft 53a and the axle cases 52b and 52b, and both left and right end portions thereof are rotatably supported by the reduction case 52a. A large-diameter gear 60 that meshes with the pinion gear 54 and a small-diameter gear 61 that meshes with the final gear 58 are fixed to the intermediate transmission shaft 59. Thus, the pinion gear 54, the large-diameter gear 60, the small-diameter gear 61, and the final gear 58 constitute a reduction device 62 that transmits the rotation of the output shaft 53a of the electric motor 53 to the differential case 56 with a constant reduction ratio. The electric motor 53 is disposed above the reduction device 62.

  The left and right rear axles 63, 63 penetrating the left and right axle cases 52 b, 52 b are respectively supported by the inner peripheral surfaces of both ends of the differential case 56 so as to be relatively rotatable, and the rear axles 63, 63 enter the differential case 56. Side gears 64 and 64 are spline-coupled to the inner end portions. The differential case 56 is attached with a pinion shaft 65 orthogonal to the rotational axis thereof, and a pair of pinion gears 66, 66 meshing with the both side gears 64, 64 are rotatably supported by the pinion shaft 65. Thus, the differential case 56, the pinion gears 66, 66, and the side gears 64, 64 constitute a differential device 55 that distributes the rotation of the final gear 58 to the left and right rear axles 63, 63.

  The left and right rear axles 63, 63 are supported on the outer ends of the left and right axle cases 52b, 52b via ball bearings 67, 67. The left and right rear wheels 2r, 2r are integrally attached to the front ends of the left and right rear axles 63, 63 protruding from the outer ends of the left and right axle cases 52b, 52b. Therefore, the rear wheels 2r, 2r are supported by the axle cases 52b, 52b via the rear axles 63, 63.

  The rear suspension device 51 includes a pair of left and right rear suspension arms 70 and 70 and a pair of left and right extendable rear dampers 71 and 71. Each rear suspension arm 70 has a boss portion 70a at the front end thereof fixed to a bracket 69 at the rear end portion of the frame intermediate portion 10b and supported by a pivot 72 extending in the left-right direction via a front elastic bush 73. It can swing up and down around the pivot 72.

  A pair of front and rear support bases 75 and 75 are fixed to the rear end portion of each rear suspension arm 70 by welding, and a pair of front and rear support arms 76 and 76 'disposed above the support bases 75 and 75 are provided. Projecting integrally on both front and rear surfaces of the axle case 52b on the same side. These support arms 76, 76 'are provided with rear elastic bushes 77, 77 having their axes directed upward and downward as follows.

  That is, each rear elastic bush 77 has an outer cylinder 78 and an inner cylinder 79 disposed concentrically on the inner and outer peripheral surfaces thereof, and the outer cylinders 78 and 78 of the front and rear rear elastic bushes 77 and 77 are supported by support arms. It is press-fitted into 76 and 76 ', respectively. The inner cylinders 79 and 79 of the front and rear elastic bushes 77 and 77 are clamped and fixed between the support bases 75 and 75 and the presser plate 83 through bolts 80 and 80 penetrating them.

  In the above, each front elastic bush 73 is formed such that the elastic modulus in the vertical direction is smaller than the elastic modulus in the front-rear direction. Each rear elastic bush 77 is formed such that the elastic modulus in the left-right direction is smaller than the elastic modulus in the front-rear direction.

  A bracket 81 standing upward is fixed to each front support arm 76, and both end portions of the rear damper 71 are connected to the bracket 81 and the upper end portion of the frame rear portion 10c.

  Thus, when the rear wheels 2r and 2r are driven by the output of the power unit 5, the reaction torque acting on the casing 52 is transmitted from the support arms 76 and 76 'of the axle case 52b to the pair of front and rear elastic bushes 77 and 77, bolts. It is transmitted to and received by the rear suspension arm 70 through 80 and 80 and the support bases 75 and 75. In the meantime, the impact of the reaction torque is moderated moderately by the elastic deformation of the front and rear rear elastic bushes 77, 77. However, the rear elastic bushes 77, 77 are arranged at the front and rear with the rear axle 63 in between. Since the resistance against the force torque can be sufficiently exerted, and the elastic modulus in the front-rear direction of the rear elastic bushing 77 is set to be relatively large, the support rigidity of the power unit 5 can be increased. Thus, excessive swinging of the entire power unit 5 due to can be suppressed, and power transmission to the rear wheels 2r, 2r can be performed accurately.

