JP6907137B2 - Small electric vehicle - Google Patents

Description

The present invention relates to a small electric vehicle capable of self-propelling.

Conventionally, various technologies related to self-propelled small electric vehicles have been proposed. For example, the electric vehicle described in Patent Document 1 below has a handle portion having a rod-shaped portion extending in a substantially horizontal direction, and a right-hand touch sensor portion provided in the rod-shaped portion so as to face substantially the upper surface with respect to the traveling direction. And a left side touch sensor unit, each of the right side touch sensor unit and the left side touch sensor unit includes a pedestal having a concave portion and a capacitance detection module including two electrodes built in the concave portion. A lid having an opening and covering the concave portion, and a resin cover attached to the opening are provided, and the motor operates and touches the touch portion when the user touches the touch portion with a finger. The feature is that the motor stops when it is not.

According to an electric vehicle having such a configuration, an accelerator lever is not required as in a conventional electric vehicle, so that the steering wheel and the accelerator lever can be used even when the vehicle is about to start or stop while driving. It is possible to realize an electric vehicle having excellent safety and handleability without squeezing.

JP-A-2017-56109

However, when the user touches the touch portion with his / her finger, the motor operates to start / run the electric vehicle, and when the user does not touch the touch portion, the motor stops and the electric vehicle stops, which is suitable for the vehicle situation. The running pattern was not obtained.

Therefore, the present invention has been made in view of the above points, and an object of the present invention is to provide a small electric vehicle capable of self-propelling in a pattern suitable for a vehicle condition.

The invention according to claim 1 made to solve this problem is a small electric vehicle, in which a pair of grips provided on a steering wheel and a pair of grips or a plurality of drives provided around the pair of grips are provided. It includes a switch and a motor that variably controls the drive power according to the number of the plurality of drive switches that are kept on , and the plurality of drive switches are projected from at least one end of a pair of grips. a support unit was characterized by Rukoto a detector spaced from the pair of grip by being provided in the support portion.

The invention according to claim 2 is the small electric vehicle according to claim 1 , wherein the pair of grips includes a main body and a step portion protruding from the main body at least toward the detection portion, and the height of the step portion is high. Is lower than the separation distance from the main body to the detection unit.

The invention according to claim 3 is the small electric vehicle according to claim 1 or 2 , wherein the pair of grips are elastically deformed.

The small electric vehicle of the present invention can self-propell in a pattern suitable for the vehicle situation.

It is a side view which showed the deployed state of the small electric vehicle of this embodiment. It is a side view showing the folded state of the small electric vehicle. It is an enlarged side view of the front wheel part of the small electric vehicle. It is an enlarged side view of one part of a pair of rear wheels of the small electric vehicle. It is an enlarged plan view of the handle part of the small electric vehicle. It is an enlarged side view of the seat part of the small electric vehicle. It is a block diagram of the small electric vehicle. It is the figure which showed an example of the start sequence of the self-propelled control of the small electric vehicle. It is a figure which showed an example of the running sequence of the self-propelled control of the small electric vehicle. It is a flowchart which showed the self-propelled control program of the small electric vehicle. It is a flowchart which showed the self-propelled control program of the small electric vehicle. It is a flowchart which showed the self-propelled control program of the small electric vehicle. It is a flowchart which showed the self-propelled control program of the small electric vehicle. It is a flowchart which showed the self-propelled control program of the small electric vehicle. It is a flowchart which showed the self-propelled control program of the small electric vehicle. It is a flowchart which showed the self-propelled control program of the small electric vehicle. It is a flowchart which showed the self-propelled control program of the small electric vehicle. It is a flowchart which showed the self-propelled control program of the small electric vehicle. It is a flowchart which showed the self-propelled control program of the small electric vehicle. It is a flowchart which showed the self-propelled control program of the small electric vehicle. It is a figure which showed the drive switch of the 1st modification example. It is a figure which showed the drive switch of the 2nd modification example. It is a figure which showed the drive switch of the 3rd modification example, (a) is a figure which showed the state at the time of operation which keeps it in an on state, (b) is a figure which showed the grip etc. by the line CC of (a). It is the figure which showed the state which was cut. It is a figure which showed the drive switch of the 3rd modification example, (a) is a figure which showed the state at the time of operation which keeps it in an off state, (b) is a figure which showed the grip etc. by the line DD of (a). It is the figure which showed the state which was cut. It is a figure showing the drive switch of the 4th modification example, (a) is a plan view which showed the steering wheel, and (b) is the figure which showed the state at the time of operation which keeps it in an on state. It is the figure which showed the drive switch of the 4th modification example, (a) (b) is the figure which showed the state at the time of the operation which keeps in an off state. It is the figure which showed the drive switch of the 5th modification example, (a) is a plan view which showed the steering wheel, and (b) is the figure which showed the state at the time of operation which keeps everything in the on state. It is a figure which showed the drive switch of the 5th modification example, (a) is a figure which showed the state at the time of the operation which keeps a part in the ON state, and (b) is the figure which keeps all in an Off state. It is a figure which showed the state of time.

