JP4844740B2 - Traveling vehicle - Google Patents

Traveling vehicle Download PDF

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Publication number
JP4844740B2
JP4844740B2 JP2006323566A JP2006323566A JP4844740B2 JP 4844740 B2 JP4844740 B2 JP 4844740B2 JP 2006323566 A JP2006323566 A JP 2006323566A JP 2006323566 A JP2006323566 A JP 2006323566A JP 4844740 B2 JP4844740 B2 JP 4844740B2
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traveling vehicle
vehicle
occupant
stopping
means
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JP2008137422A (en
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隆文 三宅
克則 土井
弘毅 林
和昭 澤田
直樹 牛来
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株式会社エクォス・リサーチ
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Description

  The present invention relates to a traveling vehicle including a vehicle body, wheels, and a mechanism for controlling the posture of the vehicle body with respect to the wheels.

  Conventionally, an auxiliary wheel that is grounded on the front side or the rear side of the left and right drive wheels arranged coaxially and an auxiliary wheel drive unit that causes the auxiliary wheel to invade and retract are used to get on and off in a state where the auxiliary wheel is brought out and grounded. Thus, there is one that eliminates the feeling of instability (see Patent Document 1).

In addition, there is a thing that a stable posture can be maintained by grounding the stand when the moving vehicle stops with the grounding points of a plurality of wheels arranged in a substantially straight line, the possibility of falling is reduced, and simple handling is possible. (See Patent Document 2).
JP 2004-74814 A JP 2004-243845 A

  However, in the inventions described in Patent Document 1 and Patent Document 2, when the occupant gets off without going through the procedure of the exit switch or the like when the vehicle is stopped, the vehicle keeps unmanned driving control. Therefore, energy such as fuel may be wasted. Further, in the absence of an occupant, there is a possibility that the vehicle executes traveling control and moves due to a disturbance such as a collision with a person or an object.

  The present invention solves the above-mentioned problem, and when the occupant gets off without getting off the procedure, the traveling vehicle is quickly and stably stopped. An object is to provide a traveling vehicle that does not move.

To this end, the present invention, in a traveling vehicle having a vehicle body and a wheel rotatably supported by the vehicle body, detects the presence or absence of an occupant during stopping, and a posture assistance means for assisting the posture of the traveling vehicle when the vehicle is stopped. When the occupant detection device, the getting-off procedure means for stopping the traveling vehicle by the procedure of the occupant, the occupant getting off without performing the procedure of the getting-off procedure means, and the occupant detection means does not detect the occupant A control device that stops the traveling vehicle and assists the posture by the stopping posture assisting means, and a peripheral monitoring device that monitors a predetermined range of the traveling vehicle, the control device comprising: When the vehicle body and the wheel are inclined or moved when the vehicle moves from the traveling time to the stationary time when the wheel and the stationary posture assisting means are grounded at three or more points. Characterized in that a storage means for storing the vehicle stop during movement space map passing-occupied, the surroundings monitoring device, when nothing is detected the stop during the movement space map, to stop the traveling vehicle And

  Further, the control device disables the control device when the vehicle is stopped.

  In addition, a timer that counts from the time when the occupant detection means does not detect an occupant is provided, and the control means stops the traveling vehicle after being counted for a predetermined time by the timer.

  The periphery monitoring device includes a first sensor that monitors the inside of the moving space map at the time of stopping, and a second sensor that monitors the outside of the moving space map at the time of stopping, and the control device includes the first sensor. When an obstacle or the like is detected in the moving space map when the vehicle is stopped, the distance to the obstacle or the like is measured, and other distances within the same distance as the detected obstacle or the like are measured by the second sensor. It is characterized in that it is detected whether an obstacle exists, and when the obstacle is not detected, the traveling vehicle is moved in a direction in which the obstacle is not detected and stopped.

  Moreover, the said control apparatus makes a lighting means light after stopping.

  Further, the stationary posture assisting means is stored in a normal state and protrudes when the vehicle is stopped.

The present invention relates to a traveling vehicle having a vehicle body and a wheel rotatably supported by the vehicle body, and a stationary posture assistance means for assisting the posture of the traveling vehicle when the vehicle is stopped, and occupant detection for detecting the presence or absence of a passenger. A device, an unloading procedure means for stopping the traveling vehicle by the procedure of the occupant, an occupant getting off without performing the procedure of the unloading procedure means, and when the occupant detection unit does not detect the occupant, A control device that stops the traveling vehicle and assists the posture by the stopping posture assisting means; and a peripheral monitoring device that monitors a predetermined range of the traveling vehicle, wherein the control device is configured such that the traveling vehicle includes the wheels. When the vehicle moves from the time of traveling to the time of stopping when the wheel and the stopping posture assisting means are grounded at three or more points, the vehicle body and the wheel are inclined or moved, so that Storage means for storing a moving space map when stopped, and the surrounding monitoring device stops the traveling vehicle when nothing is detected in the moving space map when stopped. Energy is not wasted, and it is not moved due to disturbance, and the surrounding moving space can be quickly calculated to prevent the danger of colliding with an obstacle or the like.

  In addition, since the control device disables the control device when the vehicle is stopped, even if something touches by mistake, the control device will not run away.

  In addition, a timer that counts when the occupant detection means does not detect an occupant is provided, and the control means stops the traveling vehicle after being counted for a predetermined time by the timer. When an occupant gets off temporarily for shopping or the like, the traveling vehicle is not stopped, and no operation is required when getting on again.

  The periphery monitoring device includes a first sensor that monitors the inside of the moving space map at the time of stopping, and a second sensor that monitors the outside of the moving space map at the time of stopping, and the control device includes the first sensor. When an obstacle or the like is detected in the moving space map when the vehicle is stopped, the distance to the obstacle or the like is measured, and other distances within the same distance as the detected obstacle or the like are measured by the second sensor. If an obstacle is detected and not detected, the traveling vehicle is moved in a direction in which the obstacle is not detected, and the vehicle is stopped. Therefore, the range in which the vehicle can be stopped becomes wider.