  The pair of rear dampers 71 and 71 connected to the left and right support arms 76 and 76 on the front side of the axle cases 52b and 52b also work against the reaction torque of the power unit 5, so that the support rigidity of the power unit 5 is enhanced. Will contribute.

  When the small electric vehicle V is traveling, when different impact forces are applied to the left and right rear wheels 2r, 2r from the road surface, the axle cases 52b, 52b are caused by elastic deformation of the front elastic bush 73 and the rear elastic bushes 77, 77. The left and right rear wheels 2r can be tilted relatively easily so that the side having a large impact force from the road surface faces upward, and the left and right rear suspension arms 70, 70 are swung up and down relatively accordingly. , 2r can be individually raised and lowered, and the ground contact property of each rear wheel 2r can be improved, which can contribute to the improvement of riding comfort. In particular, setting the elastic modulus in the left-right direction of each rear elastic bush 77 to be relatively small promotes the relative swinging of the left and right rear suspension arms 70, 70, and further improves the ground contact property of each rear wheel 2r. It is effective in planning.

  In addition, when turning, even if the rear wheels 2r and 2r receive a lateral load, the pair of front and rear and left and right rear elastic bushes 77 and 77; The lateral support rigidity of the rear wheels 2r, 2r can be increased, and the posture of the rear wheels 2r, 2r can be stabilized.

  Since such a rear suspension device 51 has a simple structure and is easy to assemble, it can be provided at low cost.

  1 to 3-5, a pair of left and right fourth brackets 85, 85 projecting obliquely downward are welded to the upper end of the vehicle body frame 1, which is directly below the seat 6, that is, the frame rear portion 10c. Both ends of a rear bumper 86 having a U-shape so as to surround the electric motor 53 of the power unit 5 are detachably fixed to the brackets 85, 85 by bolts 87. That is, the rear bumper 86 includes a pair of left and right side guard portions 86a and 86a extending obliquely rearward from the fourth brackets 85 and 85 so as to face both left and right side surfaces of the electric motor 53, and rear end portions of the side guard portions 86a and 86a. A rear guard portion 86b that is integrally connected to face the rear surface of the electric motor 53.

  Thus, the rear bumper 86 is fixed to the vehicle body frame 1 regardless of the suspension of the rear wheels 2r, 2r. Therefore, even if the rear bumper 86 is deformed by the collision of an obstacle, the rear wheels 2r, 2r are misaligned. Can be avoided. Moreover, the rear bumper 86 can protect the electric motor 53 from obstacles approaching from the left and right sides and from the rear by the pair of left and right side guards 86a and 86a and the rear guard 86b.

  Further, the rear bumper 86 can use the rear face guard portion 86b as a grip for lifting the vehicle body, has good liftability of the rear portion of the vehicle body by an assistant, and when the small electric vehicle V is mounted on a transport vehicle, the rear face guard 86b. The portion 86b can also be used as a locking portion for a holder for holding the small electric vehicle V on the loading platform, and is highly convenient.

  In addition, the rear bumper 86 can be removed from the vehicle body frame 1 so that the power unit 5 can be easily maintained.

  3 to 5, a pair of left and right fifth brackets 105, 105 projecting rearward are welded to the middle of the seat rail 16 connecting the upper ends of the frame rear portions 10c, 10c. Left and right carrier members 106, 106 extending substantially horizontally on the power unit 5 to the rear of the rear wheels 2 r, 2 r are detachably fixed to the brackets 105, 105 by bolts 104, 104. These carrier members 106, 106 are integrally provided with support legs 106 a, 106 a bent at an acute angle downward from the rear end thereof, and an attachment piece 107 welded to the lower end of each support leg 106 a is attached to the rear bumper 86. It is detachably fixed to an intermediate portion of the rear guard portion 86b by a bolt 108 passing therethrough. The left and right carrier members 106, 106 are used, for example, with a cargo bag 109 attached to their upper surfaces. In this case, the cargo bag 109 connects the left and right carrier members 106 and 106 and serves as a reinforcing member for them.

  Thus, the carrier members 106 and 106 can be disposed using the space above the power unit 5, and the carrier members 106 and 106 can be firmly supported by the rear bumper 86 via the support legs 106a and 106a. it can.