[1. Overview of small electric vehicles]
Hereinafter, the small electric vehicle according to the present invention will be described with reference to the drawings based on the embodiment of the present embodiment. The small electric vehicle of the present embodiment is an electric tricycle that can fold the frame, executes self-propelled control capable of starting, accelerating, constant speed, and decelerating, and is mainly intended for healthy elderly people. be. In each drawing used in the following description, a part of the basic configuration may be omitted, and the dimensional ratio of each drawn part is not always accurate.

As shown in FIGS. 1 and 2, the small electric vehicle 1 of the present embodiment includes a front frame 11, a handle shaft holder 13, and a rear frame 15. A handle shaft holder 13 is rotatably supported at the front end of the front frame 11 with the first rotation shaft D1 as an axis.

A handle frame 17 is rotatably attached to the front end of the handle shaft holder 13 in a substantially horizontal direction. A handle 19 is fixed to the upper end of the handle frame 17. On the other hand, the wheel support frame 21 is fixed to the lower end of the handle frame 17. The front wheels 23 are rotatably supported by the wheel support frame 21.

A seat post 25 is integrally connected to the rear end of the front frame 11. The upper part of the seat post 25 has a tubular shape, and the seat support frame 27 is inserted into the tubular portion of the seat post 25 so as to be vertically movable. A seat 29 is fixedly attached to the upper end of the seat support frame 27.

A lock handle 31 is rotatably supported at the lower end of the seat post 25 with the second rotation shaft D2 as the axis. A lock lever 33 is provided in the lock handle 31.

A rear frame 15 is rotatably supported at the rear end of the front frame 11 with the third rotation shaft D3 as an axis. A pair of rear wheels 35 are rotatably supported at the rear end of the rear frame 15 on both the left and right sides with respect to the front direction. A motor drive control unit 37 is attached to the lower surface of the rear frame 15.

Below the rear portion of the handle shaft holder 13, the front end portion of the first link lever 39 is rotatably supported around the fourth rotation shaft D4. At the rear end of the first link lever 39, the front end of the second link lever 41 is rotatably supported around the fifth rotation shaft D5. At the rear end of the second link lever 41, the front end of the rear frame 15 is rotatably supported around the sixth rotation shaft D6.

A guide hole and a positioning groove 43 are provided at the rear portion of the handle shaft holder 13. A positioning pin 45 is engaged with the guide hole and the positioning groove 43. The positioning pin 45 is provided at the front end of the front frame 11 and is connected to the lock lever 33 by an inner cable (not shown). Further, the rear portion of the handle shaft holder 13 is provided with a pair of footrests 47 on both the left and right sides with respect to the front direction.

In the small electric vehicle 1 of the present embodiment, as shown in FIG. 1, the positioning pin 45 fits into the notch groove (hereinafter, referred to as “lower notch groove”) provided below the guide hole and the positioning groove 43. By being combined, the expanded state is held (locked).

When switching from the unfolded state of FIG. 1 to the folded state of FIG. 2, the lock lever 33 is grasped and the lock lever 33 is pulled backward. As a result, the positioning pin 45 is separated from the guide hole and the lower notch groove of the positioning groove 43 via an inner cable (not shown), and the front frame 11 becomes rotatable with respect to the handle shaft holder 13.

Next, with the lock lever 33 gripped, the lock handle 31 is rotated upward around the second rotation shaft D2 so as to be separated from the rear frame 15. When the lock handle 31 rotates upward, the claw portion 31A (see FIG. 2) of the lock handle 31 separates from the second rotation shaft D2. Therefore, the rear frame 15 connected to the second rotation shaft D2 can rotate with respect to the front frame 11 centered on the sixth rotation shaft D6. As a result, the small electric vehicle 1 of the present embodiment can be folded.

When the lock handle 31, the handle frame 17, the handle 19, etc. are brought close to each other while the lock lever 33 is gripped, the rear of the front frame 11 via the seat post 25, coupled with the weight of the small electric vehicle 1 of the present embodiment. The end rotates in the direction approaching the handle shaft holder 13.