  Moreover, since the said control apparatus lights a lighting means after a stop, it can notify that a driving | running | working vehicle is a stop state to the circumference | surroundings, and becomes safer.

  Further, the posture assisting means at the time of stopping is stored at the normal time and protrudes at the time of the stopping, so that it does not get in the way during normal driving.

  Hereinafter, preferred embodiments of the present invention will be described with reference to the drawings. FIG. 1A is a front view of the traveling vehicle 1 in the first embodiment of the present invention, and FIG. 1B is a side view of the traveling vehicle 1. In addition, in FIG. 1, the passenger | crew P has shown the state seated on the seat 11a. In addition, arrows UD, LR, and FB in FIG. 1 indicate the up-down direction, the left-right direction, and the front-rear direction of the traveling vehicle 1, respectively.

  First, a schematic configuration of the traveling vehicle 1 will be described. As shown in FIG. 1, the traveling vehicle 1 includes a vehicle body 2 that includes an occupant portion 11 on which an occupant P rides, and left and right (a pair of) wheels 12 </ b> L and 12 </ b> R provided below the occupant portion 11 (lower side in FIG. 1). And a rotation drive device 52 (see FIG. 6) that applies a rotational drive force to the left and right wheels 12L and 12R, and provides a camber angle to the left and right wheels 12L and 12R during turning, By providing a difference in rotational driving force and inclining the occupant portion 11 toward the turning inner wheel, the turning performance can be improved and the comfort of the occupant P can be ensured.

  Next, the detailed configuration of each part will be described. As shown in FIG. 1, the occupant portion 11 mainly includes a seat 11a, an armrest 11b, and a footrest 11c. The seat 11a is a part for the occupant P to be seated while the traveling vehicle 1 is traveling. The seat 11a mainly includes a seat surface portion 11a1 for supporting the butt portion of the occupant P and a back surface portion 11a2 for supporting the back portion of the occupant P. Configured.

  As shown in FIG. 1, a pair of armrests 11 b for supporting the upper arm nodes of the occupant P are provided on both the left and right sides (the arrow L side and the arrow R side) of the seat 11 a. A joystick device 51 is attached to one side (arrow R side) of the armrest 11b. The occupant P operates the joystick device 51 to instruct the traveling state of the traveling vehicle 1 (for example, the traveling direction, the traveling speed, the turning direction, or the turning radius).

  As shown in FIG. 1, a footrest 11c for supporting the foot of the occupant P is disposed below the seat 11a on the front side (arrow F side). Further, a case 11d is disposed on the rear side (arrow B side) of the seat 11a, and a battery device (not shown) is disposed on the bottom surface side (arrow D side) of the seat 11.

  The battery device is a drive source for a rotation drive device 52 and an actuator device 53 described later (both are shown in FIG. 2). Further, the case 11d accommodates a control device 70 (see FIG. 2), various sensor devices or inverter devices (none of which are shown), which will be described later.

  The left and right wheels 12L and 12R are supported by a link mechanism 30 described later, and the link mechanism 30 is connected to the occupant portion 11 via a connection link 40 described later (see FIGS. 6 and 7). The detailed configuration will be described later.

  Further, an auxiliary bar 90 as an example of a stopping posture assisting unit is provided below the link mechanism 30 to prevent the traveling vehicle 1 from falling over after the occupant P gets off or during traveling.

  Next, the electrical configuration of the traveling vehicle 1 will be described with reference to FIG. FIG. 2 is a block diagram showing an electrical configuration of the traveling vehicle 1.

  The control device 70 is a control device for controlling each part of the traveling vehicle 1. As shown in FIG. 2, the control device 70 includes a CPU 71, a ROM 72 and a RAM 73 as examples of storage means, and these are input via a bus line 74. It is connected to the output port 75. A plurality of devices such as a joystick device 51 are connected to the input / output port 75.

  The CPU 71 is an arithmetic unit that controls each unit connected by the bus line 74. The ROM 72 is a non-rewritable nonvolatile memory that stores a control program executed by the CPU 71, fixed value data, and the like, and includes a moving space map 72a when the vehicle is stopped in this embodiment. The RAM 73 is a memory for storing various work data, flags and the like in a rewritable manner when executing the control program.

  As described above, the joystick device 51 as an example of the operation device is a device that is operated by the occupant P when driving the traveling vehicle 1, an operation lever (see FIG. 1) operated by the occupant P, and its operation It mainly includes a front / rear sensor 51a and a left / right sensor 51b for detecting the operation state of the lever, and a processing circuit (not shown) that processes the detection results of the sensors 51a and 51b and outputs them to the CPU 71.

  The front-rear sensor 51a is a sensor for detecting an operation state (operation amount) in the front-rear direction of the operation lever (arrow FB direction, see FIG. 1). The CPU 71 detects the detection result of the front-rear sensor 51a (operation lever The driving state of the rotary drive device 52 is controlled on the basis of the front-rear operation amount. Thereby, the traveling vehicle 1 travels at the traveling speed indicated by the occupant P.

  The left / right sensor 51b is a sensor for detecting the operation state (operation amount) of the operation lever in the left / right direction (arrow LR direction, see FIG. 1). The CPU 71 detects the detection result (operation lever) of the left / right sensor 51b. The left and right operation amounts), the drive states of the rotary drive device 52 and the actuator device 53 are controlled. Thus, the traveling vehicle 1 is turned at the turning radius instructed by the driver.