  1 to 3 again, the left and right support columns 17, 17 cover the front side covers 90, 90 that cover the left and right sides of the support columns, the front surfaces of the support columns 17, 17, and the handle column 28, and the front side covers. The front cover 91 that connects the covers 90, 90 and the leg shield 7 that covers the rear surfaces of the columns 17, 17 and the handle column 28 and connects the front side covers 90, 90 are removed by bolts (not shown). It is fixed as possible. In this way, the leg shield 7 is arranged so as to project outward from the left and right sides of the handle column 28 and cover both legs of the driver D sitting on the seat 6 from the front. The width of the leg shield 7 is set to be shorter than the distance between the inner edges of the left and right movable fenders 35 and 35 so as to minimize the intimidation of pedestrians passing on the sidewalk, as with the floor panel 13. At the lower end of the leg shield 7, an auxiliary cover 92 that is wider and wider than the left and right movable fenders 35 and 35 and is inclined downwardly and covering the rear is integrally provided. The rear end of the auxiliary cover 92 is a floor. It is bolted to the panel 13. Both end portions 92 a and 92 a of the auxiliary cover 92 covering the rear portions of the left and right movable fenders 35 bulge outward in the radial direction of the movable fender 35 and are formed in an arc shape along the outer periphery of the movable fender 35. A floor mat 14 is laid on the upper surface of the floor panel 13 so as to cover the joint portion of the auxiliary cover 92. The floor panel 13 and the floor mat 14 constitute a footrest portion for the driver D, that is, a step floor 15.

  Thus, the auxiliary cover 92 is wider than the leg shield 7 so as to cover the rear part of the left and right movable fenders 35 and 35 and the space between the leg shield 7 and the step floor 15. The auxiliary cover 92 can catch muddy water leaking from the fenders 35 and 35 and splashing backward.

  In addition, since the auxiliary cover 92 is connected to the lower part of the leg shield 7, even if the width of the auxiliary cover 92 is wider than that of the leg shield 7, the pedestrian is not intimidated.

  Further, both end portions 92a and 92a of the auxiliary cover 92 covering the rear portions of the left and right movable fenders 35 bulge outward in the radial direction of the movable fender 35 and are formed in an arc shape along the outer periphery of the movable fender 35. A sufficient gap between the movable fenders 35 and 35 and the auxiliary cover 92 can be secured to avoid interference between the movable fenders 35 and 35 and the auxiliary cover 92 when the front wheels 2f and 2f are turned.

  Furthermore, since the auxiliary cover 92 is disposed between the leg shield 7 and the step floor 15, its lateral width is wider than that of the leg shield 7, and is inclined rearwardly downward, the auxiliary cover 92 is operated. It can also be used as an auxiliary step in which the person D can put his / her foot in a stretched state, which can contribute to an improvement in comfort.

  A pair of left and right headlights 93, 93 are attached to the lower part of the front cover 91, and front front turn signals 94, 94 are attached to the upper parts of the left and right front side covers 90, 90. A rear cover 95 that covers the power unit 5 and the left and right rear wheels 2r, 2r is fixed to the rear portion of the main frame 10, and a taillight 96 is attached to the rear surface of the rear cover 95.

  The driver's seat 6 includes a seat cushion 6a supported by the seat rail 16 and a seat back 6b that stands up from the rear end portion of the seat cushion 6a. The seat back 6b is integrally provided with support plates 97, 97 on the left and right side surfaces thereof, and a pair of left and right armrests 98, 98 are mounted on the support plates 97, 97 in a horizontal use position and a retracted position in which the seat stand 6b stands upward. It is pivotally supported so that it can rotate between the two. Reinto blinkers 95, 95 are attached to the upper portions of the support plates 97, 97 above the armrests 98, 98.

  As clearly shown in FIGS. 1 and 3, an L-shaped rear side cover 100 is attached to the frame middle portion 10 b and the frame rear portion 10 c of the main frame 10 to cover them. The rear side cover 100, the front side cover 90, and the support plate 97 represent the flat side surface of the body of the small electric vehicle V, and the reflector 101 or the light emitter is attached to the outer surface of the small side of the vehicle. . A metallic coating, a light-colored gray coating, a reflecting mirror or the like is suitable for the reflector 101. When a metallic coating, particularly a silver metallic coating, is adopted, the reflector 101 can be simply configured by painting. In addition, since the reflectivity to the irradiated light is relatively high, the visibility is good.