In this state, the positioning pin 45 of the front frame 11 is located in the guide hole connecting the guide hole and the notch groove provided above the positioning groove 43 (hereinafter, referred to as “upper notch groove”) and the lower notch groove. ing. Therefore, as the front frame 11 rotates, the positioning pin 45 moves from the position of the lower notch groove of the guide hole and the positioning groove 43 to the position of the upper notch groove through the guide hole. Further, due to the rotation of the front frame 11, the rear frame 15, the first link lever 39, and the second link lever 41 also rotate and move in a direction approaching the handle shaft holder 13 by the rotation shafts pivotally supported by each. ..

When it is further rotated, the positioning pin 45 of the front frame 11 comes into contact with the guide hole and the end surface of the positioning groove 43 on the upper notch groove side, and the rotation of the front frame 11 is suppressed. When the lock lever 33 is released while the rotation of the front frame 11 is suppressed, the positioning pin 45 of the front frame 11 is fitted into the guide hole and the upper notch groove of the positioning groove 43. Since the positioning pin 45 is held at this position by the urging force of a tension spring (not shown), the front frame 11 is locked at this folded position. Due to the rotation of the front frame 11, the rear frame 15, the first link lever 39, and the second link lever 41 are also rotated in the direction closer to the handle shaft holder 13 by the rotation shafts pivotally supported by each. The small electric vehicle 1 of the present embodiment is in the folded state shown in FIG.

In the small electric vehicle 1 of the present embodiment, when switching from the folded state to the unfolded state, the procedure is reversed from the above.

Next, a brake-related configuration included in the front wheel 23 will be described. As shown in FIG. 3, a brake disc 49 is provided inside the front wheel 23. A front brake caliper 51 constituting a disc brake is fixed to the wheel support frame 21 together with the brake disc 49.

One end of the right inner cable 53 is attached to the front brake caliper 51. The right inner cable 53 is a drive source for the front brake caliper 51. Further, the right inner cable 53 passes through the inside of the right outer cable 57.

Next, a brake-related configuration included in the rear wheel 35 on the right side with respect to the front direction will be described. As shown in FIG. 4, a brake disc 101 is provided inside the rear wheel 35. The rear frame 15 is provided with a rear wheel frame 15A that rotatably supports the rear wheels 35. A motor 85 for electrically driving the rear wheels 35 is fixed to the rear wheel frame 15A, and a rear brake caliper 103 that constitutes a disc brake is fixed together with the brake disc 101.

One end of the left inner cable 105 is attached to the rear brake caliper 103. The left inner cable 105 is a drive source for the rear brake caliper 103. Further, the left inner cable 105 passes through the left outer cable 109.

The brake-related configuration described above may be provided in the rear wheel 35 on the left side in the front direction instead of the rear wheel 35 on the right side in the front direction.

Next, the handle 19 will be described. As shown in FIG. 5, the handle 19 is a bar type similar to a bicycle. The handle 19 includes a handle bar 135. A pair of grips 137 are attached to both ends of the handlebar 135. The handle 19 is provided with an ignition switch 59, a right drive switch 61, a left drive switch 62, a motor operation LED 63, a speed setting switch 65, and an abnormality display LED 67. The ignition switch 59 is a select type switch used when self-propelled control is executed. The right drive switch 61 and the left drive switch 62 are momentary push button type switches used when self-propelled control is executed. Therefore, the right drive switch 61 is maintained in the on state when the pressing operation is continued, and is maintained in the off state when the pressing operation is released and is not operated. Further, the right drive switch 61 and the left drive switch 62 are provided at positions adjacent to the pair of grips 137 inside the pair of grips 137 (that is, on the side of the ignition switch 59). That is, the right drive switch 61 is attached to the steering wheel 19 on the right side (right side with respect to the front direction) in FIG. 5, and the left drive switch 62 is attached on the left side (left side with respect to the front direction) in FIG. The motor-operated LED 63 is a display device that lights up, blinks, or turns off when self-propelled control is executed. The speed setting switch 65 can switch the maximum speed during self-propelled control to any of low speed, medium speed, and high speed. In the present embodiment, the maximum speed when switched to low speed is 2 km / h, the maximum speed when switched to medium speed is 4 km / h, and the maximum speed when switched to high speed is 6 km / h. h. The abnormality display LED 67 is a display device that lights up when an abnormality occurs when self-propelled control is executed. Self-propelled control will be described later.