  That is, when the operating lever is operated in the left-right direction, the CPU 71 determines the turning direction and turning radius based on the detection result of the left-right sensor 51b, so that the left and right wheels 12L, 12R are tilted inward of the turning. In addition, the actuator device 53 is driven and controlled (see FIG. 8), and the rotary drive device 52 is driven and controlled so that the left and right wheels 12L and 12R are differentiated according to the turning radius. As a result, camber angles are imparted to the left and right wheels 12L and 12R, and the occupant portion 11 is tilted inward of the turn, thereby improving the turning performance and ensuring the comfort of the occupant P.

  As described above, in the traveling vehicle 1 according to the present invention, the camber angle is given to the left and right wheels 12L and 12R to generate the canvas last, and the difference in the rotational driving force between the left and right forests is provided. Rotate 1 Therefore, in the present embodiment, the center lines of the left and right wheels 12L and 12R are held parallel to each other and are not steered to the left and right. However, a steering mechanism may be provided.

  The rotational drive device 52 is a drive device for rotationally driving the left and right wheels 12L and 12R. The rotational motor 52L applies rotational drive force to the left wheel 12L, and applies rotational drive force to the right wheel 12R. The motor mainly includes an R motor 52R, and a drive circuit and a drive source (both not shown) that drive and control the motors 52L and 52R based on a command from the CPU 71.

  The actuator device 53 is a drive device for bending and extending a link mechanism 30 described later, and an F actuator 53F disposed on the front side of the link mechanism 30 (see FIG. 7, arrow F side) and the rear side of the link mechanism 30. (See FIG. 7, arrow B side) B actuator 53B, and a drive circuit and a drive source (none of which are shown) for driving and controlling each of the actuators 53L and 53R based on a command from the CPU 71 Mainly prepared.

  In the present embodiment, each actuator 53F, 53B is a telescopic electric actuator, that is, a ball screw mechanism (a screw shaft having a helical thread groove on the outer peripheral surface and a spiral corresponding to the thread groove of the screw shaft. A nut having a thread-like thread groove on the inner peripheral surface, fitted to the screw shaft, a large number of rolling elements loaded so as to be able to transfer between both nut grooves of the screw shaft and the screw shaft or nut. An electric motor that rotates, and is configured as an electric actuator that can be extended and contracted using a mechanism in which the screw shaft or the nut moves relative to the nut when the screw shaft or the nut is rotationally driven by the electric motor.

  The occupant detection device 54 is configured by disposing a weight sensor or the like disposed below the seat surface portion 11a1 of the seat 11a provided in the occupant portion 11. Further, an infrared sensor or the like may be disposed on the occupant portion 11.

  The dismounting switch 55 as an example of dismounting procedure means is a switch that cuts off the power supply of the rotary drive device 52, the actuator device 53, etc., and is used when the occupant P gets off, stops traveling control, and stops the traveling vehicle. .

  The timer 56 is used for stop-time control, which will be described later, and counts when the occupant detection device 54 does not detect the occupant P and the power-off by the getting-off switch 55 is not executed. It is used to judge whether getting off is temporary.

  The peripheral monitoring device 57 includes a front sensor 57a and a rear sensor 57b, and is a device for confirming the presence or absence of an obstacle O around the traveling vehicle 1. For example, a radar or a camera such as a laser, millimeter wave, or ultrasonic wave Confirm by image processing such as. The front sensor 57a monitors the front of the traveling vehicle 1, and the rear sensor 57b monitors the rear of the vehicle 1. In the present embodiment, the front sensor 57a and the rear sensor 57b are configured to simplify the description, but the inside of the stop-time moving space map 72a is detected based on a stop-time moving space map 72a described later. It is also possible to configure the first sensor and a second sensor that detects the outside of the moving space map 72a when the vehicle is stopped.

  The warning lamp 58 as an example of the lighting means is turned on when the traveling vehicle 1 is stopped and informs the surrounding state of the traveling vehicle 1.

  As another input / output device 59 shown in FIG. 2, for example, a detection device that detects the traveling state (traveling speed, traveling distance, etc.) of the traveling vehicle 1, the traveling state detected by the detecting device, and the occupant P A display device (not shown) for informing the vehicle or an acceleration sensor for detecting acceleration acting on the traveling vehicle 1 is exemplified.

  Next, the L and R motors 52L and 52R will be described with reference to FIG. FIG. 3A is a front view of the R motor 52R, and FIG. 3B is a side view of the R motor 52R. Note that the L motor 52L and the R motor 52R are configured in the same manner, and thus the description of the L motor 52L is omitted.

  As described above, the R motor 52R is a drive device for applying a rotational driving force to the right wheel 12R, and is configured as an electric motor. Further, the R motor 52R is configured as a so-called in-wheel motor, and as shown in FIG. 3, a hub 52a is provided on the outer side (arrow R side) of the traveling vehicle 1 and the inner side (arrow L) of the traveling vehicle 1. The upper and lower pivot plates 52b and 52c are respectively disposed on the side).

  The hub 52a is a portion to which the wheel 12Ra of the right wheel 12R is fastened and fixed by a hub nut and a hub bolt (see FIGS. 6 and 7). As shown in FIG. 3A, the drive shaft (see FIG. It is formed in a disc shape concentric with the axis O (not shown). When the drive shaft of the R motor 52R is rotationally driven, the rotation is transmitted to the wheel 12Ra via the hub 52a, and the right wheel 12R is rotationally driven.

  The upper pivot support plate 52b and the lower pivot support plate 52c are members for pivotally supporting end portions of an upper link 31 and a lower link 32 described later (see FIGS. 6 and 7), as shown in FIG. , And fixed to the side surface (side surface of the arrow L) of the R motor 52R by welding. The upper and lower shaft support plates 52b and 52c are provided with through holes 52b1 and 52c1 for supporting the upper and lower links 31 and 32, respectively.