  In addition, a phosphorescent material or fluorescent material is appropriate for the light emitter, and when this is adopted, it emits positively when irradiated with headlights from other vehicles, so it has high visibility. .

  The reflectors 102 or light emitters similar to those described above are also attached to the outer surfaces of the front wheels 2f and 2f and the rear wheels 2r and 2r.

  Thus, at night, while the small electric vehicle V is traversing the roadway, when the headlight of another vehicle is irradiated on the side surface of the vehicle body, the rear side cover 100, Since the front side cover 90 and the support plate 97, and the front wheel 2f and the rear wheel 2r are raised, the driver of the other vehicle can easily recognize the entire small electric vehicle V, and the small electric vehicle V is good at night. Side visibility can be obtained.

  Next, a control device including the steering handle 3 of the small electric vehicle V will be described with reference to FIGS.

  10 to 13, a handle base plate 110 is fixed to the upper end of the steering shaft 29, and the steering handle 3 is welded to a stay 111 standing on the rear end portion of the handle base plate 110 by welding or the like. It is fixed.

The steering handle 3 is configured by bending a pipe material into a loop shape, and a pair of left and right U-shaped portions 3A, 3A with each bent portion facing outward, and one end of these U-shaped portions 3A, 3A The parts are integrally connected to each other and a connecting part 3B fixed to the stay 111. The other end parts of the left and right U-shaped parts 3A and 3A are spaced apart from each other and opposed to free end parts 3e and 3e. It is said. The steering handle 3 is disposed upwardly with the free end portions 3e, 3e facing the front of the vehicle and the connecting portion 3B facing the rear of the vehicle, and the steering handles 3 are arranged on the left and right U-shaped portions 3A, 3A. , A pair of left and right grips 3g, 3g to be gripped by the driver D is formed on the straight portion on the connecting portion 3B side. The distance between the left and right free ends 3e, 3e is set to be approximately equal to the distance between the inner ends of the left and right grips 3g, 3g.

  A rotating plate 112 is installed on the handle base plate 110. The relationship between the rotating plate 112 and the handle base plate 110 will be described later.

  As shown in FIGS. 12 to 17, a pair of left and right bearing bases 113, 113 are fixed to the rotating plate 112, and the shaft base 114a of the accelerator lever 114 is rotatable by the bearing bases 113, 113 and the grip 3g. , Supported in parallel with 3g. The accelerator lever 114 is configured by connecting operation portions 114b and 114b in a crank shape at both ends of the shaft portion 114a protruding outward from the bearing bases 113 and 113, and the operation portions 114b and 114b are provided to the driver D. Is pushed down toward the grips 3g and 3g with the finger of the hand H holding the grips 3g and 3g. When the operating parts 114b and 114b are pushed down, the shaft part 114a is rotated in the acceleration direction A and the pushing force is released. The shaft 114a rotates in the deceleration direction R. As clearly shown in FIG. 16, a movable stopper member 115 protruding in the radial direction is fixed to the middle of the shaft portion 114a, and a corresponding fixed stopper member 116 is fixed to the rotating plate 112, and this fixed stopper. When the movable stopper member 115 abuts on the first stopper surface 116a of the member 116, the rotation limit in the deceleration direction R of the shaft portion 114a, that is, the no-load position N of the accelerator lever 114 is restricted, and the second of the fixed stopper member 116 is controlled. When the movable stopper member 115 abuts against the stopper surface 116b, the rotation limit in the acceleration direction A of the shaft portion 114a, that is, the full load position F of the accelerator lever 114 is regulated.

  A pair of mounting flanges 117a and 117a of the accelerator sensor 117 for detecting the rotation angle of the shaft portion 114a in the acceleration direction A are fixed to the column 119 standing on the upper surface of the rotating plate 112 with screws 118 and 118. The accelerator sensor 117 is composed of, for example, a potentiometer. The accelerator lever 114 is connected to the input shaft 117b of the accelerator sensor 117 via the interlocking mechanism 120.