Further, the right brake lever 69 is attached to the handle 19 on the right side (right side with respect to the front direction) in FIG. 5, and the left brake lever 71 is attached on the left side (left side with respect to the front direction) in FIG.

The other end of the right outer cable 57 is connected to the right brake lever 69, and the other end of the right inner cable 53 (see FIG. 3) passing through the right outer cable 57 is further attached to the right brake lever 69. There is.

Further, the right brake lever 69 is provided with a front wheel brake switch 55. The front wheel brake switch 55 detects the stroke of the right inner cable 53, and turns on when the stroke displacement of the right inner cable 53 is equal to or greater than the first predetermined distance.

When the right brake lever 69 moves to the position indicated by reference numeral 69A, the stroke displacement of the right inner cable 53 becomes equal to the first predetermined distance, and the front wheel brake switch 55 is turned on. Even if the right brake lever 69 moves from the position indicated by reference numeral 69A to the lower side (handle 19 side) in FIG. 5, the stroke displacement of the right inner cable 53 is larger than the first predetermined distance, so that the front wheel brake switch 55 is pressed. Works on.

While the front wheel brake switch 55 is on, the front brake caliper 51 (see FIG. 3) operates. Therefore, when braking the front wheels 23 (see FIG. 3), the driver grips the right brake lever 69 deeply so that the right brake lever 69 is at the position indicated by reference numeral 69A or the right brake lever 69 is indicated by reference numeral 69. It is moved from the position shown in 69A to the lower side (handle 19 side) in FIG.

The other end of the left outer cable 109 is connected to the left brake lever 71, and the other end of the left inner cable 105 (see FIG. 4) passing through the left outer cable 109 is further attached to the left brake lever 71. There is.

Further, the left brake lever 71 is provided with a rear wheel brake switch 73. The rear wheel brake switch 73 detects the stroke of the left inner cable 105, and turns on when the stroke displacement of the left inner cable 105 is equal to or greater than the second predetermined distance.

When the left brake lever 71 moves to the position indicated by reference numeral 71A, the stroke displacement of the left inner cable 105 becomes equal to the second predetermined distance, and the rear wheel brake switch 73 is turned on. Even if the left brake lever 71 moves from the position indicated by reference numeral 71A to the lower side (handle 19 side) in FIG. 5, the stroke displacement of the left inner cable 105 is larger than the second predetermined distance, so that the rear wheel brake switch 73 Works on.

While the rear wheel brake switch 73 is on, the rear brake caliper 103 (see FIG. 4) operates. Therefore, when braking the rear wheel 35 (see FIG. 4), the driver grips the left brake lever 71 deeply so that the left brake lever 71 is at the position indicated by reference numeral 71A or the left brake lever 71 is moved. It is moved from the position indicated by reference numeral 71A to the lower side (handle 19 side) of FIG.

Next, the sheet 29 will be described. As shown in FIG. 6, a seating sensor 77 is internally provided in the seat 29 provided at the upper end of the seat support frame 27. The seating sensor 77 detects the pressure acting on the seat 29, and turns on while detecting the pressure equal to or higher than a predetermined value. In the present embodiment, when the driver sits on the seat 29, a pressure equal to or higher than a predetermined value acts on the seat 29, so that the seating sensor 77 is turned on.

Next, the motor drive control unit 37 will be described. As shown in FIG. 7, the motor drive control unit 37 includes a CPU 79, a timer 80, a ROM 81, and a RAM 83. The CPU 79 is an arithmetic unit and a control device that controls the entire small electric vehicle 1 of the present embodiment. A timer 80, a ROM 81, and a RAM 83 are connected to the CPU 79. The timer 80 is a timekeeping device that performs timekeeping for executing control of the entire small electric vehicle 1 of the present embodiment. Instead of the timer 80, the built-in timer of the CPU 79 may be used, or software may be used. Various programs and the like are stored in the ROM 81. For example, a program used in self-propelled control, a speed curve (curves of accelerated running, constant speed running, and decelerated running) and the like are stored in the ROM 81. Data required for data processing of the CPU 79 is temporarily stored in the RAM 83.

