JP5918012B2 - Inverted pendulum type vehicle - Google Patents

Description

The present invention relates to an inverted pendulum type vehicle both to move by wheels or the like, in particular, relates to an inverted pendulum type vehicle both having a sheet for passenger to the vehicle body is seated.

Conventionally, as an inverted pendulum type vehicle both of this type, for example, a lower frame driving wheels and an actuator device for driving this is assembled, is extended upward from the upper end of the lower frame, electrical components are accommodated It is known that a support frame is provided and a seat on which a passenger sits is mounted on a seat frame projecting forward from the support frame (see Patent Document 1).

JP 2011-63242 A

  However, since the conventional technique described in Patent Document 1 does not include a seat lifting device, there is a problem in that the height of the seating surface cannot be adjusted according to the physique (height, etc.) of the passenger. there were. In this case, it is conceivable to newly provide an elevating device. However, in the configuration in which the electrical component is accommodated in the support frame as in the prior art of Patent Document 1, it is necessary to arrange the elevating device separately from the support frame. Therefore, the size of the vehicle body is increased, and in the configuration in which the seat is supported by the left and right arms as in the prior art of Patent Document 2, the structure of the lifting device is very complicated.

Furthermore, so-called in the case of using a cylinder-type lifting device, such as a lock with a gas spring, the operating lever for operating the lifting device in a simple but is required, the operating lever is an inverted pendulum type vehicle both with a compact body The arrangement space is limited, and it is necessary to devise a technique for avoiding unintended contact by the passenger or the like with respect to the operation lever.

The present invention has been devised in view of the problems of the prior art as described above, and is provided with a cylinder type lifting device for adjusting the seat height, while being easy to access the operation lever of the lifting device. a main object to provide an inverted pendulum type vehicle both to prevent unintended contact with respect to the operation lever.

  In the first aspect of the present invention, a drive wheel (52) driven based on an inverted pendulum control, a vehicle body frame (10) that supports the drive wheel, and a seat (200) for a passenger to sit on are provided. In an inverted pendulum type vehicle, the seat is mounted on the body frame so as to be able to move up and down, and a cylinder type lifting device (180) that operates in response to an operation of an operation lever (198) and the body frame are accommodated. An outer shell (18) that forms an outer shell of the vehicle body, the seat is provided wider than the outer shell in the left-right direction, and the operation portion (220) of the operation lever is It overlaps with the lower side and is located outside the outer shell.

  According to this, when equipped with a cylinder type lifting device that can adjust the seat height, the rider can easily access the operation lever of the lifting device in a compact configuration in which the rider gets on the vehicle body (outer shell) with both feet sandwiched between them. In spite of this, unintended contact with the operation lever can be prevented.

  According to a second aspect of the present invention, with respect to the first aspect, the operation lever includes a first arm having a crank shape whose other end swings in response to an operation input to the one end provided with the operation portion ( 221), and a lift adjustment button (181) that engages with the other end side of the first arm and rotates with the swinging of the other end side of the first arm to allow the operation of the lift device. And a second arm (222) for depressing).

  According to a third aspect of the present invention, with respect to the second aspect, the pivot shaft (232) of the second arm extends in the left-right direction of the vehicle body and is located on the vehicle rear side with respect to the lifting device, An engaging portion (222a) of the second arm with the other end side of the first arm is located on the front side of the vehicle body with respect to the lifting device.

  According to a fourth aspect of the present invention, there is further provided a seat frame (202) attached to an upper part of the lifting device and supporting the seat with respect to the second or third side, wherein the seat frame is a main frame ( 211) and a pair of sub-frames (212) extending substantially parallel to each other so as to cross the main frame in the longitudinal direction of the vehicle body, and the main frame includes a first connection base (213) of the lifting device. In the pair of sub-frames, one end side is connected to a second connection base (215) positioned below the first connection part, and the other end side is connected to the main frame. The second arm rotates in a space between the pair of subframes.

  According to a fifth aspect of the present invention, with respect to any one of the second to fourth aspects, the second arm extends in the left-right direction of the vehicle body so as to press the elevation adjustment button of the elevation device when rotating. It has the push rod (234) provided so that it may do.

  In a sixth aspect of the present invention, with respect to any one of the second to fifth aspects, the seat is provided so as to cover a seat body (206) on which a seating surface is formed and a lower portion of the seat body. The sheet bottom cover is provided with an opening (236) through which the first arm is inserted.

As described above, according to the first aspect of the present invention, in the compact configuration in which the occupant rides in a posture in which the vehicle body (outer shell) is sandwiched between both feet when the cylinder type lifting device capable of adjusting the seat height is provided. In addition, it is possible to prevent unintended contact with the operation lever while being easy to access the operation lever of the lifting device.
Further, according to the second aspect, in a limited space on the lower side of the seat, a desired lever ratio (that is, the distance from the rotation shaft to the engaging portion of the first arm and the elevation adjustment from the rotation shaft) The ratio of the distance to the contact portion with the button) can be set, and the passenger can easily press the lifting adjustment button of the lifting device via the operation lever.
Further, according to the third aspect, the lever ratio can be ensured in a limited space below the seat, and the passenger can press the lifting adjustment button of the lifting device with a smaller force. It becomes possible.
Further, according to the fourth aspect, it is possible to secure the strength in the space where the operation lever is disposed below the seat, and to eliminate the influence of disturbance on the operation lever operation that may occur when the moving body moves.
Further, according to the fifth aspect, by bringing the peripheral surface of the push rod into contact with the elevation adjustment button, it is possible to reliably push the elevation adjustment button when the second arm is rotated.
Further, according to the sixth aspect, the operation lever can be disposed (contained in the sheet) immediately below the sheet main body. Further, after assembling the seat, an operation pedal or the like as an operation portion can be attached to one end side of the first arm that protrudes from the opening portion, and the assemblability is improved.

The side view which shows one embodiment of the inverted pendulum type vehicle by this invention. The front view of the inverted pendulum type vehicle by this embodiment. The perspective view of the inverted pendulum type vehicle by this embodiment. The perspective view of the vehicle body frame used for the inverted pendulum type vehicle by this embodiment. The partial cross section side view of the seat support part of the inverted pendulum type vehicle by this embodiment. The front view which extracts and shows the traveling unit and drive traveling unit of the inverted pendulum type vehicle by this embodiment. The front view which extracts the traveling unit and drive traveling unit of the inverted pendulum type vehicle by this embodiment, and shows a traveling unit as sectional drawing. The expanded sectional view of the axle shaft support part of the inverted pendulum type vehicle by this embodiment. The side view which extracts the traveling unit and drive unit of the inverted pendulum type vehicle by this embodiment, and shows a traveling unit as sectional drawing. Sectional drawing of the reduction gear used for the drive unit of the inverted pendulum type vehicle by this embodiment. Bottom perspective view showing the seat lifting mechanism The top view which shows the raising / lowering mechanism of a sheet | seat. The upper surface side perspective view which shows the raising / lowering mechanism of the sheet | seat in a descending position. The upper surface side perspective view which shows the raising / lowering mechanism of the sheet | seat in a raise position. The partial exploded perspective view of a sheet. The upper surface side perspective view which shows the state which opened the lid of the battery case. The side view which shows the inverted pendulum type vehicle of a back leaning state. The principal part side view which shows the modification of a sheet | seat. The front view which extracts and shows the traveling unit and drive traveling unit of the inverted pendulum type vehicle by other embodiment.

  Embodiments of an inverted pendulum type vehicle according to the present invention will be described below with reference to the drawings. In the following description, each direction is determined based on the passenger seated on the inverted pendulum type vehicle.

  The inverted pendulum type vehicle 1 includes a traveling unit 50 constituting wheels, a left drive unit 90 and a right drive unit 130 that drive the traveling unit 50, a left drive unit 90, and a right drive unit. The electric unit 300 that controls the electric unit 130, the battery pack 250 that supplies electric power to the electric unit 300, and the seat unit 170 on which a passenger sits are supported.

(Body frame)
As shown in FIG. 4, the vehicle body frame 10 is formed by welding a plurality of bent pipe materials. The pipe material may be a circular pipe made of steel or aluminum. The vehicle body frame 10 is connected to the traveling unit support 12 that supports the traveling unit, the upper part of the traveling unit support 12, the drive unit support 14 that supports the drive unit, and the rear part of the traveling unit support 12. And a battery support 16 that supports the battery pack 250.

  The vehicle body frame 10 includes a center post (elevating device support portion) 44 that is a pipe member that extends in the vertical direction and is open at both upper and lower ends. The center post 44 is connected to the upper part of the traveling unit support 12. At the lower end of the center post 44, a pair of U-shaped slits are formed which penetrate in the left-right direction and continue to the lower end surface. The traveling unit is formed by bending a pipe material into an annular bowl shape. The rear end of the support 12 is received and welded. The traveling unit support portion 12 is continuous to a pair of front and rear front edge portions 12A and rear edge portions 12B extending in the left-right direction, and left ends or right ends of the front edge portion and the rear edge portion, and a central portion is outside in the width direction. And a pair of left and right side portions 12C that are substantially U-shaped and extend downward, and are joined to the center post 44 at the rear edge portion 12B. A pair of left and right substantially triangular gussets 46 are joined to the joining portion of the rear edge portion 12B and the center post 44, and are reinforced.

  The upper ends of the left and right step support pipes 36 extending downward are coupled to the lower portions of the left and right side portions 12C. On the front side of the left and right step support pipes 36, a step mounting plate 38 that extends forward and faces left and right is coupled. On the outer surface of the left and right step mounting plate 38 in the vehicle width direction, a step 40 for projecting a passenger's sole is projected.

  A plate-shaped axle support plate 20 that extends downward and faces left and right is joined to the lower portion of each of the left and right side portions 12C. The axle support plate 20 has a front edge coupled to the rear portion of the step support pipe 36. The left and right axle support plates 20 are formed with bearing recesses 20A that penetrate in the left-right direction and open downward.