  The interlocking mechanism 120 includes a drive arm 121 that is fixed to the middle of the shaft portion 114a of the accelerator lever 114 and extends in the radial direction, and a driven arm 122 that is fixed to the input shaft 117b of the accelerator sensor 117 and extends in the radial direction. The interlocking pin 123 projecting from the side surface of the front end of the drive arm 121 is slidably engaged with a long hole 124 formed in the driven arm 122, and the rotation that the shaft portion gives to the drive arm 121 is It can be transmitted from the driven arm 122 to the input shaft 117b via the interlocking pin 123. And the 1st return spring 125 which consists of a tension coil spring which urges | biases the axial part 114a to the deceleration direction R by the predetermined set load is the drive arm 121, the spring latching | locking part 126 provided in the rotation board 112, and It is shrunk between.

  The drive arm 121 and the first return spring 125 have a distance S1 between the pulling force acting line L of the spring 125 and the rotation center of the drive arm 121 to rotate the drive arm 121 in the acceleration direction A. It is arranged to be shortened accordingly. Therefore, when the accelerator lever 114 is rotated from the no-load position N in the acceleration direction A, the spring force of the first return spring 125 increases, but the return moment that the spring force gives to the drive arm 121 decreases. (See line a in FIG. 19).

  The input shaft 117b is provided with a second return spring 127 made of a torsion coil spring that urges the driven arm 122 to rotate. The spring force of the second return spring 127 acts on the driven arm 122. The direction is the same as the direction in which the spring force of the first return spring 125 acts on the driven arm 122 via the interlocking pin 123.

  By the way, the driving arm 121 and the driven arm 122 have a predetermined distance S2 between the center of the interlocking pin 123 of the driving arm 121 and the rotation center of the driven arm 122, and the driving arm 121 is predetermined from the unloaded position N of the accelerator lever 114. Are gradually reduced to the intermediate operation position (when the rotation center of the drive arm 121, the center of the interlocking pin 123 and the rotation center of the driven arm 122 are aligned), and the drive arm 121 is gradually reduced. During the rotation from the intermediate operation position to the full load position F, it is arranged so as to gradually increase.

  The distance S2 corresponds to the effective length of the driven arm 122, and the effective length S2 changes as described above, whereas the effective length of the driving arm 121 integrally including the interlocking pin 123, that is, Since the distance between the rotation center of the drive arm 121 and the center of the interlocking pin 123 does not change, the spring force of the second return spring 127 is driven via the driven arm 122 when the effective length S2 of the driven arm 122 decreases. When the return torque applied to the arm 121 increases and the effective length S2 of the driven arm 122 increases, the return torque that the spring force of the second return spring 127 applies to the drive arm 121 via the driven arm 122 decreases. It will be.

  Therefore, when the accelerator lever 114 is rotated from the no-load position N to the full load position F, the return moment that the spring force of the second return spring 127 applies to the drive arm 121 via the driven arm 122 and the interlocking pin 123 is as shown in FIG. As indicated by line 19 of FIG. 19, the trend tends to increase in the first half of the rotation and decreases in the second half of the rotation.

  Thus, since the return torque due to the spring force of the first and second return springs 125 and 127 acts on the accelerator lever 114 at the same time, the operation load of the accelerator lever 114 is as shown by the line c in FIG. While the accelerator lever 114 is rotated from the no-load position N to the full load position F, it shows an increasing tendency in the first half of the rotation and a decreasing tendency in the second half of the rotation. That is, the peak value of the operation load appears at a predetermined intermediate operation position of the accelerator lever 114. Such an operation load characteristic of the accelerator lever 114 gives the driver a light feeling of the accelerator operation, and in particular, the accelerator lever 114 can be easily held at the full load position F that is used for a long time. It can contribute to fatigue reduction.

  When the accelerator sensor 117 detects the rotation angle of the accelerator lever 114 from the no-load position N via the interlocking mechanism 120, the accelerator sensor 117 outputs a corresponding signal to an electronic control unit (not shown). Then, the electronic control unit controls the output of the electric motor 53 according to the signal. Specifically, when the accelerator lever 114 is held at the no-load position N, an electromagnetic brake (not shown) provided in the electric motor 53 is operated to hold the stopped state of the small electric vehicle V. When the accelerator lever 114 is rotated from the no-load position N in the acceleration direction A, the electromagnetic brake is deactivated and the output of the electric motor 53 is increased to start and accelerate the small electric vehicle V. be able to.