  As shown in FIG. 3B, a pair of the upper and lower shaft support plates 52b and 52c are arranged to face each other with a predetermined distance therebetween. In the present embodiment, these opposing intervals (arrow FB direction method) are set to the same size.

  In the present embodiment, the imaginary line connecting the through hole 52b1 of the upper shaft support plate 52b and the through hole 52c1 of the lower shaft support plate 52c is configured to be orthogonal to the axis O of the R motor 52R. Thereby, as will be described later, the link mechanism 30 can be configured as a four-node parallel link mechanism (see FIG. 8).

  Next, the upper link 31 and the lower link 32 will be described with reference to FIG. 4A is a front view of the upper link 31 and the lower link 32, and FIG. 4B is a top view of the upper link 31 and the lower link 32.

  The upper link 31 and the lower link 32 are members that are pivotally supported by the R and L motors 52R and 52L, and constitute a four-node link mechanism together with the R and L motors 52R and 52L (FIGS. 6 to 6). 8), as shown in FIG. 4, they are configured as plate-like bodies having the same shape, that is, substantially rectangular in front view.

  The through holes 33R and 33L drilled at both ends of the upper and lower links 31 and 32 are portions that are pivotally supported by the upper shaft support plates 52b (through holes 52b1) of the R and L motors 52R and 52L. A through-hole 33C drilled in the central portion in the longitudinal direction (left-right direction in FIG. 4) of the upper and lower links 31 and 32 is a portion that is pivotally supported by a connecting link 40 described later (see FIGS. 6 to 8).

  In the present embodiment, the link mechanism 30 is configured by pivotally supporting both ends of the two upper links 31 and the two lower links 32 with the R motor 52R and the L motor 52L, respectively. Details will be described later (see FIGS. 6 and 7).

  Next, the connecting link 40 will be described with reference to FIG. 5A is a front view of the connecting link 40, FIG. 5B is a side view of the connecting link 40, and FIG. 5C is a top view of the connecting link 40. FIG.

  The connection link 40 is a member for connecting the link mechanism 30 and the occupant portion 11, and mainly includes a connection member 41 and an occupant support member 42. The connecting member 41 is a portion that becomes a connecting portion between the upper and lower links 31 and 32, and is formed in a substantially U shape in a side view as shown in FIG. Connected to the unit 42.

  As shown in FIG. 5A, the through hole 43a formed above the connecting member 41 (arrow U side) is a part that is pivotally supported by the through hole 33C of the upper link 31, and the connecting member A through hole 43b drilled below 41 (arrow D side) is a part pivotally supported by the through hole 33C of the lower link 32 (see FIGS. 6 to 8).

  The occupant support part 42 is a member for supporting the occupant part 11 (seat 11a) from the bottom surface side (arrow D side, see FIG. 6). As shown in FIG. As shown in FIGS. 5B and 5C, the pair of members formed in is connected and integrated by a rod-shaped body.

  Next, the detailed configuration of the link mechanism 30 will be described with reference to FIGS. 6 and 7. FIG. 6 is a front view of the link mechanism 30, and FIG. 7 is a top view of the link mechanism 30. 6 and 7, the armrest 11b, the footrest 11c, etc. are not shown in order to simplify the drawings for easy understanding, and the left and right wheels 12L, 12R, the connecting link 40, etc. are viewed in cross section. Has been.

  As shown in FIGS. 6 and 7, both ends of the upper link 31 are rotatably supported by the upper shaft support plate 52b of the R motor 52R and the L motor 52L, and similarly, both ends of the lower link 32 are connected to the R motor 52R and By being rotatably supported by the lower shaft support plate 52c of the L motor 52L, the upper and lower links 31 and 32 and the R and L motors 52R and 52L allow the four-link mechanism 30 to be parallel links. Configured as

  Here, in this embodiment, as shown in FIGS. 6 and 7, a pair of motor devices (that is, the L and R motors 52L and 52R) rotate and apply a rotational driving force to the left and right wheels 12L and 12R. Since the device is configured to function as a device, for example, the left and right wheels 12L and 12R are provided without providing a complicated configuration in which a differential device is provided and the differential device and the left and right wheels 12L and 12R are connected by a constant velocity joint. Can be made differential.

  At the same time, in the present embodiment, the pair of motor devices (L and R motors 52L and 52R) is configured to serve as both the rotation drive device and the left and right (a pair of) wheel supports, thereby reducing the number of parts. The structure can be simplified. As a result, it is possible to reduce weight and reduce parts / assembly costs.

  As shown in FIGS. 6 and 7, the connection link 40 includes a connection member 41 that is pivotally supported by the upper link 31 and the upper link 32, and an occupant support member 42 that supports the occupant 11 (seat 11 a) on the bottom side. Support from. Thereby, as will be described later, the connecting link 40 can be inclined as the link mechanism 30 bends and stretches, and as a result, the occupant portion 11 can be inclined toward the turning inner wheel (see FIG. 8).

  As shown in FIGS. 6 and 7, an F actuator 53F and a B actuator 53B are provided on the front side (arrow F side) and the rear side (arrow B side) of the link mechanism 30, respectively. As described above, the F and B actuators 53 </ b> F and 53 </ b> B are driving devices for bending and extending the link mechanism 30, and both ends thereof are connected to non-adjacent support shafts of the four-link mechanism 30.

  That is, as shown in FIGS. 6 and 7, the F actuator 53F has its lower end (main body node side) supported on the lower shaft support plate 52c of the R motor 52R via the support shaft 80Fc, while its upper end side. The (rod side) is pivotally supported on the upper pivot support plate 52b of the L motor 52L via the support shaft 80Fb. As a result, the F actuator 53F is knocked on the diagonal line of the four-node link mechanism 30.