  The drive unit support portion 14 is formed by arranging a plurality of pipes including the center post 44 in a cage shape, and is provided directly above the traveling unit support portion 12. The drive unit support portion 14 extends obliquely upward and rearward from the right end portion of the front edge portion 12A of the traveling unit support portion 12 and then bends and extends upward, and then bends and extends rearward. A first pipe 14A that is further curved downward and to the right and is joined to the outer surface of the intermediate portion in the vertical direction of the center post 44; and from the left end of the front edge of the traveling unit support 12 and The second pipe 14B extends obliquely rearward, then bends and extends upward, and then bends and extends rearward to form a free end. A pair of lower ends of the first pipe 14A and the second pipe 14B that extend obliquely rearward and upward, each extending in the front-rear direction and having a rear end joined to the rear edge 12B of the traveling unit support 12. The front end of the third pipe 14C is joined. In the middle part of the portion extending upward of the first pipe 14A, the fourth pipe 14D extends rearward, bends and extends downward, and the rear end is joined to the right third pipe 14C. The front ends of are joined. In the middle part of the portion extending upward of the second pipe 14B, it extends rearward, then bends and extends rearward and upward, and further bends and extends rightward to the middle of the center post 44. The front end of the fifth pipe 14E joined to the outer surface of the part is joined. A portion extending in the front-rear direction at the upper portion of the first pipe 14A and an upper end portion of the second pipe 14B are joined to each other by a sixth pipe 14F extending horizontally in the left-right direction. The portion extending before and after the fourth pipe 14D and the portion extending before and after the fifth pipe 14E are joined together by a seventh pipe 14G extending horizontally in the left-right direction. Further, the portions extending upward of the first pipe 14A and the second pipe 14B are joined to each other by a connection plate 14H extending in the left-right direction. By connecting a part (the first pipe 14A and the fifth pipe 14E) of the drive unit support part 14 to the middle part (or upper part) of the center post 44, the seat 200 that can be raised and lowered, which will be described later, is stably supported. Can do. The same effect can be obtained by a configuration in which a part of the battery support 16 is connected to the middle part (or upper part) of the center post 44.

  The drive unit support portion 14 has a substantially cubic upper cage portion 14I disposed above the seventh pipe 14G and a lower cage portion 14J disposed below the seventh pipe 14G with the seventh pipe 14G as a boundary. It has a two-stage upper and lower cage shape. The frame forming the left side of the upper cage part 14I defined by the upper half of the second pipe 14B and the fifth pipe 14E of the upper cage part 14I (the left frame part) is the left side which is a plate-like gusset. The drive unit mounting plate 22 is coupled. A frame (right side frame-like portion) forming a right side portion of the lower cage portion 14J defined by the lower half portion of the first pipe 14A, the right side third pipe 14C and the fourth pipe 14D of the lower cage portion 14J. The right drive unit mounting plate 24, which is a plate-like gusset, is coupled. The left drive unit mounting plate 22 and the right drive unit mounting plate 24 are parallel to each other at different levels in the vehicle body width direction.

  The battery support portion 16 is composed of a pipe disposed in a U-shape opening forward in plan view, and is joined to the rear portions of the left and right side portions 12C of the traveling unit support portion 12 at the left and right ends. Yes. A flat shelf 17 is installed inside the U-shape of the battery support 16. The battery support portion 16 and the shelf board 17 form a shelf shape projecting rearward with respect to the traveling unit support portion 12. Both ends of a reinforcing pipe 30 formed in a U shape (semi-circular shape) are joined to the rear portions of the left and right side portions 12C of the traveling unit support portion 12. In other words, the U-shaped reinforcing pipe 30 protrudes from the rear part of each of the left and right side parts 12C of the traveling unit support part 12. The upper parts of the left and right reinforcing pipes 30 and the lower parts of the left and right sides of the battery support 16 are joined by a pair of left and right linear brace pipes 32. The brace pipe 32 reinforces the battery support 16 as a brace.

  The vehicle body frame 10 including the traveling unit support portion 12, the drive unit support portion 14, and the battery support portion 16 is covered with a synthetic resin outer shell 18 indicated by a virtual line in FIG.

(Traveling unit)
The traveling unit 50 is disposed between the left and right side portions 12 </ b> C of the traveling unit support 12. As shown in FIGS. 1 to 3, 6, and 7, the traveling unit 50 includes a hollow axle 54 that extends horizontally in the vehicle width direction (left-right direction) and an outer periphery of the hollow axle 54 that are independent of each other. The left and right drive disks 58 rotatably supported by the hollow axle 54 and the annular main wheel 52 disposed between the left and right drive disks 58 and the left and right drive disks 58 by bolts 59. And left and right driven pulleys 60 for the cog belt fastened. The left and right drive disks 58 and the left and right driven pulleys 60 are all on the same axis with the central axis of the hollow axle 54 as the common axis. As shown in FIG. 8, a cylindrical pulley mounting shaft portion 58C projects from the center of the outer surface of the drive disk 58 in the vehicle width direction, and the driven pulley 60 has an axial through hole 60A. Is formed. The driven pulley 60 is fixed to the outer surface of the drive disk 58 in the vehicle width direction by a bolt 59 in a state where the pulley mounting shaft portion 58C is inserted into the shaft center through hole 60A.

  The main wheel 52 is a drive wheel that is driven based on the inverted pendulum control, and as shown in FIG. 7, a metal ring member 62 and a plurality of pieces attached to the outer periphery of the ring member 62. The driven roller (free roller) 64 is grounded, and the driven roller 64 is grounded. The driven roller 64 includes a cylindrical metal base 64A that is rotatably mounted on the outer periphery of the annular member 62, and a cylindrical rubber outer periphery 64B that is vulcanized and bonded to the outer periphery of the metal base 64A. Has been. A plurality of driven rollers 64 are provided in the annular direction (circumferential direction) of the annular member 62, and can individually rotate (rotate) around the tangent of the annular member 62 at the position where it is arranged. . That is, the main wheel 52 is formed by combining a plurality of driven rollers 64 that can rotate independently so as to form a ring. Strictly speaking, the plurality of driven rollers 64 are combined to form a polygon having a number of corners corresponding to the number of the driven rollers 64 to form the main wheel 52.

  The left and right drive disks 58 have a disk shape with an outer diameter smaller than the center radius of the annular member 62, and the outer peripheral portion thereof is a conical outer peripheral portion 58D having a substantially truncated cone shape. A plurality of metal drive rollers 66 are rotatably supported on the outer periphery 58D of the cone at regular intervals in the circumferential direction. The drive roller 66 of the left drive disk 58 and the drive roller 66 of the right drive disk 58 are arranged so as to be symmetric, and the rotation center of each drive roller 66 is twisted with respect to the rotation center of the drive disk 58. It is arranged so that As a result, the left and right drive rollers 66 are symmetric and have an inclined arrangement similar to the helical gear teeth.

  The hollow axle 54 supports left and right drive disks 58 so as to be rotatable independently of each other via two pairs of ball bearings (radial ball bearings) 56. The ball bearings 56 are arranged on the outer periphery of the hollow axle 54 so as to be separated in the axial direction of the hollow axle 54. As shown in FIG. 8, the left and right drive disks 58 have axial through holes 58A. A diameter-expanded portion 58B having a diameter increased stepwise is formed at the opening ends on both sides in the axial direction of the axial through hole 58A. A collar member 57 is fitted to the outer periphery of the hollow axle 54, and the two ball bearings 56 are fitted to the hollow axle 54 so as to sandwich the collar member 57 in the inner race, and the outer race is fitted to the enlarged diameter portion 58B. The two ball bearings 56 are positioned in the axial direction by the end surface of the outer race abutting against a positioning step 58D formed at the end of the enlarged diameter portion 58B and the end surface of the inner race abutting against the collar member 57. They are spaced apart in the axial direction. The axial length of the collar member 57 is the same as the axial distance between the positioning step portions 58D formed in pairs on both sides in the axial direction of the axial through holes 58A of the drive disks 58.

  A pair of positioning step portions 54 </ b> A are formed on the outer periphery of the hollow axle 54 by reducing the diameter of the end portions at predetermined intervals in the axial direction. The left and right drive disks 58 have their axial distances set by the end face of the inner race of the ball bearing 56 on the inner side in the axial direction of the two ball bearings 56 abutting against the positioning step portion 54A.

  A nut 68 is screwed into a male screw portion 54B formed in the vicinity of the left and right ends of the hollow axle 54. When the nut 68 is tightened, the annular protrusion 68A formed on the inner diameter side of the nut 68 presses the end surface of the inner race of the ball bearing 56 on the outer side in the axial direction. As a result, the inner race and the collar member 57 of the two ball bearings 56 are sandwiched between the positioning step portion 54A and the nut 68, and the drive disk 58 is positioned in the axial direction with respect to the hollow axle 54. As a result, the drive disk 58 is rotatably supported by a support structure having a small frictional resistance.

  The outer diameter (flange outer diameter) of the nut 68 is formed larger than the outer diameter of the outer race of the ball bearing 56. That is, the outer diameter of the nut 68 is formed to be larger than the inner diameter of the axial through hole 58A of the drive disk 58. Thereby, the arrangement portion of the ball bearing 56 is concealed by the nut 68 to form a labyrinth seal, and it is difficult for dust to enter the ball bearing 56.

  The axial through hole 60 </ b> A of the driven pulley 60 is formed to be larger than the outer diameter of the nut 68. That is, the shaft center through hole 60A has an inner diameter through which the nut 68 can pass in the axial direction. Thereby, the driven pulley 60 can be attached to and detached from the drive disk 58 in a state where the nut 68 is screwed to the hollow axle.

  As shown in FIGS. 2 and 6, the left and right drive discs 58 assembled to the hollow axle 54 as described above are arranged such that the main wheel 52 is moved from the left and right sides by an annular roller train group of the left and right drive rollers 66. It is supported on substantially the same axis (concentric) so as to be sandwiched. Thereby, the main wheel 52 is supported between the left and right drive disks 58 and cannot be detached.

  More specifically, the outer peripheral surface of the driving roller 66 of the driving disk 58 is in contact with the outer peripheral surface of the rubber outer peripheral portion 64B of the driven roller 64 of the main wheel 52. The contact position between the drive roller 66 and the driven roller 64 is bilaterally symmetric on the left and right drive disks 58, and is radially inward (rotation center side) from the radial position of the annular member 62 on the outer peripheral surface of the driven roller 64. The outer peripheral surface is located and the outer peripheral surface of the drive roller 66 at the same site. This means that the minimum distance between the drive rollers 66 of the left and right drive disks 58 in the axial direction is smaller than the outer diameter of the driven roller 64.

  The drive rollers 66 of the left and right drive discs 58 sandwich the driven roller 64 from both the left and right sides, so that the main wheel 52 is supported in a non-axial state between the left and right drive discs 58, and is centered with the left and right drive discs 58. It can be rotated (revolved) as a rotating shaft.