  Further, when the accelerator lever 114 is released during traveling, the lever 114 is returned to the no-load position N by the urging force of the first and second return springs 125 and 127, and accordingly, the electric motor 53 generates a regenerative braking force. When this occurs and the small electric vehicle V is decelerated and becomes below a predetermined vehicle speed, the electromagnetic brake is activated. As described above, according to the use of the first and second return springs 125 and 127, even if one of the return springs 125 or 127 is damaged, the accelerator lever 114 is unloaded by the other normal return spring. It is possible to reliably return to the position N.

  The accelerator lever 114 is provided with a pair of operation portions 114b and 114b disposed in front of the left and right grips 3g and 3g at both left and right ends thereof, so that the driver D can use either the left or right hand, The accelerator operation can be performed with both hands. In particular, with both hands, the operation load borne by one hand is halved, so that the accelerator operation can be performed lightly and the operability is good.

  Now, the relationship between the rotating plate 112 and the handle base plate 110 will be described with reference to FIGS.

  The rotating plate 112 has a pair of left and right ears 112a and 112a 'upright at the rear end, and a support cylinder 130 extending in parallel with the grips 3g and 3g penetrating the ears 112a and 112a'. It is fixed. The support cylinder 130 is sandwiched between a pair of side walls 110a and 110a that are erected from both left and right ends of the handle base plate 110, and can be rotated by a pivot 131 that extends parallel to the grips 3g and 3g on the side walls 110a and 110a. Connected. Thus, the rotating plate 112 can rotate around the pivot 131 between the lower inoperative position U (FIG. 13) and the upper brake operating position B (FIG. 18). U is regulated by the protrusion 129 projecting from the lower surface of the rotating plate 112 coming into contact with the upper surface of the handle base plate 110, and the brake operating position B is set such that the shaft portion 114a of the accelerator lever 114 is placed on the left and right side walls 110a, 110a. A third return spring 132 that biases the rotating plate 112 toward the non-operation position U with a predetermined set load is controlled by contacting the formed stopper portions 135 and 135. Between the ear portion 112a 'and the spring locking portion 133 on the handle base plate 110. The set load of the third return spring 132 is set to be larger than that of the first return spring 125, and normally the handle base plate 110 is held at the non-operating position U. Therefore, the driver D does not rotate by the accelerator operation given to the operation portions 114b and 114b of the accelerator lever 114.

  A brake switch 134 that can operate the electromagnetic brake is attached to the rotating plate 112, and the brake switch 134 is disposed so that the operating piece 134 a abuts on the upper surface of the handle base plate 110. When the rotating plate 112 is held at the non-operating position U, the brake switch 134 is turned off when the operating piece 134a is pressed by the handle base plate 110, and the electromagnetic brake is inactivated. If the rotating plate 112 is rotated from the non-operating position U toward the brake operating position B, the operating piece 134a is turned on by moving away from the switch body, and the electromagnetic brake is operated. At the same time, the electric motor 53 is brought into a regenerative braking state.

  Therefore, when an emergency brake is required, if the operating portions 114b and 114b of the accelerator lever 114 are firmly held together with the grips 3g and 3g, and the accelerator lever 114 is strongly pulled toward the grips 3g and 3g, it is shown in FIG. As described above, a strong pulling force with respect to the accelerator lever 114 is transmitted to the rotating plate 112 via the bearing bases 113, 113, and the rotating plate 112 is moved toward the brake operating position B against the set load of the third return spring 132. Since it is immediately turned, the brake switch 134 is turned on to operate the electromagnetic brake, and the electric motor 53 can be brought into the regenerative braking state to stop the small electric vehicle V suddenly.

  At this time, the rotation of the rotation plate 112 around the pivot 131 is always the rotation plate regardless of variations due to individual differences in the pulling direction of the operation portions 114b and 114b of the accelerator lever 114 toward the grips 3g and 3g. This is effective in obtaining a smooth rotation of 112, and does not require any special maintenance inspection to ensure a smooth rotation of the rotation plate 112.

  The emergency brake operation for pulling the operation portions 114b and 114b of the accelerator lever 114 toward the grips 3g and 3g usually has a different operation direction from the downward accelerator operation applied to the operation portions 114b and 114b. Thus, the rotation plate 112 can be reliably rotated.