  As shown in FIG. 7, the B actuator 53B has a lower end (main body node side) pivotally supported by a lower shaft support plate 52c of the L motor 52L via a support shaft 80Bd, and an upper end side (rod side). ) Is supported on the upper shaft support plate 52b of the R motor 52R via the support shaft 80Ba. As a result, the B actuator 53B is knocked on the diagonal line of the four-node link mechanism 30. Further, the F and B actuators 53F and 53B are arranged so as to cross each other.

  In this way, both ends of the F and B actuators 53F and 53B are connected to the support shafts that are not adjacent to each other in the four-node link mechanism 30 (that is, they are struck on the diagonal line of the four-node link mechanism 30). From the action point (for example, as shown in FIG. 6, in the case of the F actuator 53F, the support shaft 80Fb and the support shaft 80Fc) to the rotation center (the remaining support shaft 80Fa and the support shaft 80Fd to which both ends of the F actuator 53F are not connected). As a result, the driving force necessary for bending and stretching the link mechanism 30 can be reduced accordingly.

  As a result, the link mechanism 30 can be bent and stretched smoothly (that is, at high speed and high accuracy) and the drive performance required for the actuators (F and B actuators 53F and 53B) can be kept low. By reducing the size of the drive source and the like, it is possible to reduce the weight and the cost of parts.

  Further, when an arm is further provided in the link mechanism 30 so as to increase the distance from the point of application of the force to the center of rotation, the weight increases by the amount of the arm, and the arm and the actuator are not bent when the link mechanism 30 is bent and extended. It projects outward from the outer shape of the link mechanism and cannot be downsized.

  On the other hand, if the configuration is such that the ends of the actuators (F and B actuators 53F and 53B) are knocked on the diagonal of the link mechanism as in the present embodiment, the above distance is maximized without providing an arm. In addition, the actuator can be prevented from protruding outward from the outer shape of the link mechanism when the link mechanism 30 is bent and stretched, and the size can be reduced.

  Further, as described above, since the pair of actuators (F and B actuators 53F and 53B) are arranged so as to cross each other, the link mechanism 30 can be moved in any direction as compared with the case where they are arranged in the same direction. Can be bent evenly, ensuring the stability of the turning motion.

  For example, in a configuration in which one actuator is put on the diagonal line of the four-node link mechanism 30, the actuator is extended so that the link mechanism 30 bends and extends from the neutral position to one direction (for example, corresponding to a right turn). With this extension, the angle formed by the direction of the force and the node of the link mechanism 20 (for example, the angle formed by the F actuator 53F and the L motor 52L in FIG. 8B) gradually approaches O °. .

  That is, the force component for rotating the node of the link mechanism 30 among the forces acting on the link mechanism 30 from the actuator (that is, orthogonal to the imaginary line connecting the rotation center of one node and the action point of the force). For example, in FIG. 8B, when the L motor 52L has one node, the center of rotation of the one node is the support shaft 80Fd, and the point of action of the force is the support shaft 80b. Therefore, the ratio of the virtual line becomes a line connecting the support shaft 80Fd and the support shaft 80Fb) is reduced.

  On the other hand, when the actuator is shortened so that the link mechanism 30 bends and stretches from the neutral position to the other direction (corresponding to the left turn), the angle formed between the direction of the force and the node of the link mechanism 30 is reduced. Gradually approaching 90 °.

  That is, the force component for rotating the node of the link mechanism 30 among the forces acting on the link mechanism 30 from the actuator (that is, orthogonal to the imaginary line connecting the rotation center of one node and the action point of the force). The ratio of the force component in the direction to be increased.

  Thus, when the link mechanism 30 is bent and stretched, the step of extending the actuator requires a larger driving force than the step of shortening (in other words, the step of shortening the actuator requires less driving than the step of extending. The link mechanism 30 can bend and stretch with force).

  Accordingly, when a pair of actuators (F and B actuators 53F and 53B) is provided, the step of bending and extending the link mechanism 30 in the direction of 1 (that is, extending the actuator) if the pair of actuators are arranged in the same direction. Since the driving force required for the step of bending and stretching in the other direction (that is, shortening the actuator) is different, the amount of bending and stretching and the rate of bending and stretching of the link mechanism 30 are different in both directions (that is, right turn and left turn). This makes it difficult to match with high accuracy.

  As a result, the bending and stretching of the link mechanism 30, that is, the turning operation of the traveling vehicle 1, becomes unstable, causing a problem that the operability of the passenger P and the turning performance are deteriorated. Further, the operation control of the actuator becomes complicated, and the control cost increases.

  On the other hand, in this embodiment, since the pair of actuators (F and B actuators 53F and 53B) are arranged so as to intersect each other, the link mechanism 30 can be bent and stretched in any direction with the same driving force. In addition, it is possible to ensure the stability of the bending operation (turning performance) and to reduce the control cost of the CPU 71.

  In the present embodiment, as shown in FIGS. 6 and 7, the F and B actuators 53F and 53B are arranged such that the main body node side is located below the rod side. As a result, since the portion where the weight is increased can be positioned below the traveling vehicle 1 and the center of gravity of the traveling vehicle 1 can be lowered, the turning performance can be improved accordingly.

  As shown in FIGS. 6 and 7, elastic spring devices 60F and 60B are disposed on the front side (arrow F side) and the rear side (arrow B side) of the link mechanism 30, respectively. These elastic spring devices 60F and 60B are drive devices for energizing the link mechanism 30 to return it to the neutral position regardless of the direction in which the link mechanism 30 is bent or stretched. It is configured as a coil spring.

  These elastic spring devices 60F and 60B are made of the same material and have the same shape, and, as in the case of the F and B actuators 53F and 53B described above, the both ends of the link mechanism 30 having four nodes are adjacent to each other. Not connected to the support shaft.