  As described above, the assembly (sub assembly) as the traveling unit 50 is configured by the left and right drive disks 58, the left and right driven pulleys 60, the hollow axle 54, and the main wheel 52.

  In this sub-assembly, the distance between the left and right drive disks 58 in the axial direction is uniquely set to an appropriate value by the distance in the axial direction between the two left and right positioning step portions 54 </ b> A formed on the outer periphery of the hollow axle 54. As a result, the accuracy of setting the friction between the drive roller 66 of the drive disk 58 and the driven roller 64 of the main wheel 52 is improved, and management thereof is facilitated.

  The traveling unit 50 is disposed between the left and right side portions 12 </ b> C of the traveling unit support 12 and is supported by the bearing recess 20 </ b> A of the axle support plate 20 at both ends of the hollow axle 54. At the left and right ends of the hollow axle 54, small-diameter shaft end portions 54C that are reduced in diameter by forming stepped portions are formed. The left and right small-diameter shaft end portions 54 </ b> C are inserted into the bearing recess 20 </ b> A so that the stepped portion contacts the axle support plate 20. A collar member 69 is fitted on the end of the left and right small-diameter shaft ends 54C that have passed through the bearing recess 20A. A headed bolt 72 is inserted into the center through hole 55 of the hollow axle 54 through the washer 70 from one end. The front end portion of the headed bolt 72 projects from the other end side of the center through hole 55, passes through the washer 70, and is screwed with the nut 74. The head of the headed bolt 72 and the nut 74 press the collar member 69 through the washer 70. Thus, the axle support plate 20 is sandwiched between the stepped portion of the small-diameter shaft end portion 54 </ b> C and the headed bolt 72 or the nut 74 via the collar member 69 and the washer 70.

  Assembling of the traveling unit 50 configured as a sub-assembly to the traveling unit support 12 is first performed by disposing the traveling unit 50 between the left and right side portions 12C of the traveling unit support 12 and forming both ends of the hollow axle 54. The outer periphery of the small-diameter shaft end portion 54C is fitted from the lower side (open side) into the bearing recess 20A (see FIG. 4) that opens downward on the axle support plate 20 fixed to each of the left and right side portions 12C.

  Next, the collar member 69 is fitted on the outer periphery of the small-diameter shaft end portion 54 </ b> C on the axially outer side from the portion where the small-diameter shaft end portion 54 </ b> C of the hollow axle 54 is engaged with the axle support plate 20. A headed bolt 72 serving as a support shaft is inserted into the central through hole 55 of the hollow axle 54 with the washer 70 sandwiched between the end and the end surface of the collar member 69. The headed bolt 72 penetrates the central through hole 55 and projects its tip outward from the central through hole 55.

  Next, another collar member 69 is fitted on the outer periphery of the small-diameter shaft end portion 54 </ b> C on the outer side in the axial direction from the portion where the other small-diameter shaft end portion 54 </ b> C of the hollow axle 54 is engaged with the axle support plate 20. A nut 74 is fastened to the tip screw portion 72A of the headed bolt 72 protruding outward from the central through hole 55 with another washer 70 sandwiched between the end face thereof. Thereby, the assembly | attachment with respect to the traveling unit support part 12 of the traveling unit 50 is completed.

  In this way, the left and right drive disks 58, the left and right driven pulleys 60, the hollow axle 54, and the main wheel 5 can be unitized without complicating the structure and can be easily attached to the vehicle body frame 10.

  The traveling unit 50 may include a tail wheel unit 80 supported by the hollow axle 54 via a tail wheel arm 78 as in the present embodiment. The tail wheel arm 78 has a bifurcated portion 78A in which a rear end portion extends substantially in a straight line and a front end portion is bifurcated. The tail wheel arm 78 has left and right small-diameter shafts of the hollow axle 54 at the bifurcated portion 78A so that the left and right drive disks 58, the left and right driven pulleys 60, and the main wheel 52 of the traveling unit 50 are disposed between the bifurcated portions 78A. The collar member 69 mounted on the end portion 54C is pivotally supported via a ball bearing (radial ball bearing) 76. Thus, the tail wheel arm 78 can extend to the rear of the main wheel 52 without interfering with the left and right drive disks 58, the left and right driven pulleys 60, and the main wheel 52.

  A rearward limit stopper 34 is attached to the reinforcing pipe 30. The rearward limit stopper 34 abuts on the upper surface of the tail wheel arm 78 to turn the tail wheel arm 78 around the hollow axle 54 (in a state where the vehicle is viewed from the right side (see FIG. 1)). (Turning the tail wheel arm counterclockwise) is restricted. In other words, the maximum rearward fall angle (maximum rearward tilt angle) of the body frame 10 is set.

  A forward limit stopper 42 is attached to the step support pipe 36. The forward-fall limit stopper 42 hits the lower surface of the tail wheel arm 78 to turn the tail wheel arm 78 downward about the hollow axle 54 (in a state where the vehicle is viewed from the right (see FIG. 1)). The rotation of the tail wheel arm in the clockwise direction) is restricted. In other words, the maximum forward tilt angle (maximum forward tilt angle) of the body frame 10 is set.

  A tail wheel unit 80 is supported at the rear end of the tail wheel arm 78. The tail wheel unit 80 includes a tail wheel 82 supported by the tail wheel arm 78, an electric motor 84 that rotationally drives the tail wheel 82, and an outer shell 85 that covers them. The tail wheel arm 78 is rotatable about the axis of the hollow axle 54, and the tail wheel unit 80 grounds the tail wheel 82 by its own weight.

  The tail wheel 82 may be an omni wheel composed of an annular member rotatably supported by the tail wheel arm 78 and a free roller attached to the outer periphery of the annular member so as to be able to rotate. The ring member is rotated around the central axis extending in the vehicle longitudinal direction when the free roller is grounded by the electric motor 84, that is, the center orthogonal to the axis of the hollow axle 54 (rotation center axis of the main wheel 52) in plan view. It is driven to rotate around the axis.

(Drive unit)
As shown in FIGS. 1 and 3, the left drive unit 90 is disposed in the upper car portion 14I. As shown in FIGS. 6 to 7 and 9, the left drive unit 90 is disposed on the left side of the electric motor 92 and the electric motor 92, and is connected to the output shaft (motor output shaft) 94 of the electric motor 92. The speed reducer 96 is connected to the reduction gear 96 and a cog belt driving pulley 100 is arranged on the left side of the speed reducer 96 and connected to the output shaft (speed reducer output shaft) 98 of the speed reducer 96.

  The reduction gear 96 is of a parallel twin-shaft gear type, and has a wet gear box 102 of a sealed structure directly connected to the output shaft side of the electric motor 92 as shown in FIG. A reduction gear 96 includes a reduction gear output shaft 98 disposed in a gear box 102 so as to be rotatable on the same axis as the motor output shaft 94 by a tip portion of the motor output shaft 94 and ball bearings 104 and 106, and a ball bearing. 108 and 110, an intermediate shaft 112 rotatably disposed on an axis parallel to the speed reducer output shaft 98, a small gear 114 fixed to the tip of the motor output shaft 94, and an intermediate shaft 112 A large gear 116 meshed with the small gear 114, a small gear 118 fixed to the intermediate shaft 112, and a large gear 120 fixed to the reduction gear output shaft 98 and meshed with the small gear 118.

  The speed reducer 96 has an arrangement portion of the intermediate shaft 112 protruding radially outward from the outer shape of the electric motor 92, and the protruding portion 102 </ b> A is located obliquely above and behind the position of the central axis of the electric motor 92. Yes.

  The tip portion of the reduction gear output shaft 98 protrudes on the side (left side) opposite to the electric motor 92 side of the gear box 102, and the drive pulley 100 is fixed to this tip portion. In other words, the speed reducer 96 is disposed between the electric motor 92 and the speed reducer output shaft 98.

  A plurality of screw holes (not shown) are formed in the left wall of the gear box 102. As shown in FIG. 4, the left drive unit mounting plate 22 has a plurality (three in the illustrated example) of bolts. The through hole 22A is formed, and the reduction bolt 96, that is, the left drive unit 90 is fixed to the left drive unit mounting plate 22 by screwing the mounting bolt 26 passing through the bolt through hole 22A into the screw hole. The left drive unit 90 can be inserted into the upper car portion 14I from the right side that is open without the left drive unit mounting plate 22 with the speed reducer 96 as the head.

  The reduction gear output shaft 98 protrudes outward through a notch 22B (see FIG. 4) formed in the left drive unit mounting plate 22, and is formed on the outer surface of the left drive unit mounting plate 22 at the outer protruding end. A driving pulley 100 is attached at a very close position. An endless cog belt 122 is stretched between the driving pulley 100 and the left driven pulley 60. Since the drive pulley 100 over which the cog belt 122 is stretched is on the left drive unit mounting plate 22 side together with the speed reducer output shaft 98, the left power transmission unit including the drive pulley 100 is supported more firmly than the left drive unit mounting plate 22. Will be. The left drive unit mounting plate 22 is a mounting plate for the left drive unit 90 to the vehicle body frame 10 and at the same time, as a gusset, has an effect of increasing the rigidity of the upper car portion 14I and increasing the support rigidity of the left power transmission portion.

  The notch 22B of the left drive unit mounting plate 22 is sized so as to pass through the drive pulley 100 fixed to the speed reducer output shaft 98 in the vehicle width direction. The left drive unit 90 to which 100 is fixed can be assembled to the upper car portion 14I.

  The bolt through hole 22A is a long hole that is long in the vertical direction, and the vertical fixing position of the left drive unit 90 with respect to the left drive unit mounting plate 22 can be changed within the range of the long hole. The tension applied to the cog belt 122 can be changed by changing the fixed position of the left drive unit 90 in the vertical direction. That is, the bolt through hole 22A cooperates with the mounting bolt 26 penetrating the bolt through hole 22A to form a guide portion for the vertical movement of the left drive unit 90, and by changing the fixed position of the left drive unit 90 in the vertical direction. The tension applied to the cog belt 122 is changed.

  As shown in FIGS. 4 and 9, the sixth pipe 14 </ b> F is attached with an adjustment bolt 124 that vertically penetrates the sixth pipe 14 </ b> F. The adjustment bolt 124 is screwed into a screw hole (not shown) formed in the upper wall of the gear box 102.