  Even if the emergency brake operation is performed when the accelerator lever 114 is at the full load position F where the movable stopper member 115 contacts the second stopper surface 116b of the fixed stopper member 116, the operation force Can immediately turn the rotating plate 112 via both the stopper members 115 and 116, and there is no waste in operating force.

  In addition, as in the case of the accelerator operation, the driver can perform the emergency brake operation with both the left and right hands, so that the operability is good.

  As shown in FIGS. 10 and 11, recesses 136 and 136 into which the roots of the thumbs Ha of the driver D's hand holding the grips 3g and 3g are fitted are formed on the rear surfaces of the left and right grips 3g and 3g. . By doing so, the driver D holds the grips 3g, 3g while securing a sufficient space between the left and right grips 3g, 3g and the left and right operation portions 114b, 114b of the accelerator lever 114 to prevent the object from being caught. By placing the base of the thumb Ha of the hand H holding the hand in the recess 136, the entire finger can be brought as close as possible to the accelerator lever 114, and even a driver with a relatively small hand can easily operate the operation portion 114b. The operability is improved.

  As described above, securing a sufficient distance between the left and right grips 3g, 3g and the accelerator lever 114 to prevent the object from being caught means that, for example, the left hand holds the left grip 3g as shown in FIG. When the acceleration operation is performed by pulling the right operation portion 114b of the accelerator lever 114 forward with the right hand while holding the grip, the left operation portion 114b moves toward the left hand of the eyelid while holding the left grip. However, it brings about the effect of not giving a feeling of oppression to the left hand. Such an effect is also brought about at the time of the aforementioned emergency brake operation in which one operation portion 114b is strongly pulled toward the grip 3g with one hand.

  In addition, since the two operation portions 114b and 114b of the accelerator lever 114 are disposed in the loop of the loop type steering handle 3, the obstacles that are close to the operation portions 114b and 114b from the front or side are steered. It can be blocked by the handle 3 to protect the operation portions 114b and 114b.

  The stay 111 that supports the steering handle 3 is formed with a pair of left and right brackets 111a and 111a protruding rearward, and these brackets 111a and 111a and the handle base plate 110 are arranged in the loop of the steering handle 3. A control box 139 is attached. The control box 139 includes a shaft 114a of the accelerator lever 114 and a connecting portion 3B of the steering handle 3, as well as a control device operated by the accelerator lever 114, that is, an interlocking mechanism 120, an accelerator sensor 117, a rotating plate 112, an emergency The brake switch 134 is configured to be accommodated.

  On the upper surface of the control box 139, a display 140 for displaying the remaining battery level is displayed at the front, a limit vehicle speed setting dial 141, a forward / reverse selector switch 142, a horn switch 143 are provided at the middle, and a power switch 144, at the rear. Left and right turn signal switches 145 and 145 are installed.

  Thus, the loop type steering handle 3 is arranged so that the free end portions 3e, 3e face the front of the vehicle and the connecting portion 3B side faces the rear of the vehicle, and the left and right U-shaped portions 3A, 3A are connected to each other. Since the grips 3g, 3g are formed on the straight part on the side of the part 3B, the driver D holds the grips 3g, 3g and passes through the space between the free ends 3e, 3e that are separated from each other. Can be easily confirmed, and the field of view of the driver D is expanded.

Further, since most of the control box 139 disposed by using the space in the loop of the steering handle 3 disposed upwardly upward occupies the front position of the grips 3g, 3g, the control box 139 is visually recognized. In addition, the switches on the control box 139 can be easily operated. In addition, since the control box 139 covers the control unit operated by the accelerator lever 114, that is, the interlocking mechanism 120, the accelerator sensor 117, the rotating plate 112, the emergency brake switch 134, etc., the appearance can be improved.

Similarly, as shown in FIGS. 10 and 11, in the steering handle 3, cylindrical mirror holders 147 and 147 are provided on the outer circumferences of the free end portions 3 e and 3 e of the left and right U-shaped portions 3 A and 3 A that are separated from each other. The support stays 149 of the rearview mirror 148 are attached to each mirror holder 147.