  That is, as shown in FIGS. 6 and 7, the elastic spring device 60F has its lower end supported on the lower shaft support plate 52c of the L motor 52L via the support shaft 80Fd, and its upper end connected to the R motor 52R. The upper shaft support plate 52b is supported by a support shaft 80Fa. As a result, the elastic spring device 60F is knocked on the diagonal line of the four-node link mechanism 30 while being orthogonal to the F actuator 53F.

  As shown in FIG. 7, the elastic spring device 60B has a lower end pivotally supported by a lower pivot support plate 52c of the R motor 52R via a support shaft 80Bc, and an upper end side supported by the upper pivot support of the L motor 52L. It is pivotally supported on the plate 52b via a support shaft 80Bb. As a result, the elastic spring device 60B is knocked on the diagonal line of the four-node link mechanism 30 while being orthogonal to the B actuator 53B. Further, these elastic spring devices 60F and 60B are also arranged in a direction crossing each other.

  As described above, in the present embodiment, the elastic spring devices 60F and 60B are provided, and even when the link mechanism 30 is bent or stretched in any direction, the biasing force is applied to the link mechanism 30 to return to the neutral position. Therefore, it is unnecessary to constantly drive the F and B actuators 53F and 53B to hold the link mechanism 30 in the neutral position. Therefore, the control and drive for holding the link mechanism 30 in the neutral position are not required, and the control cost and drive cost can be reduced.

  The F and B actuators 53F and 53B need only be driven when the link mechanism 30 is bent or stretched in any direction, and the drive for returning the link mechanism 30 to the neutral position can be made unnecessary. Therefore, the driving cost can be reduced accordingly. However, the F and B actuators 53F and 53B may be driven also in the step of returning to the neutral position. As a result, it is possible to speed up the return process and stabilize the turning state.

  Furthermore, in the present embodiment, as described above, the elastic spring devices 60F and 60B are arranged so as to intersect with each other, and therefore, in the same direction as the actuators (F and B actuators 53F and 53B) described above. Compared with the case where it arrange | positions, the return operation | movement to the neutral position of the link mechanism 30 and a holding | maintenance operation | movement can be performed stably.

  Next, the operation of the link mechanism 30 configured as described above will be described. FIG. 8 is a schematic diagram for explaining a bending / extending operation of the link mechanism 30 and corresponds to a front view of the link mechanism 30. In FIG. 8, the R and L motors 52R, 52L and the like are schematically illustrated, and the elastic spring member 60F and the like are not illustrated.

  As shown in FIG. 8A, when the link mechanism 30 is in the neutral position, the camber angles of the left and right wheels 12L, 12R are O °. The inclination angle of the connecting link 40 is also 0 °. When the F actuator 53F is driven to extend, the link mechanism 30 is bent and stretched as shown in the eye 8 (b), and predetermined camber angles θR and θL are given to the left and right wheels 12L and 12R. A predetermined inclination angle θC is given to the link 40.

  In the present embodiment, since the link mechanism 30 is configured as a parallel link mechanism, the camber angles θR, θL and the inclination angle θC all have the same value. When the F actuator 53F is driven to extend (short circuit drive), the B actuator 53B is driven to short circuit (extension drive).

  Next, stop control of the traveling vehicle 1 will be described. First, stop in the stop time control of the present embodiment will be described. FIG. 9 shows when the traveling vehicle 1 is traveling and stopped. FIG. 9A shows a normal traveling control, and FIG. 9B shows a stop.

  As shown in FIG. 9 (b), the stop in the stop time control of this embodiment means that the traveling vehicle 1 is grounded at three or more points by the wheels 12 and the stop time posture assisting means 90, thereby achieving static stability. It means holding. In this case, the power for driving is turned off and normal driving control is not executed.

  10 and 11 show flowcharts of the present embodiment. FIG. 10 shows the main process, and FIG. 11 shows the automatic stop process of the subroutine. First, in step 1, normal travel control is executed (ST1). Next, in step 2, it is determined whether the getting-off switch 55 is turned on (ST2).

  Here, a case where the getting-off switch 55 is turned on first will be described. When the getting-off switch 55 is turned on, the operation of the joystick device 51 is invalidated at step 11 (ST11). Next, in step 12, the value of the front sensor 57a of the periphery monitoring device 57 is acquired (ST12).

  Subsequently, as a result of acquiring the value of the front sensor 57a in step 13, the position of the obstacle Of etc. is compared with the moving space map 72a at the time of stopping where the traveling vehicle 1 inclines or moves as the vehicle stops, and moves at the time of stopping. It is confirmed that no obstacle Of exists in the space map 72a (ST13). The stop-time moving space map 72a is three-dimensional data representing a space that the traveling vehicle 1 passes and occupies when the traveling vehicle 1 tilts or moves for stopping as shown in FIG. In addition, in order to give a margin, a margin may be added, and a space larger than a space that passes and occupies may be used as the stop-time moving space map 72a.

  When it is confirmed that there is no obstacle Of or the like in the moving space map 72a when the vehicle is stopped, the traveling vehicle 1 is stopped in step 14 so that the occupant can get off (ST14).

  If there is an obstacle Of or the like in the moving space map 72a when the vehicle is stopped, the value of the distance D to the rear obstacle Or or the like is acquired by the rear sensor 57b of the periphery monitoring device 57 in step 21 (ST21).

  Next, in step 22, the rear safety is confirmed (ST22). As shown in FIG. 13, the safety confirmation method for the rear is to first stop the vehicle by comparing the distance to the obstacle Of and the like confirmed by the front sensor 57a in step 13 with the moving space map 72a when stopped. Calculate the reverse distance L required for. Next, the distance D to the rear obstacle Or obtained by the rear sensor 57b of the periphery monitoring device 57 in step 21 is compared with the reverse distance L necessary for stopping, and the relationship of D> L is established. Judge if there is.

  If D> L and the rear safety is confirmed, in step 23, the vehicle moves backward to avoid the obstacle Of and the like (ST23). Then, it progresses to step 14 and the traveling vehicle 1 is stopped.