  The left drive unit 90 as a whole moves up and down with respect to the upper cage portion 14I (sixth pipe 14F) by changing the screwing amount of the adjustment bolt 124 into the screw hole in a state where the mounting bolt 26 is loosened. The tension applied to the cog belt 122 can be adjusted by the vertical movement of the left drive unit 90. By fastening the adjustment bolt 124 to the sixth pipe 14F with the lock nut 126, the tension fluctuation of the cog belt 122 can be suppressed.

  As shown in FIGS. 1 and 3, a right drive unit 130 is disposed in the lower car portion 14J. The right side drive unit 130 is equivalent to the left side drive unit 90 reversed left and right. As shown in FIGS. 6 to 7 and FIG. 9, the electric motor 132 and the output shaft ( A reduction gear 136 attached to the side (right side) (not shown), and a cog belt drive pulley 140 attached to an output shaft (reduction gear output shaft) 138 (described later) of the reduction gear 136.

  The reducer 136 is a parallel twin-shaft gear type, and includes a wet-type gear box 142 having a hermetically sealed structure that is directly connected to the output shaft side of the electric motor 132. The internal structure of the gear box 142 is the same as that of the speed reducer 96, including the speed reduction ratio, except that it is a left-right reversal arrangement, and a detailed description thereof will be omitted. The reduction gear 136 has an intermediate shaft (not shown) in which an arrangement portion protrudes radially outward from the outer shape of the electric motor 132, and the protruding portion 142 </ b> A is positioned on the front side of the vehicle body from the position of the central axis of the electric motor 132. doing.

  The tip portion of the reduction gear output shaft 138 protrudes to the side (right side) opposite to the electric motor 132 side of the gear box 142, and the drive pulley 140 is fixed to this tip portion. In other words, the speed reducer 136 is disposed between the electric motor 132 and the speed reducer output shaft 138.

  A plurality of screw holes (not shown) are formed in the right wall of the gear box 142. As shown in FIG. 4, the right drive unit mounting plate 24 has a plurality (three in the illustrated example) of bolts. A through hole 24 </ b> A is formed, and the reduction bolt 136, that is, the right drive unit 130 is fixed to the left drive unit attachment plate 22 by the attachment bolt 28 passing through the bolt through hole 24 </ b> A being screwed into the screw hole. The right drive unit 130 can be inserted into the lower car portion 14J from the left side that is open without the right drive unit mounting plate 24 with the speed reducer 136 at the head.

  The reduction gear output shaft 138 protrudes outward through a notch 24B (see FIG. 4) formed in the right drive unit mounting plate 24, and the outer surface of the right drive unit mounting plate 24 at the outer protruding end. A drive pulley 140 is attached at a position very close to the distance. An endless cog belt 144 is wound around the drive pulley 140 and the right driven pulley 60. Since the drive pulley 140 over which the cog belt 144 is stretched is on the right drive unit mounting plate 24 side together with the reduction gear output shaft 138, the right power transmission unit including the drive pulley 140 is supported more firmly than the right drive unit mounting plate 24. Will be. The right drive unit mounting plate 24 is a mounting plate for the right side drive unit 130 to the vehicle body frame 10 and at the same time, as a gusset, has an effect of increasing the rigidity of the lower car portion 14J and increasing the support rigidity of the right power transmission portion.

  The bolt through hole 24A is a long hole that is long in the vertical direction, and the fixing position in the vertical direction of the right drive unit 130 with respect to the right drive unit mounting plate 24 can be changed within the range of the long hole. Make adjustment means. The tension applied to the cog belt 144 can be changed by changing the fixed position of the right drive unit 130 in the vertical direction. That is, the bolt through-hole 24A cooperates with the mounting bolt 28 passing through the bolt through-hole 24A to form a guide portion for the vertical movement of the right drive unit 130, and by changing the vertical fixing position of the right drive unit 130. The tension applied to the cog belt 144 is changed.

  As shown in FIGS. 4 and 9, the seventh pipe 14 </ b> G is attached with an adjustment bolt 146 that vertically penetrates the seventh pipe 14 </ b> G. The adjustment bolt 146 is screwed into a screw hole (not shown) formed in the upper wall of the gear box 142.

  The right drive unit 130 moves up and down with respect to the lower cage portion 14J (seventh pipe 14G) by changing the screwing amount of the adjustment bolt 146 into the screw hole in the loosened mounting bolt 28. The tension applied to the cog belt 144 can be adjusted by the vertical movement of the right drive unit 130. By fastening the adjustment bolt 146 to the seventh pipe 14G with the lock nut 148, fluctuations in the tension of the cog belt 144 can be suppressed.

  The adjusting bolts 124 and 146 suspend the left drive unit 90 and the right drive unit 130 from above, and support the left drive unit 90 and the right drive unit 130 at positions facing the cog belts 122 and 144 in the direction in which the tension is generated. Therefore, the left drive unit 90 and the right drive unit 130 can be easily positioned during tension adjustment.

  Even when the upper left drive unit 90 is positioned at the lowest lowered position, the tool T and jig for rotating the adjustment bolt 146 between the bottom of the left drive unit 90 and the head of the lower adjustment bolt 146. Is set to ensure a space 149 into which the vehicle can enter. As in the illustrated embodiment, the lower frame (the fourth pipe 14D and the fifth pipe 14E) of the upper cage portion 14I constitutes the upper frame of the lower cage portion 14J, and between the fourth pipe 14D and the fifth pipe 14E. When the adjustment bolt 146 is attached to the bridged seventh pipe 14G, the head of the adjustment bolt 146 is accessed from the side (right side) where the left drive unit attachment plate 22 is not attached. Thus, the tension of the cog belt 144 can be adjusted by operating the adjustment bolt 146 without being obstructed by the cog belt 122. It is to be noted that the tension adjustment of the cog belts 122 and 144 can be performed from the same side by accessing the upper adjustment bolt 124 from the side where the left drive unit mounting plate 22 is not attached (right side).

  The left and right driven pulleys 60 have the same number of teeth, and the left and right drive pulleys 100 and 140 have fewer teeth than the driven pulley 60 and the same number of teeth. Due to the difference in the number of teeth between the driven pulley 60 and the drive pulleys 100 and 140, the secondary reduction is performed with the same reduction ratio on the left and right. Although the length of the cog belt 144 is different on the left and right, the reduction ratio between the driven pulley 60 and the driving pulleys 100 and 140 is determined by the gear ratio irrespective of the belt length. Therefore, the driven pulley 60 and the driving pulleys 100 and 140 are connected to each other. It can be common to the left and right.

  In this way, the left drive unit 90 and the right drive unit 130 are reversed left and right and are offset in two upper and lower stages, and most of them overlap in plan view. The electric motor 92 of the left drive unit 90 in the upper stage is provided so as to be biased to the right side opposite to the arrangement side of the speed reducer 96 with respect to the vehicle body center line C (see FIG. 6) in the vehicle width direction (left-right direction). The electric motor 132 of the right drive unit 130 in the lower stage is provided so as to be biased to the left side opposite to the arrangement side of the reduction gear 136 with respect to the vehicle body center line C (see FIG. 6) in the vehicle width direction (left-right direction). Yes.

  With this arrangement, the electric motor 92 of the upper left drive unit 90 is directly above the speed reducer 136 of the lower right drive unit 130, and the upper left side is just above the electric motor 132 of the lower right drive unit 130. There is a speed reducer 96 of the drive unit 90.

  In the inverted pendulum type vehicle 1 of the present embodiment, as described above, the left drive unit 90 and the right drive unit 130 are disposed above the main wheel 52 by being offset in two upper and lower stages, and are mostly in plan view. Are superposed on each other, so that the left drive unit 90 and the right drive unit 130 have the same vehicle width as compared with the case where the electric motors 92 and 132 are arranged at the same height in the vehicle width direction. The arrangement space in the individual vehicle width direction can be increased.

  As a result, the electric motors 92 and 132 can be increased in size (increased torque) and the speed reducers 96 and 136 can be added without increasing the vehicle body width. By installing the speed reducers 96, 136, it is possible to increase the driving torque of the driving disk 58 and hence the driving torque of the main wheel 52. In addition, the reduction gears 96, 136 have a compact structure because the output shafts (94) of the electric motors 92, 132 and the output shafts 98, 138 of the reduction gears 96, 136 are of the same parallel axis arrangement. Therefore, it is possible to make a small unit with the electric motors 92 and 132. Further, the left driving unit 90 and the right driving unit 130 with output torque corresponding to models with different driving torques can be appropriately arranged without changing the vehicle case.

  Further, the left drive unit 90 and the right drive unit 130 are arranged in two upper and lower stages, whereby the center of gravity of the inverted pendulum type vehicle 1 can be positioned upward, and the inverted pendulum control of the inverted pendulum type vehicle 1 can be performed. It becomes easy.

  Since the left drive unit 90 and the right drive unit 130 are arranged in two left and right upside down arrangements, the left and right weight balance is improved, and the electric motors 92 and 132 serving as heat sources are arranged away from each other in the vehicle width direction. Thus, heat damage due to the close arrangement of the heat source parts can be avoided. Further, since the electric motors 92 and 132 are on the open side where the left driving unit mounting plate 22 and the right driving unit mounting plate 24 are not provided, respectively, it is advantageous in terms of cooling, and power for the electric motors 92 and 132 is used. Arrangement and connection of a harness (not shown) is facilitated.

  The protruding portion 102A of the speed reducer 96 of the left drive unit 90 is located obliquely above and behind the center axis of the electric motor 92, whereas the protruding portion 142A of the speed reducer 136 of the right drive unit 130 is electrically driven. Since it is located in front of the position of the central axis of the motor 132, that is, the protruding direction of the protruding portions 102A, 142A of the reducers 96, 136 is different between the upper stage and the lower stage, effective use of space, The weight balance before and after the vehicle body can be adjusted.

  If the protruding portion 102A of the upper speed reducer 96 is located obliquely above and rearward from the position of the central axis of the electric motor 92, the center of gravity of the inverted pendulum type vehicle 1 is positioned further upward, and the inverted pendulum The inverted pendulum control of the type vehicle 1 is facilitated. The protruding portion 142A of the speed reducer 136 of the right drive unit 130 is located in front of the position of the central axis of the electric motor 132. The rotation center of the speed reducer output shaft 138 of the right drive unit 130 is that of the left drive unit 90. A sign that the position is deviated from the rotational center of the reduction gear output shaft 98 toward the rear side of the vehicle body contributes to space saving based on the effective use of space.