Further, the CPU 79 includes a front wheel brake switch 55, a rear wheel brake switch 73, an ignition switch 59, a right drive switch 61, a left drive switch 62, a speed setting switch 65, a seating sensor 77, an acceleration sensor 107, a gyro sensor 111, and a motor rotation. The number detection unit 86, the motor operation LED 63, and the abnormality display LED 67 are connected. By detecting the gravitational acceleration of the small electric vehicle 1 of the present embodiment, the acceleration sensor 107 determines the angle (attitude) of the small electric vehicle 1, that is, the inclination angle with respect to the horizontal direction (hereinafter, referred to as "inclination angle"). It is a detection device, and is installed in, for example, the motor drive control unit 37. The gyro sensor 111 is a device that detects a change in the angular velocity in the triaxial direction of the small electric vehicle 1 of the present embodiment and turns on when the amount of change exceeds the permissible amount. For example, in the motor drive control unit 37. It is attached. The motor rotation speed detection unit 86 is a measuring device that detects the rotation speed of the motor 85, and is attached to the motor 85, for example. Specific examples of the motor rotation speed detection unit 86 include a Hall sensor, an encoder, and the like. Further, a motor 85 is connected to the CPU 79. The motor 85 is, for example, a PWM-controlled brushless DC motor, which uses a battery (not shown) as a drive source and electrically drives the rear wheel 35 (see FIG. 4) on the right side in the front direction. The motor 85 may electrically drive both wheels of the rear wheels 35 or the front wheels 23.

Further, an alarm output device 119, a Doppler radar sensor 121, and an ultrasonic sensor 123 are connected to the CPU 79. The alarm output device 119 is, for example, a device attached to the handle 19 and outputs an alarm sound in response to a control signal from the CPU 79. The Doppler radar sensor 121 is, for example, a device attached to a handle frame 17 and detecting a relative moving object by a reflected wave of microwaves irradiated in the forward direction. When the CPU 79 receives the detection signal from the Doppler radar sensor 121, the CPU 79 causes the alarm output device 119 to output an alarm sound. This warns the driver that there is an obstacle (ie, a relative moving object) in the forward direction. The ultrasonic sensor 123 is, for example, a device attached to both the left and right sides of the handle shaft holder 13 with respect to the front direction and for measuring the distance to the traveling surface by the reflected wave of the ultrasonic wave radiated diagonally forward and downward. Is. The CPU 79 calculates the distance to the traveling surface from the received signal from the ultrasonic sensor 123, and when the calculated distance is larger than a certain distance, the alarm output device 119 outputs an alarm sound. As a result, the driver is warned that there is a possibility that a groove, a cliff, or the like may exist in the driver's blind spot (that is, diagonally forward and downward).

[2. Self-propelled control]
Hereinafter, the self-propelled control executed by the small electric vehicle 1 of the present embodiment will be described with reference to FIGS. 8 and 9.

First, the start / acceleration sequence of self-propelled control will be described. As shown in FIG. 8, in step A1, all the following states (1) to (5) are satisfied while the right drive switch 61 and the left drive switch 62 are in the off state. (1) Since the driver is seated on the seat 29, the seating sensor 77 is turned on. (2) Since the small electric vehicle 1 is stationary, the gyro sensor 111 is in the off operation. (3) Since the inclination of the small electric vehicle 1 is small, the inclination angle detected by the acceleration sensor 107 is within the range of −10 ° or more to + 10 ° or less. (4) Since the driver has performed an operation such as releasing the finger from the right brake lever 69, the front wheel brake switch 55 is turned off. (5) Since the driver has performed an operation such as releasing the finger from the left brake lever 71, the rear wheel brake switch 73 is turned off.

In the case of step A1, the right drive switch 61 is switched from the off state to the on state by the driver performing the pressing operation, and the on state of the right drive switch 61 is maintained by the driver continuing the pressing operation. Then, the drive control of the motor 85 is started. Since the rear wheels 35 (see FIG. 4) are electrically driven by the drive control of the motor 85, the small electric vehicle 1 starts. Then, in the small electric vehicle 1, acceleration traveling is performed in which the first acceleration uniformly accelerates until the self-propelled speed reaches the maximum speed. Hereinafter, such accelerated running will be referred to as "accelerated running in normal mode".

Further, during the acceleration running in the normal mode, the left drive switch 62 is switched from the off state to the on state by the driver performing the pressing operation, and the left drive switch 62 is turned on by the driver continuing the pressing operation. When the state is maintained, the small electric vehicle 1 is uniformly accelerated with a second acceleration larger than the first acceleration until the self-propelled speed reaches the maximum speed. Hereinafter, such accelerated running will be referred to as "accelerated running in power mode". Then, when the self-propelled speed of the small electric vehicle 1 reaches the maximum speed, the small electric vehicle 1 self-propells at the maximum speed to perform constant speed traveling.