  If the relationship of D> L is not satisfied and the rear safety cannot be confirmed, a warning message such as “Please move” is output in step 31 (ST31). Next, in step 32, it is confirmed whether the getting-off switch 55 is OFF (ST32). If the getting-off switch 55 is OFF, the joystick device 51 is validated in step 33 (ST33). Thereafter, the process returns to the normal travel control in step 1. If the getting-off switch 55 is not OFF, the process returns to step 12 to detect whether the obstacle Of or the like is moving or the surroundings monitoring device 57 again detects the presence or absence of the obstacle Of or the like.

  Next, the case where the getting-off switch 55 is not turned on as a result of determining whether the getting-off switch 55 is turned on in Step 2 will be described.

  When the getting-off switch 55 is not turned ON, the value of the occupant detection device 54 is acquired in step 3 (ST3). Next, in step 4, as a result of obtaining the value of the occupant detection device 54, it is determined whether or not the occupant is getting off (ST4). If the occupant is getting off, the automatic stop processing control of the subroutine is entered at step 5 (ST5). If the occupant is not getting off, the routine returns to step 1 and normal traveling control is executed.

  Next, the automatic stop processing control in step 5 shown in FIG. 11 will be described. First, in step 101, the timer 56 is started (ST101). Next, in step 102, the joystick device 51 is invalidated (ST102). Subsequently, in step 103, the warning lamp 58 as a lighting means for notifying the surroundings of the warning is turned on (ST103). Next, in step 104, the value of the occupant detection device 54 is acquired (ST104). In step 105, it is determined whether the occupant has boarded the traveling vehicle 1 again (ST105).

  If the occupant gets on the traveling vehicle 1 again, the joystick device 51 is validated in step 121 (ST121). In step 122, the return value is set as a re-boarding (ST122), and the automatic stopping process is terminated.

  If the occupant has not boarded the traveling vehicle 1 again, it is determined in step 106 whether or not a fixed time has elapsed by the timer 56 (ST106). If the predetermined time has not elapsed, the process returns to step 104.

  If the predetermined time has elapsed, in step 107, the value of the front sensor 57a of the periphery monitoring device 57 is acquired (ST107).

  Subsequently, as a result of acquiring the value of the front sensor 57a in step 108, the position of the obstacle Of etc. is compared with the moving space map 72a at the time of stopping where the traveling vehicle 1 inclines or moves as the vehicle stops, and moves at the time of stopping. It is confirmed that there is no obstacle Of in the space map 72a (ST108). When it is confirmed that there is no obstacle Of or the like in the moving space map 72a when the vehicle is stopped, the traveling vehicle 1 is stopped in step 109 so that the passenger can get off (ST109).

  If there is an obstacle Of or the like in the moving space map 72a when the vehicle is stopped, the value of the distance D to the rear obstacle Or or the like is acquired by the rear sensor 57b of the periphery monitoring device 57 in step 131 (ST131). Next, in step 132, the rear safety is confirmed (ST132). As shown in FIG. 13, the method for confirming the safety behind the vehicle is as shown in FIG. 13. First, the distance to the obstacle Of etc. confirmed by the front sensor 57a in step 108 is compared with the moving space map 72a when stopped. Then, the reverse distance L required for stopping is calculated. Next, the distance D to the rear obstacle Or obtained by the rear sensor 57b of the periphery monitoring device 57 in step 21 is compared with the reverse distance L necessary for stopping, and the relationship of D> L is established. Judge if there is.

  If the relationship of D> L is satisfied and the rear safety can be confirmed, in step 133, the vehicle moves backward to avoid the obstacle Of and the like (ST133). Then, it progresses to step 109 and the traveling vehicle 1 is stopped. If the relationship of D> L is not satisfied and the rear safety cannot be confirmed, the process returns to step 104.

  After stopping the traveling vehicle 1 in step 109, the power is turned off in step 110 (ST110). Subsequently, in step 111, the return value is turned off (ST111), and the automatic stopping process is terminated.

  Again, returning to the main process shown in FIG. 10, it is determined in step 6 whether the return value is a re-boarding as a result of the automatic stop process in step 5 (ST6). If the return value is a re-ride, the process returns to the normal travel control in step 1. If the return value is not a re-boarding and the power is turned off, the control is terminated.

  Further, as another embodiment, as shown in FIG. 14, the stationary posture assisting means 90 is stored during normal traveling, but protrudes and comes into contact with the stationary vehicle 1 during the stationary control. The posture may be maintained and stopped. FIG. 14A shows an auxiliary leg 91, and FIG. 14B shows an auxiliary wheel 92. Further, as shown in FIG. 15, the two front and rear auxiliary legs 93a and 93b may be protruded and grounded.

  As described above, in the traveling vehicle 1 of the present embodiment, when the occupant gets off without performing the procedure of the dismount switch 55 and the occupant detection device 54 does not detect the occupant, the traveling vehicle 1 is stopped and the vehicle is stopped. Since the posture assisting means 90 includes the control device 70 that assists the posture, energy such as fuel is not wasted, and the device is not moved by disturbance.

  In addition, since the joystick device 51 that is the control device is invalidated when the vehicle is stopped, even if something touches by mistake, it will not run away.

  In addition, since the traveling vehicle 1 is stopped after being counted for a predetermined time by the timer 56, when the occupant temporarily gets off by picking up a dropped item or shopping, the traveling vehicle 1 is not stopped again. There is no need to do anything when getting on.

  In addition, it further includes a periphery monitoring device 57 that monitors a predetermined range of the traveling vehicle 1, and the control device 70 stops the traveling vehicle 1 when the periphery monitoring device 57 detects nothing within the predetermined range. Further, it is possible to prevent the danger of colliding with an obstacle Of.