  Since the left drive unit 90 and the right drive unit 130 are assemblies of the electric motors 92 and 132 and the speed reducers 96 and 136, respectively, the gear boxes 102 and 142 of the speed reducers 96 and 136 that are wet chambers with lubricating oil. In addition to the dry cog belt system (drive pulleys 100 and 140, cog belts 122 and 144, and left and right driven pulleys 60), the left drive unit 90 and the right drive unit 130 can be combined. This improves the maintainability of the drive system using the left drive unit 90, the right drive unit 130, and the cog belt system.

  Further, the sub-assy by the left and right drive disks 58 assembled to the hollow axle 54, the left and right driven pulleys 60, and the main wheel 52 assembled between the left and right drive disks 58, that is, the traveling unit includes a bolt 72 and a nut 74. The left drive unit 90 and the right drive unit 130, which are attached to the axle support plate 20 and assembled with the drive pulleys 100 and 140, respectively, are attached to the drive unit support portion 14, and the drive pulleys 100 and 140 and the left and right driven pulleys 60 are connected. By simply winding the cog belts 122 and 144, the running / driving system can be easily assembled.

  As shown in FIG. 9, the rotational center of the reduction gear output shaft 98 of the left drive unit 90 is on the vertical line P passing through the center of the hollow axle 54, but the reduction gear output shaft 138 of the right drive unit 130. The center of rotation is in a position deviated from the center of rotation of the reducer output shaft 98 toward the rear side of the vehicle body in a side view.

(Seat unit)
As shown in FIG. 5, a resin-made cylindrical bush 47 is fitted into the upper half of the center post 44. The bush 47 has an annular flange portion 47 </ b> A extending radially outward at the upper end, and the flange portion 47 </ b> A is sandwiched between the upper end surface of the center post 44 and a retaining member 49 fixed to the center post 44. As a result, the center post 44 is supported so as not to move in the axial direction.

  The center post 44 is inserted with an expandable / contractible support column 180 that serves as a support column for supporting the seat so that the seat can be moved up and down. That is, the telescopic strut 180 is disposed between the drive units 90 and 130 and the battery pack 250 in the longitudinal direction of the vehicle body. As a result, when the seat height is adjusted using the telescopic support column 180, the relatively heavy drive units 90 and 130 and the battery pack 250 can be used while effectively utilizing the space of the vehicle body and avoiding an increase in size. It is possible to maintain a good balance of the center of gravity of the vehicle body by arranging with good balance before and after the telescopic strut 180 (seat 200). The telescopic strut 180 is configured by a gas spring with a lock (cylinder type lifting device), and is inserted into the center post 44 with the piston rod 182 on the lower side. The tip of the piston rod 182 is a nut on the bottom of the center post 44. 45 is fixed. The cylinder tube 184 of the telescopic column 180 is slidably fitted to the bush 47 and can move up and down with respect to the vehicle body frame 10.

  The upper end of the cylinder tube 184 projects upward from the center post 44. The upper end of the cylinder tube 184 is fixed to a seat frame 202 of a seat (saddle) 200. The seat 200 is attached to the above-described seat frame 202 formed in a substantially square frame shape by bending a pipe material, a plate-like base member 201 fixed to the seat frame 202, and an upper portion of the base member 201. The seat main body 206 having cushioning properties, a seat bottom cover 204 attached to the lower portion of the base member 201, and side guard members 207 attached to the left and right sides of the seat bottom cover 204 are configured. A seat elevating lever (operation lever) 198 (see FIG. 2) for unlocking the telescopic strut 180 is disposed on one side of the seat bottom cover 204.

  Both side guard members 207 are made of a relatively hard material (here, rubber), and are provided so as to be located on the outermost side in the width direction (left-right direction) of the sheet 200. As a result, even if the seat body 206 is made of a relatively soft material (here, polyurethane) in consideration of riding comfort, the occupant grips the left and right side guard members 207 as needed during boarding. Thus, a stable riding posture can be taken. Further, as shown in FIG. 2, each part of the vehicle body is provided so as to be located inside an imaginary line L <b> 1 that connects the outer edges of the left and right side guard members 207 and the outer edges of the left and right steps 40. That is, the seat 200 and the step 40 are provided wider than the outer shell 18 in the left-right direction, so that only the side guard member 207 and the step 40 are in contact with the floor surface or the like even when the vehicle body is tilted left and right. Therefore, it is possible to prevent the occurrence of scratches and the like on each part of the vehicle body.

  In the seat support structure described above, the seat 200 is attached to the telescopic strut 180 so as to be positioned at the top of the vehicle body. The drive units 90 and 130 and a part of the battery unit are arranged below the seat 200 as shown in FIG. Thereby, it is possible to maintain a good balance of the center of gravity of the vehicle body while making the vehicle body more compact. When the seat lifting lever 198 of the telescopic column 180 is operated, the lock of the telescopic column 180 is released, and the cylinder tube 184 is raised by the internal gas pressure of the telescopic column 180. Accordingly, the height of the seat body 206 can be freely adjusted according to the physique and preference of the passenger by operating the seat lift lever 198.

(Seat lifting mechanism)
Next, the details of the lifting mechanism for the seat 200 using the telescopic strut 180 will be described with reference to FIGS. As shown in FIGS. 11 and 12, the seat frame 202 crosses the main frame 211 in the longitudinal direction of the vehicle body, and an annular main frame 211 that opens in the vertical direction fastened to the lower surface of the base member 201 by a plurality of bolts. Thus, it has a pair of sub-frames 212 extending substantially parallel to each other. The rear part of the main frame 211 is connected to a first connection base 213 (see FIG. 5) located on the rear peripheral surface of the cylinder tube 184 of the telescopic column 180.

  The rear ends of both subframes 212 are connected to each other so as to be curved inward to form a U-shaped connecting portion 214, and this connecting portion 214 is located on the front peripheral surface of the cylinder tube 184. It is connected to the second connection base 215 (see FIG. 5). The second connection base 215 is located below the first connection base 213 to which the main frame 211 is connected. Further, the front ends of both subframes 212 are connected to the inner peripheral surface of the front portion of the main frame 211, respectively.

  As shown in FIG. 13, the seat elevating lever 198 includes a lever arm (first arm) 221 having a crank shape and an operation arm (second arm) 222 engaged with the lever arm 221. In the lever arm 221, the left end side lever portion 221 b swings in response to an operation input to the right end side straight portion 221 a provided with an operation piece (operation portion) 220 at the end. The operation arm 222 presses the lock release button (elevation adjustment button) 181 of the telescopic column 180 by rotating with the swing of the lever portion 221b.

  The straight portion 221a of the lever arm 221 extends in the left-right direction, and is attached to a mounting plate 223 passed between the main frame 211 and one of the sub-frames 212 below the seat frame 202, as shown in FIG. On the other hand, it is rotatably attached by a mounting bracket 224 having a U-shaped support portion. The lever portion 221b curves backward from the left end of the straight portion 221a, and further, the tip end extends in the left-right direction and engages with the upper front portion of the operation arm 222.

  As shown in FIG. 13, the operation arm 222 includes a flat plate-like main body 230 formed with an opening 230 a through which the upper portion of the cylinder tube 184 passes, and the upper and lower edges and the front edge of the main body 230 project upward. And a peripheral wall portion 231 formed. The right front portion of the peripheral wall portion 231 is cut away, so that the lever portion 221b can come into contact with the upper surface of the main body portion 230. The lever portion 221b is locked by the front side of the peripheral wall portion 231, and is prevented from falling off from the upper surface of the main body portion 230.

  A rotation shaft 232 extending in the left-right direction is inserted through the left and right rear portions of the peripheral wall portion 231. The rotation shaft 232 is supported by a pair of support pieces 233 protruding upward from the rear portion of the main frame 211. The rotation shaft 232 is positioned on the rear side of the vehicle body with respect to the telescopic support column 180, and the engaging portion 222 a (the front upper portion of the main body unit 230) of the operation arm 222 with the lever unit 221 b is on the front side of the vehicle body with respect to the telescopic support column 180. Located (see FIG. 5). With such a configuration, in a limited space below the seat body 206, the lever ratio (that is, the distance from the rotating shaft 232 to the engaging portion 222a of the lever portion 221b and the unlocking button from the rotating shaft 232). The ratio of the distance to the contact portion with 181) can be secured larger, and the occupant can press the lock release button 181 with a smaller force. The operation arm 222 is disposed in a space between the pair of subframes 212 and rotates in the space. In other words, the seat frame 202 can secure the strength in the arrangement space of the seat lifting lever 198 below the seat 200, and can eliminate the influence of disturbance on the lever operation that may occur when the moving body moves.

  The operation arm 222 is provided with a push rod 234 so as to cross the upper part of the opening 230a of the main body 230 in the left-right direction. The lower surface of the push rod 234 is always in contact with the lock release button 181 biased upward. Leg portions 234 a extending in a substantially vertical direction are formed at both ends of the push rod 234, and both the leg portions 234 a are fixed to the left and right outer peripheral surfaces of the peripheral wall portion 231, respectively.

  When adjusting the height of the seat 200, the occupant can rotate the lever arm 221 by lifting the front end of the operation piece 220 upward (see arrow A in FIG. 13). At this time, the lever portion 221b of the lever arm 221 swings downward and presses the front side of the operation arm 222 downward, whereby the operation arm 222 rotates downward. As a result, as shown in FIG. 14, the lock release button 181 is pressed by the pressing rod 234 that has moved downward, and the cylinder tube 184 of the telescopic strut 180 whose lock has been released rises. The passenger can release the operation of the operation piece 220 when the seat 200 is raised to a desired height, thereby releasing the pressing of the lock release button 181 and bringing the telescopic strut 180 into the locked state again. When lowering the position of the seat 200, the occupant presses the upper surface of the seat 200 downward with the front end of the operation piece 220 lifted upward, and releases the operation of the operation piece 220 at a desired height. do it. Further, the rotation of the lever arm 221 in the opposite direction (the direction in which the operation arm 222 is not pressed) is restricted by the rotation restricting pin 235 that contacts the lever portion 221b.

  The seat elevating lever 198 is accommodated in the seat 200 except for the operation piece 220 and a part on the right end side of the lever arm 221 to which the operation piece 220 is attached. When the seat elevating lever 198 is incorporated in the seat 200, as shown in FIG. 15, the constituent members except for the operation piece 220 are mounted in the seat, and then the right end of the lever arm 221 is formed on the seat bottom cover 204. The sheet 200 is assembled in a state of being extended from the opened opening (slit) 236. Since the operation piece 220 can be fitted into the right end of the lever arm 221 and fixed with the cap nut 237 in the state where the entire seat 200 is finally assembled, the assemblability is good.