Thus, by using the free end portions 3e and 3e of the left and right U-shaped portions 3A and 3A and fitting the cylindrical mirror holders 147 and 147 on the outer periphery thereof , the free end portions 3e and 3e Cylindrical mirror holders 147 and 147 can be easily attached to the outer periphery, and a good appearance can be obtained. Moreover, since the rearview mirrors supported by the mirror holders 147 and 147 are disposed forwardly away from the grips 3g and 3g, the rearview mirrors are sufficiently separated forward from the driver D. The rearview mirror 148 can be easily viewed without greatly shifting the angle, and the visibility with respect to the rearview mirror 148 can be improved and the rear visual field can be widened.

  As shown in FIG. 10, a parking brake lever 150 is attached to one of the mirror holders 147 and 147, and the drum brake 151 (see FIG. 8) provided in the speed reducer 62 is operated by the brake operation. It has become.

  The present invention is not limited to the above embodiments, and various design changes can be made without departing from the scope of the invention. For example, the small electric vehicle V can be configured as a tricycle with the rear wheel 2r as a single wheel.

1 is a perspective view of a small electric vehicle according to an embodiment of the present invention. It is a front view of the small electric vehicle. The side view of the same small electric vehicle. It is a side view which shows the vehicle body frame of the small electric vehicle. The top view which shows the same vehicle body frame. FIG. 6 is a sectional view taken along line 6-6 of FIG. FIG. 7 is a cross-sectional view taken along line 7-7 in FIG. 6. FIG. 8 is a sectional view taken along line 8-8 in FIG. 3. FIG. 9 is a sectional view taken along line 9-9 in FIG. 8. It is a top view (10 arrow enlarged view of FIG. 3) which shows a steering handle part. FIG. 11 is a view corresponding to FIG. 10 showing the steering handle portion with the control box removed. It is an enlarged view which shows the principal part of FIG. FIG. 13 is a sectional view taken along line 13-13 of FIG. FIG. 14 is a cross-sectional view taken along line 14-14 of FIG. FIG. 15 is a cross-sectional view taken along line 15-15 in FIG. 12. It is the 16-16 sectional view taken on the line of FIG. It is a 17-17 line sectional view of Drawing 12. FIG. 14 is a correspondence diagram with FIG. 13 showing an operation at the time of emergency brake operation. It is an operation load characteristic diagram of an accelerator lever.

V ... Small electric vehicle D ... Driver H ... Driver's hand Ha ... Thumb 3 ... Steering handle 3A ... U-shaped Portion 3B ··· Connection portion 3e ··· Free end portion 6 ··· Seat 28 · · · Handle column 29 · · · Steering shaft 53 · · · Electric motor 114 · · · Accelerator lever 114a ... Shaft part 114b ... Operation unit 136 ... Control box
147 ... Mirror holder 148 ... Rearview mirror 149 ... Support stay

Claims (2)

A pair of left and right U-shaped portions (3A, 3A) are mutually connected to the upper end of a steering shaft (29) rotatably supported by a handle column (28) disposed in front of the riding seat (6). Are connected together via a connecting portion (3B), and a loop type steering handle (3) is attached as a free end (3e, 3e) with the other ends separated from each other. 3), an accelerator lever (114) for controlling the output of the electric motor (53) for driving the rear wheels is arranged in the loop, and the driver (D) holds the steering handle (3) (H ) In the control device of a small electric vehicle that can operate the accelerator lever (114).
The steering handle (3) is arranged in a front-up direction with the free end (3e, 3e) side facing the front of the vehicle and the connecting part (3B) side facing the rear of the vehicle. A grip (3g) to be gripped by the driver (D) is formed on a straight portion of the portion (3A, 3A) on the connecting portion (3B) side, and the accelerator lever is placed in the loop of the steering handle (3). A control box (139) which accommodates the control unit actuated by (114) and is provided with switches on the upper surface ;
Cylindrical mirror holders (147, 147) are fitted and fixed to the outer peripheries of the free ends (3e, 3e) of the U-shaped portions (3A, 3A), and the respective mirror holders (147, 147) are fixed. A steering device for a small electric vehicle, characterized in that a support stay (149) for a rearview mirror (148) is attached to the vehicle. In steering system for a small electric vehicle according to claim 1 Symbol placement,
A pair of left and right operation portions (114b, 114b) formed on the accelerator lever (114) are arranged in front of the left and right grips (3g, 3g), and are gripped on the rear surface of each grip (3g). A steering device for a small electric vehicle, wherein a depression (136) into which a root of a thumb (Ha) of a driver's hand (H) is fitted is formed.

Images