  Further, the control device 70 has a ROM 72 that stores a stop-time moving space map 72a that the traveling vehicle 1 passes and occupies when stopped, and the predetermined range is the stop-time moving space map 72a. Can do.

  Further, when the front sensor 57a detects an obstacle Of or the like in the moving space map 72a when the vehicle is stopped, the distance to the obstacle Of etc. in the front is measured, and the distance to the obstacle Of etc. in the front is measured by the rear sensor 72b. If other obstacles Or are present within the same distance, and if they are not detected, the traveling vehicle 1 is moved backward and stopped, so the range in which the vehicle can be stopped becomes wider.

  Further, since the lighting means is turned on after the vehicle stops, it is possible to inform the surroundings that the traveling vehicle 1 is in a stopped state, and it becomes safer.

  Further, the stationary posture assisting means 90 is stored in the normal time and protrudes when the vehicle is stopped, so that it does not get in the way during normal driving.

(A) is a front view of the vehicle in 1st Embodiment of this invention, (b) is a side view of a vehicle. 1 is a block diagram showing an electrical configuration of a vehicle. (A) is a front view of R motor, (b) is a side view of R motor. (A) is a front view of an upper link and a lower link, (b) is a top view of an upper link and a lower link. (A) is a front view of a connection link, (b) is a side view of a connection link, (c) is a top view of a connection link. It is a front view of a link mechanism. It is a top view of a link mechanism. It is a schematic diagram for demonstrating the bending operation of a link mechanism, (a) has shown the state in a neutral position, (b) has each shown the bent state. It is a figure which shows the stop state of this embodiment. It is a flowchart of the main process of this embodiment. It is a flowchart of a subroutine of the present embodiment. It is a figure which shows the movement space map at the time of a stop of this embodiment. It is a figure which shows the back safety confirmation method of this embodiment. It is a figure which shows a posture assistance means at the time of a stop as other embodiment. It is a figure which shows a posture assistance means at the time of a stop as other embodiment.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Traveling vehicle, 2 ... Vehicle body, 11 ... Passenger part, 11a ... Seat, 12 ... Wheel, 30 ... Link mechanism, 51 ... Joystick device (operation means), 52 ... Rotation drive device, 53 ... Actuator device (Body left-right inclination) Device), 54 ... occupant detection device, 55 ... drop-off switch, 56 ... timer, 57 ... periphery monitoring device, 58 ... lighting means, 70 ... control device, 71 ... CPU, 72 ... ROM, 72a ... moving space when stopped Map 73 ... RAM 74 ... Bus line 75 ... Input / output port 90 ... Auxiliary bar (posture assistance means when stopped) 91 ... Auxiliary leg (posture assistance means when stopped) 92 ... Auxiliary wheel (posture assistance when stopped) Means), 93a, 93b ... Auxiliary legs (stop posture assistance means)

Claims (6)

  1. The car body,
    A wheel rotatably supported by the vehicle body;
    In a traveling vehicle having
    Stopping assistance means for assisting the posture of the traveling vehicle when the vehicle is stopped;
    An occupant detection device that detects the presence or absence of an occupant;
    A getting-off procedure means for stopping the traveling vehicle by the passenger's procedure,
    A control device that, when an occupant gets off without performing the procedure of the getting-off procedure means, and when the occupant detection means does not detect an occupant, stops the traveling vehicle and assists the posture by the stopping posture assistance means; ,
    A periphery monitoring device for monitoring a predetermined range of the traveling vehicle;
    With
    The controller is
    When the traveling vehicle shifts from traveling by the wheel to stopping when the wheel and the stopping posture assisting means are grounded at three or more points, the vehicle body and the wheel are inclined or moved, Having a storage means for storing the occupied space map when stopped;
    The traveling vehicle, wherein the traveling monitoring device stops the traveling vehicle when nothing is detected in the stop space moving space map .
  2.   The traveling vehicle according to claim 1, wherein the control device disables the control device when the vehicle is stopped.
  3. A timer for counting from the time when the occupant detection means did not detect the occupant,
    The traveling vehicle according to claim 2, wherein the control means stops the traveling vehicle after being counted for a predetermined time by the timer.
  4. The periphery monitoring device has a first sensor that monitors the inside of the moving space map at the time of stopping, and a second sensor that monitors the outside of the moving space map at the time of stopping,
    When the first sensor detects an obstacle or the like in the moving space map when stopped, the control device measures the distance to the obstacle or the like, and the second sensor detects the obstacle or the like. detecting whether other obstacles are in the same distance in the distance, if not detected, claims 1 to, characterized in that the traveling vehicle obstacle stops is moved in a direction that is not detected Item 4. The traveling vehicle according to any one of items 3 to 3 .
  5. The traveling vehicle according to any one of claims 1 to 4, wherein the control device lights the lighting means after the vehicle stops.
  6. The traveling vehicle according to any one of claims 1 to 5, wherein the stopping posture assisting means is stored in a normal state and protrudes when the vehicle stops.
JP2006323566A 2006-11-30 2006-11-30 Traveling vehicle Expired - Fee Related JP4844740B2 (en)

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JP5065206B2 (en) * 2008-09-02 2012-10-31 トヨタ自動車株式会社 Mobile body, inverted mobile body, and control method thereof
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JP5262935B2 (en) * 2009-04-07 2013-08-14 トヨタ自動車株式会社 Coaxial motorcycle
JP5430317B2 (en) * 2009-09-23 2014-02-26 本田技研工業株式会社 Control device for inverted pendulum type vehicle
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JP5708441B2 (en) * 2011-10-28 2015-04-30 トヨタ自動車株式会社 Electric vehicle
JP6011386B2 (en) * 2013-02-14 2016-10-19 トヨタ自動車株式会社 Mobile body, mobile body control method and control program
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