  The seat elevating lever 198 is provided so as to overlap the lower side of the seat 200 in plan view, including the operation piece 220 protruding from the opening 236 and a part of the lever arm 221. Further, the operation piece 220 positioned at least on the outermost side in the seat lifting lever 198 is provided so as to be positioned on the outer side of the outer shell 18 below the seat 200. Thus, in a compact configuration in which a passenger gets on the vehicle body (outer shell) with his / her legs sandwiched between both feet, the seat lifting lever 198 of the telescopic strut 180 can be easily accessed while preventing unintentional contact with the seat lifting lever 198. Can do.

(Battery pack support structure)
As shown in FIGS. 1 and 3, a battery case 251 for supporting the battery pack 250 is supported on the shelf plate 17. The battery case 251 includes a rectangular bottom plate 253, a front side wall 254 and a pair of left and right side walls 255 erected on the front side and both left and right sides of the bottom plate 253. The pair of left and right side walls 255 extends upward from the front side wall 254, and the battery case 251 is formed in a box shape having an opening 257 continuous from the front upper part to the upper part and the entire rear part. In other embodiments, the opening 257 is preferably open at least upward, and the rear side surface may be closed. The left and right side walls 255 extend the opening 257 by the rear edge being recessed forward in the middle portion in the vertical direction. Thereby, the battery pack 250 supported by the battery case 251 is configured such that the middle portion in the vertical direction on the rear side of the side surface is exposed.

  A bracket 258 extending backward is coupled to the center post 44, and the front surface of the front side wall 254 of the battery case 251 is coupled to the bracket 258. The outer shell 18 is disposed along the edge of the opening 257 so that the opening 257 of the battery case 251 is exposed to the outside.

  The battery pack 250 is formed in a vertically long substantially rectangular parallelepiped. A locking projection 262 protrudes from the upper surface of the bottom plate 253 of the battery case 251, and a receiving hole 263 into which the locking projection 262 can enter is recessed from the bottom of the battery pack 250. The battery pack 250 is restricted from sliding in the direction along the surface with respect to the bottom plate 253 when the locking projection 262 enters the receiving hole 263, while the rear of the locking pack 262 is the rotation center. Tilt to is possible. That is, by the engagement between the receiving hole 263 and the locking projection 262, the battery pack 250 is attached to and detached from the mounting position where the front surface is disposed along the front side wall 254 and the front surface is tilted backward with respect to the front side wall 254. It can be rotated between positions. At the mounting position, terminals (not shown) formed on the battery pack 250 and the battery case 251 are in contact with each other, and power supply from the battery pack 250 is possible. In other embodiments, the locking projection 262 is not limited to the bottom plate 253 and may be formed on the front side wall 254.

  As shown in FIGS. 1 and 16, a lid 260 forming an upper wall of the battery case 251 is rotatably supported on the upper edge portion of the front side wall 254. The lid 260 is connected to the front plate 265 that closes the opening formed in the upper portion of the front side wall 254 and the upper edge of the front plate 265 with an angle, and has an opening formed between the upper ends of the left and right side walls 255. It has an upper plate 266 that closes and a rear plate 267 that is connected to the rear edge of the upper plate 266 at an angle, and has a substantially U-shaped cross section.

  The lid 260 has a pair of left and right arms 268 projecting from the back surface (rear surface) of the front plate 265. A shaft 269 extending in the left-right direction is supported on the upper rear surface of the front side wall 25. The lid 260 is supported on the upper edge of the front side wall 254 so as to be rotatable about an axis extending in the left-right direction by being pivotally supported by the shaft 269 in the arm 268. The lid 260 is rotatable between a closed position that covers the upper portion of the battery case 251 and an open position that rotates counterclockwise when viewed from the right and rotates to the front side (seat 200 side). . A torsion coil spring (not shown) supported by the shaft 269 is interposed between the lid 260 and the front side wall 25, and the lid 260 is urged to the open position by the torsion coil spring. Note that the lid 260 can be rotated only in a state where the telescopic strut 180 extends and the seat 200 is disposed at an upper position where it does not interfere with the lid 260. When the telescopic strut 180 contracts and the seat 200 is in the lower position (sitting position), the rear end surface of the seat 200 comes into contact with the front plate 265 of the lid 260 and the lid 260 rotates from the closed position to the open position. Is regulated. In the closed position, the lid 260 cooperates with the outer shell 18 to smoothly form the outer surface of the inverted pendulum type vehicle 1.

  On the upper surface of the battery pack 250, one latch hole 270 and a pair of left and right receiving holes 271 disposed on the left and right sides of the latch hole 270 are formed. On the other hand, on the back surface of the upper plate 266 of the lid 260, one latch 273 and a pair of left and right projecting pieces 274 disposed on the left and right sides of the latch 273 are projected. By placing the battery pack 250 in the mounting position and the lid 260 in the closed position, the pair of left and right protrusions 274 protrude into the pair of left and right receiving holes 271, respectively, and the latch 273 enters the latch hole 270. The latch 273 and the latch hole 270 are formed in a known push-push mechanism. When the latch 273 is once pushed into the latch hole 270, the latch 273 is locked to the latch hole 270, and the latch 273 is engaged with the latch hole 270. When the latch 273 is pushed again into the latch hole 270 from the stopped state, the latch 273 is unlocked by the latch hole 270. By engaging the latch 273 and the latch hole 270, the protruding piece 274 and the receiving hole 271 respectively, the lid 260 is held in the closed position, and the battery pack 250 is held in the mounting position.

  When the battery pack 250 is attached to the battery case 251, first, the telescopic strut 180 is extended and the seat 200 is disposed at the upper position. Thereby, since the lid 260 can be rotated to the open position, the lid 260 is arranged at the open position. Next, the battery pack 250 is approached from the rear side of the battery case 251 so that the lower end of the battery pack 251 is at the front side, and the locking projection 262 of the battery case 251 is inserted into the receiving hole of the battery pack 250 to The pack 250 is disposed at the attachment / detachment position. Next, the battery pack 250 is rotated with respect to the battery case 251 around the latching convex portion 262 and placed at the mounting position. Next, the lid 260 is rotated to the closed position, and the latch 273, the latch hole 270, the protruding piece 274, and the receiving hole 271 are engaged with each other. Thereby, the battery pack 250 is attached to the battery case 251. Subsequently, the telescopic strut 180 is contracted to dispose the seat 200 at a lower position to restrict the rotation of the lid 260. As a result, even if the lid 260 is pushed downward and the engagement of the latch 273 and the latch hole 270 is released, the lid 260 cannot rotate, so the battery pack 250 is placed between the battery case 251 and the lid 260. Maintained in a supported state. When removing the battery pack 250 from the battery case 251, the telescopic strut 180 is extended to place the seat 200 in the upper position, and the lid 260 can be rotated to the open position.

(Electrical unit)
As shown in FIG. 1, the electrical unit 300 controls a main wheel control power drive unit 301 (hereinafter referred to as a main wheel PDU) for controlling the left and right drive units 90 and 130, and a tail wheel unit 80. A tail wheel control power drive unit 302 (hereinafter referred to as a tail wheel PDU), a DC-DC converter 304 (hereinafter referred to as a converter) that steps down a DC voltage supplied from a battery pack to a predetermined DC voltage, An I / O interface unit 305 (hereinafter referred to as I / O unit) for exchanging signals with the sensor, a switch unit 306 for operating power on / off, and a body frame 10 (inverted pendulum type vehicle 1) ) And a gyro sensor 308 for detecting an inclination angle and an angular velocity with respect to a predetermined axis (for example, a vertical line). It is. Signals from a seating sensor 307, a gyro sensor 308, and a switch unit 306 incorporated in the seat unit 170 are input to the I / O unit 305.

  As shown in FIG. 1, the vehicle body frame 10 has the front edge portion 12 </ b> A of the traveling unit support portion 12 disposed in the foremost side in a side view. Since the front end of the drive unit support portion 14 is formed by the first pipe 14A and the second pipe 14B that are inclined rearwardly from the front edge portion 12A toward the upper side, the drive unit support portion 14 is biased rearward from the front edge portion 12A. Yes. The front end of the outer periphery of the main wheel 52 of the traveling unit 50 disposed below the traveling unit support 12 projects forward from the front edge 12A. In order to enclose the vehicle body frame 10 and the traveling unit 50, the front portion of the outer shell 18 is formed in a curved surface that smoothly extends from the front upper end of the drive unit support portion 14 to the outer peripheral front end of the main wheel 52. Thus, a space 315 is formed between the front side of the outer shell 18 and the front side of the body frame 10. Specifically, the space 315 is formed from the front side of the first pipe 14 </ b> A and the second pipe 14 </ b> B of the drive unit support portion 14 to the front side of the traveling unit support portion 12. The electrical unit 300 is disposed in the space 315.

  The main wheel PDU 301 and the tail wheel PDU 302 have a microcomputer composed of a CPU, a memory, and the like, and a switching circuit for controlling a current or voltage supplied to the electric motors 84, 92, and 132. Signals are input from the seating sensor 307, the gyro sensor 308, and the switch unit 306 to the main wheel PDU 301 and the tail wheel PDU 302 via the I / O unit 305. The main wheel PDU 301 controls the electric motors 92 and 130 according to signals from the seating sensor 307 and the gyro sensor 308 based on a preset inverted pendulum control law. The tail wheel PDU 302 controls the electric motor 84 in accordance with signals from the seating sensor 307 and the gyro sensor 308 based on a predetermined turning control law.

  As shown in FIGS. 1 and 3, the main wheel PDU 301 and the tail wheel PDU 302 are supported on the same surface of a rectangular first substrate 320. A main wheel PDU 301 is supported on one side in the longitudinal direction of the first substrate 320, and a tail wheel PDU 302 is supported on the other side. A fan 321 is provided at the end of the first substrate 320 on the side where the main wheel PDU 301 is disposed. In the present embodiment, the fan 321 is a known axial fan having a rectangular frame and rotating blades rotatably supported in the frame. The fan 321 is disposed on the first substrate 320 such that the rotation axis is parallel to the longitudinal direction of the first substrate 320. The main wheel PDU 301 is larger than the tail wheel PDU 302 and has a greater thickness from the first substrate 320.

  As shown in FIG. 4, a bracket 322 is installed on the front edge portion 12 </ b> A of the traveling unit support portion 12 and the front end portions of the pair of left and right side portions 12 </ b> C. The bracket 322 has an inclined surface that progresses upward toward the rear, and its front end extends forward from the front edge portion 12A. Further, a fastening piece 323 that protrudes forward and in a direction close to each other is coupled to each of the lower end portions of the first pipe 14A and the second pipe 14B of the drive unit support portion 14. The first substrate 320 is fastened to the front side of the bracket 322 and the fastening piece 323 with screws, bolts, or the like. The first board 320 is arranged to extend in the front-rear direction so that the tail wheel PDU 302 is arranged on the front side and the main wheel PDU 301 is arranged on the rear side, and is inclined so as to advance upward as it goes rearward. . The first substrate 320 is arranged with its front end displaced rearward from the front end of the bracket 322. The front end of the bracket 322 extends forward from the first substrate 320 and the tail wheel PDU 302 supported by the first substrate 320.

  As shown in FIGS. 1 and 3, the converter 304, the I / O unit 305, and the switch unit 306 are supported on the same surface of the rectangular second substrate 325. The converter 304 is supported on one side of the second substrate 325 in the longitudinal direction, and the I / O unit 305 and the switch unit 306 are supported side by side on the other side. The converter 304 is larger than the I / O unit 305 and has a larger thickness from the second substrate 325. A fastening piece 326 protruding in a direction approaching each other is coupled to an intermediate portion of a portion of the drive unit support portion 14 extending vertically from the first pipe 14A and the second pipe 14B. The second substrate 325 is fastened to the front side of the fastening piece 326 and the connection plate 14H by screws, bolts, or the like. The second substrate 325 is disposed with its surface facing front and back and extending vertically. The converter 304 is disposed below the front surface, the I / O unit 305 is disposed on the upper right side of the front surface, and the switch unit 306 is disposed on the upper left side of the front surface. ing.

  The switch unit 306 has a switch button 328 that extends forward and passes through an opening formed in the front portion of the outer shell 18 and is exposed to the outside. The outer surface, which is a pressing operation surface of the switch button 328, has a display device 329 that faces obliquely upward like the outer surface of the outer shell 18 and emits light when the switch is turned on / off. The display device 329 may be an LED, for example. In another embodiment, the display device 329 may display the state of the inverted pendulum type vehicle (for example, whether there is a failure or the remaining battery level) by a lighting interval or a light emission color.

  As shown in FIGS. 1 and 2, a first cover 335 is coupled to the front side of the first substrate 320 so as to cover the tail wheel PDU 302, the main wheel PDU 301, and the fan 321. The first cover 335 has a front opening 336 at the front end and a rear opening (not shown) that defines the periphery of the fan 321 at the rear end. In other words, the main wheel PDU 301 and the tail wheel PDU 302 are disposed in a space defined by the first substrate 320 and the first cover 335, and the defined space passes through the front opening 336 and the fan 321 and conducts air. Is possible. It is preferable that the outer shell 18 has a vent hole communicating with the outside and the inside at a portion located in front of the front opening 336 of the first cover 335.

  A second cover 338 is coupled to the front surface side of the second substrate 325 so as to cover the converter 304 and the I / O unit 305. The second cover 338 has a lower end coupled to the outer surface of the rear end of the first cover 335 and is electrically connected to the inside of the first cover 335 via the fan 321, and has an upper opening 339 at the upper end. Yes. In other words, the converter 304 and the I / O unit 305 are disposed in a space defined by the second substrate 325 and the second cover 338, and the defined space passes through the fan 321 and the upper opening 339 to allow air to flow. Conduction is possible. Note that the switch button 328 of the switch unit 306 projects through the second cover 338 to the front portion of the outer shell 18.

  With the above configuration, when the fan 321 rotates, the lower air in the outer shell 18 is sucked from the front opening 336 of the first cover 335 and passes through the first cover 335, the fan 321 and the second cover 338 in this order. It is discharged from the upper opening 339 of the second cover 338. When the air passes through the first cover 335 and the second cover 338, the air exchanges heat with the tail wheel PDU 302, the main wheel PDU 301, the converter 304, the I / O unit 305, and the switch unit 306, and cools. The passage defined by the first cover 335 and the second cover 338 extends in the up-down direction while being inclined, and is disposed on the lower end side and sucks air from the front opening 336 and disposed on the upper end side. Since air is discharged from the opening 339, air heated by heat exchange easily flows in the first cover 335 and the second cover 338.

  The air discharged from the upper opening 339 of the second cover 338 is guided rearward along the inner surface of the outer shell 18 and formed at the upper end of the rear surface portion of the outer shell 18 (see FIG. 16). As a result, it is discharged outside the outer shell 18. For this reason, the high-temperature air that has passed through the first cover 335 and the second cover 338 does not hit the passenger. The outer shell 18 may be provided with a vent pipe that allows the upper opening 339 and the exhaust port 342 to communicate with each other.

  The gyro sensor 308 is supported by a bracket 345 (see FIG. 4) installed between the front end portions of the pair of left and right third pipes 14C, and as shown in FIG. 1, the first pipe 14A and the second pipe 14B. It is arrange | positioned between both lower-end parts. Specifically, it is disposed between the first substrate 320 and the right drive unit 130 in the front-rear direction, and is disposed between the second substrate 325 and the main wheel 52 in the vertical direction.

  In the electrical unit 300 configured as described above, the front edge of the first cover 335 is arranged on the most front side in the electrical unit 300, but as shown in FIG. Is arranged on the rear side of the vertical line L2 (tangent line) passing through the front edge of the main wheel 52 forming the front edge of the traveling unit 50 (specifically, the front edge of the driven roller 64 arranged on the most front side). . Further, the tail wheel PDU 302, the main wheel PDU 301, the converter 304, the I / O unit 305, the switch unit 306, the first cover 335, and the second cover 338 are arranged on the front edge of the seat 200 (specifically, the front edge of the seat body 206). ) And the imaginary line L3 passing through the front edge of the bracket 322. With this configuration, when a relatively large object collides with the front portion of the inverted pendulum type vehicle 1, the object collides with the front edge of the seat 200 or the front edge of the bracket 322. Collisions can be avoided.

  In the present embodiment, the vehicle body frame 10 that supports the left and right drive units 90 and 130 that are narrower in the front-rear direction than the main wheel 52 is provided above the traveling unit 50 including the main wheel 52. Since the electrical unit 300 is provided in the space 315 that is a dead space formed by providing the outer shell 18 that smoothly covers from the edge to the front edge of the main wheel 52, the entire inverted pendulum type vehicle 1 can be made compact. Further, since the switch button 328 of the switch unit 306 is provided on the front side surface of the outer shell 18 and the display device 329 is provided, it is easy for the passenger sitting on the seat 200 to check the display device and to operate the switch button 328. Further, it is possible to make it difficult for anyone other than the passenger to operate the switch button 328.

  Next, the configuration and operation of an inverted pendulum type vehicle for a passenger to board will be described with reference to FIG. When the passenger gets on board (i.e., sits on the seat 200), the position where the inverted pendulum type vehicle 1 in the self-standing state (that is, after startup) as shown in FIG. By operating a boarding button 241 (see FIG. 17) provided at, the inverted pendulum control is temporarily stopped. As a result, as shown in FIG. 17, the vehicle (more specifically, the vehicle body frame 10 and the drive unit supported on the upper part thereof) rotates rearward by its own weight about the hollow axle 54 (see FIG. 2). After that, the rearward tilt limit stopper 34 provided on the vehicle body frame 10 is stopped at a position where it comes into contact with the upper surface of the tail wheel arm 78 and is tilted backward. At this time, the seat 200 together with the vehicle body frame 10 also rotates rearward from the operating position shown in FIG. 1 and moves to the lower boarding start position (rear standby position) shown in FIG. Thereby, since the seat surface position of the seat 200 is lowered, the passenger can easily sit down from the rear of the vehicle body. The seated passenger can start the inverted pendulum control by operating the boarding button 241 again. The start of this inverted pendulum control may be executed when a predetermined time elapses after the seating sensor 307 detects the seating, regardless of the operation of the boarding button 241.

  Here, as shown in FIG. 1, the seat main body 206 includes a seat surface main portion 206a including a front surface to a center portion of the seat surface extending in a substantially horizontal direction in a side view, and the seat surface main portion 206a. And a seat rear portion 206b inclined obliquely upward and rearward from the rear edge. As described above, the seat 200 can stably support the occupant's buttocks by having the inclined seat surface rear portion 206b, while the occupant sits on the seat 200 as shown in FIG. As described above, the seat rear portion 206b is inclined to the vicinity of the horizontal, so that the passenger can be more easily boarded from the rear of the vehicle body at the rear standby position. Further, in the base member 201 that supports the lower side of the seat main body 206, as shown in FIG. 12, the main portion 201a is formed substantially flat like the seating surface of the seat main body 206, while the rear portion 201b. Is inclined obliquely upward and backward. Thereby, the load applied to the seating surface can be well dispersed while allowing the seat body 206 to be deformed by the load of the passenger.

  When the seat 200 is tilted backward, as shown in the modification of FIG. 18, the seating surface angle is set so that the seating rear portion 206b is in the horizontal direction or less in the side view (here, The rear surface 206b of the seating surface may be inclined rearward and obliquely downward by a predetermined angle θ with respect to the horizontal direction. This further improves the ease of seating of the passenger.

(Inverted pendulum type vehicle attitude and travel control)
A traveling operation of the inverted pendulum type vehicle 1 will be described. The main wheel PDU 272 calculates the position of the center of gravity of the entire inverted pendulum type vehicle 1 including the occupant seated on the seat body 206 based on changes in the inclination angle and the angular velocity of the vehicle body frame 10 measured by the gyro sensor 308.

  When the center of gravity of the entire inverted pendulum type vehicle 1 including the occupant is at the neutral position (for example, the position directly above the center of the telescopic support column 180), the main wheel PDU 272 is driven on the left and right sides based on control processing according to the inverted pendulum control law. The electric motors 92 and 132 of the units 90 and 130 are driven to maintain the vehicle body in an upright posture.

  At this time, the tail wheel PDU 274 maintains the electric motor 84 of the tail wheel unit 80 in a stopped state based on the control process according to the turning control law, and the tail wheel 82 does not rotate.

  When the center of gravity of the entire inverted pendulum type vehicle 1 including the occupant moves to the front side from the neutral position, the electric motor 92 of the left and right drive units 90 and 130 is controlled under the control processing of the main wheel PDU 272 according to the inverted pendulum control law. , 132 are driven at the same speed in the forward direction. By driving the electric motors 92 and 132, the left and right drive disks 58 are rotated forward at the same speed, and the main wheel 52 is normally rotated around its own wheel center as a rotation axis, that is, revolved in the forward direction. At this time, since there is no difference in rotational speed between the left and right drive disks 58, the drive roller 66 of the drive disk 58 and the driven roller 64 of the main wheel 52 do not rotate, and the inverted pendulum type vehicle 1 moves straight forward.

  When the center of gravity of the entire inverted pendulum type vehicle 1 including the occupant moves to the rear side from the neutral position, the electric motors of the left and right drive units 90 and 130 are controlled by the main wheel PDU 272 under control processing according to the inverted pendulum control law. 92 and 132 are driven at the same speed in the reverse direction. By driving the electric motors 92 and 132, the left and right drive disks 58 are reversed at the same speed, and the main wheel 52 is rotated around its own wheel center as a rotation axis, that is, revolves in the reverse direction. At this time, since there is no difference in rotational speed between the left and right drive disks 58, the drive roller 66 of the drive disk 58 and the driven roller 64 of the main wheel 52 do not rotate, and the inverted pendulum type vehicle 1 moves backward straight.

  During forward travel and reverse travel, the tail wheel PDU 274 maintains the stopped state of the electric motor 84 of the tail wheel unit 80 under control processing according to the turning control law, and the tail wheel 82 does not revolve. However, as the inverted pendulum type vehicle 1 moves forward, the free roller of the tail wheel 82 rotates.

  When the center of gravity of the entire inverted pendulum type vehicle 1 including the occupant moves to the left or right side from the neutral position, the main wheel PDU 272 is controlled by the left and right drive units 90 and 130 under control processing according to the inverted pendulum control law. The electric motors 92 and 132 are driven in different rotational directions and / or rotational speeds. Due to the driving of the electric motors 92 and 132, a difference in rotational speed is generated between the left and right drive disks 58, and the force in the direction orthogonal to the circumferential (tangential) force due to the rotational force of the left and right drive disks 58 is shown. The force acts on the contact surface between the left and right drive rollers 66 and the driven roller 64 of the main wheel 52. This component force causes the driven roller 64 to rotate (rotate) about its own central axis.

  The rotation of the driven roller 64 is determined by the rotational speed difference between the left and right drive disks 58. For example, when the left and right drive disks 58 are rotated in the opposite directions at the same speed, the main wheel 52 does not revolve at all, and only the driven roller 64 rotates. As a result, a driving force in the left-right direction is applied to the main wheel 52, and the inverted pendulum type vehicle 1 moves in the left-right direction (moves sideways). Further, when the left and right drive disks 58 are rotated at different speeds in the same direction, the driven roller 64 rotates as the main wheel 52 revolves. Thereby, the inverted pendulum type vehicle 1 moves diagonally forward and diagonally backward.

  At this time, the tail wheel PDU 274 drives the electric motor 84 of the tail wheel unit 80 under the control processing according to the turning control law, and rotates (revolves) the tail wheel 82 at a rotational speed equivalent to the true lateral movement speed. You may let them. When there is a difference between the amount of movement of the main wheel 52 due to the rotation of the driven roller 64 and the amount of movement due to the rotation of the tail wheel 82, the inverted pendulum type vehicle turns.

  Although the present invention has been described above with reference to preferred embodiments, the present invention is not limited to such embodiments so that those skilled in the art can easily understand, and departs from the spirit of the present invention. It is possible to change appropriately within the range not to be. For example, the main wheel 52 only needs to be combined so that a plurality of driven rollers 64 can be individually rotated to form an annular shape, and the support of the driven roller 64 by such a combination is limited to the annular member 62. However, it may be performed by a disk-shaped member having a plurality of support portions for the driven roller 64 on the outer peripheral portion. The tail wheel 82 is not limited to an omni wheel, and may be a main wheel made of a normal rubber tire. The protruding portion 102A of the reducer 96 of the left drive unit 90 protrudes rearward of the vehicle body from the position of the central axis of the electric motor 92, contrary to the protruding direction of the protruding portion 142A of the reducer 136 of the right drive unit 130. Also good. The left drive unit mounting plate 22 and the right drive unit mounting plate 24 may be openings (through holes) through which the reduction gear output shafts 98 and 138 can pass instead of the notches 22B and 24B.

  In addition, all the components shown in the above embodiment are not necessarily essential, and can be appropriately selected without departing from the gist of the present invention. The reduction gear is not essential and may be omitted. As shown in FIG. 19, the left and right drive pulleys 100 and 140 may be directly moved by the left and right electric motors 92 and 132. The tail wheel unit 80 may also be omitted.

DESCRIPTION OF SYMBOLS 1 ... Inverted pendulum type vehicle, 10 ... Body frame, 12 ... Traveling unit support part, 14 ... Drive unit support part, 16 ... Battery support part, 18 ... Outer shell, 22 ... Left drive unit mounting plate, 22A ... Bolt through-hole, 22B ... Notch, 24 ... Right drive unit mounting plate, 24A ... Bolt through hole, 24B ... Notch, 25 ... Front side wall, 26 ... Mounting bolt, 28 ... Mounting bolt, 40 ... Step, 42 ... Forward limit stopper, 44 ... Center post, 46 ... Gusset, 47 ... Cylindrical bush, 50 ... Traveling unit, 52 ... Main wheel, 54 ... Hollow axle, 54A ... Positioning step, 55 ... Center through hole, 56 ... Ball bearing ... Drive disk, 60 ... driven pulley, 62 ... annular member, 64 ... driven roller, 66 ... drive roller, 68 ... nut, 68A ... annular side protrusion, 72 ... bolt, 74 Nut, 78 ... tail wheel arm, 80 ... tail wheel unit, 82 ... tail wheel, 84 ... electric motor, 85 ... outer shell, 90 ... left drive unit, 92 ... electric motor, 94 ... output shaft (motor output shaft), 96 DESCRIPTION OF SYMBOLS ... Reduction gear, 98 ... Output shaft (reduction gear output shaft), 100 ... Drive pulley, 102 ... Gear box, 102A ... Projection part, 122 ... Cog belt, 124 ... Adjustment bolt, 126 ... Lock nut, 130 ... Right drive unit, DESCRIPTION OF SYMBOLS 132 ... Electric motor, 136 ... Reduction gear, 138 ... Output shaft (reduction gear output shaft), 140 ... Drive pulley, 142 ... Gear box, 142A ... Projection part, 144 ... Cog belt, 146 ... Adjustment bolt, 148 ... Lock nut, 170 ... Seat unit, 180 ... Telescopic column, 181 ... Lock release button, 182 ... Piston rod, 184 ... Cylinder tube, 19 DESCRIPTION OF SYMBOLS ... Seat lift lever, 200 ... Seat, 201 ... Base member, 202 ... Seat frame, 204 ... Seat bottom cover, 206 ... Seat main body, 206a ... Seat surface main part, 206b ... Seat surface rear part, 207 ... Side guard member, 211 ... main frame, 212 ... subframe, 221 ... lever arm, 222 ... operating arm, 222a ... engaging portion, 234 ... pressing rod, 235 ... rotation restricting pin, 236 ... opening, 241 ... boarding button, 250 ... battery Pack, 251 ... Battery case, 257 ... Opening, 260 ... Lid, 262 ... Locking projection, 263 ... Receiving hole, 268 ... Arm, 270 ... Latch hole, 273 ... Latch, 300 ... Electrical unit, 301 ... Main wheel control Power drive unit, 302 ... power drive unit for tail wheel control, 304 ... DC-DC converter Barter, 305 ... I / O interface unit, 306 ... switch unit, 308 ... gyro sensor, 320 ... first board, 321 ... fan, 325 ... second board, ... 328 ... switch button, 329 ... display device, 335 ... first 1 cover, 338 ... 2nd cover

Claims (6)

Driving wheels (52) driven based on the inverted pendulum control;
A vehicle body frame (10) for supporting the drive wheels;
In an inverted pendulum type vehicle including a seat (200) for a passenger to sit on,
A cylinder type lifting device (180) attached to the vehicle body frame to support the seat so as to be movable up and down, and operated in accordance with an operation of an operation lever (198);
An outer shell (18) that houses the vehicle body frame , the drive wheel, and the lifting device and forms an outer shell of the vehicle body;
The elevating device has an extendable telescopic strut that passes through an opening provided in the outer shell and serves as a strut for supporting the seat so as to be lifted and lowered.
The seat is provided wider than the outer shell in the left-right direction,
The operation unit (220) of the operation lever is an inverted pendulum type vehicle that overlaps a lower side of the seat in a plan view and is positioned between the seat and the outer shell.   The operation lever is engaged with a first arm (221) having a crank shape whose other end swings in response to an operation input to one end provided with an operation portion, and the other end of the first arm. And a second arm (222) that depresses a lifting / lowering adjustment button (181) that allows the operation of the lifting / lowering device by rotating with the swing of the other end of the first arm. The inverted pendulum type vehicle according to claim 1.   A rotation shaft (232) in the second arm extends in the left-right direction of the vehicle body and is positioned on the rear side of the vehicle with respect to the lifting device, and is engaged with the other end side of the first arm in the second arm. The inverted pendulum type vehicle according to claim 2, wherein the joint portion (222a) is located on the vehicle body front side with respect to the lifting device. A seat frame (202) attached to an upper part of the lifting device and supporting the seat;
The seat frame includes a main frame (211) and a pair of subframes (212) extending substantially parallel to each other so as to cross the main frame in the longitudinal direction of the vehicle body,
The main frame is connected to a first connection base (213) of the lifting device,
In the pair of subframes, one end side is connected to a second connection base (215) positioned below the first connection part, and the other end side is connected to the main frame, respectively.
The inverted pendulum type vehicle according to claim 2 or 3, wherein the second arm rotates in a space between the pair of subframes.   The said 2nd arm has the push rod (234) provided so that it might extend in the left-right direction of a vehicle body, in order to push down the raising / lowering adjustment button of the said raising / lowering apparatus at the time of the rotation. The inverted pendulum type vehicle according to claim 4. The seat includes a seat body (206) having a seating surface and a seat bottom cover (204) provided to cover a lower portion of the seat body.
The inverted pendulum type vehicle according to any one of claims 2 to 5, wherein the seat bottom cover is provided with an opening (236) through which the first arm is inserted.

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