Although not shown, these points are the same even when the on state of the left drive switch 62 is maintained before the on state of the right drive switch 61.

That is, in the case of step A1, the left drive switch 62 is switched from the off state to the on state by the driver performing the pressing operation, and the on state of the left drive switch 62 is changed by the driver continuing the pressing operation. When maintained, drive control of the motor 85 is started. Since the rear wheels 35 (see FIG. 4) are electrically driven by the drive control of the motor 85, the small electric vehicle 1 starts. Then, in the small electric vehicle 1, acceleration traveling in the normal mode is performed.

Further, during the accelerated driving in the normal mode, the right drive switch 61 is switched from the off state to the on state by the driver performing the pressing operation, and the right drive switch 61 is turned on by the driver continuing the pressing operation. When the state is maintained, the acceleration running in the power mode is performed. Then, when the self-propelled speed of the small electric vehicle 1 reaches the maximum speed, the small electric vehicle 1 self-propells at the maximum speed to perform constant speed traveling.

Further, although not shown, in the case of step A1, the right drive switch 61 and the left drive switch 62 are switched from the off state to the on state by the driver performing the pressing operation, and the driver continues the pressing operation. When the on state of the right drive switch 61 and the left drive switch 62 is maintained, the drive control of the motor 85 is started. Since the rear wheels 35 (see FIG. 4) are electrically driven by the drive control of the motor 85, the small electric vehicle 1 starts. Then, in the small electric vehicle 1, accelerated traveling is performed in the power mode.

Further, during the acceleration running in the power mode, the right drive switch 61 or the left drive switch 62 is switched from the on state to the off state by the driver performing the pressing operation, and the driver continues the pressing operation to the right. When the off state of the drive switch 61 or the left drive switch 62 is maintained, the acceleration running in the normal mode is performed. Then, when the self-propelled speed of the small electric vehicle 1 reaches the maximum speed, the small electric vehicle 1 self-propells at the maximum speed to perform constant speed traveling.

That is, in the case of stage A1, when the pressing operation (that is, the on state) of the right drive switch 61 or the left drive switch 62 is started, the small electric vehicle 1 starts and accelerates running in the normal mode. Will be done. Further, during the accelerated running in the normal mode, the acceleration running in the power mode is switched to when the pressing operation (that is, the on state) of the right drive switch 61 and the left drive switch 62 is started.

Alternatively, in the case of stage A1, when the pressing operation (that is, the on state) of the right drive switch 61 and the left drive switch 62 is started, the small electric vehicle 1 starts and accelerates traveling in the power mode. Will be done. Further, during the accelerated running in the power mode, the acceleration running in the normal mode is switched to when the release (that is, the off state) of the pressing operation of the right drive switch 61 or the left drive switch 62 is started to be maintained.

Then, when the self-propelled speed of the small electric vehicle 1 reaches the maximum speed during the accelerated traveling in the normal mode or the power mode, the small electric vehicle 1 self-propells at the maximum speed to perform constant speed traveling.

In FIG. 8, when the step A2 is started, the maximum speed is set to a low speed by the speed setting switch 65, while the pressing operation (that is, the on state) of the right drive switch 61 is started, so that the small electric motor is used. The vehicle 1 self-propells by accelerating in the normal mode from 0 km / h to 2 km / h. Further, the small electric vehicle 1 accelerates in the normal mode when the pressing operation (that is, the on state) of the left drive switch 62 is started in addition to the right drive switch 61 before reaching 2 km / h. It switches from running to accelerated running in power mode and runs on its own, and when it reaches 2 km / h, it runs at a constant speed of 2 km / h.

Although not shown in FIG. 8, when the maximum speed is set to the medium speed by the speed setting switch 65 at the time of starting, the small electric vehicle 1 has a speed of 0 km / h to 4 km / h. After self-propelled by accelerating in normal mode or power mode, it runs at a constant speed of 4 km / h. Alternatively, when the maximum speed is set to a high speed by the speed setting switch 65 at the time of starting, the small electric vehicle 1 self-propells from 0 km / h to 6 km / h by accelerating in the normal mode or the power mode. After that, it runs at a constant speed of 6 km / h.

Further, during the constant speed traveling at the maximum speed, the constant speed traveling is continued as long as the pressing operation (that is, the on state) of the right drive switch 61 or the left drive switch 62 is maintained. For example, in FIG. 8, during a constant speed running of 2 km / h, there is a period in which the pressing operation of the left drive switch 62 is released and the left drive switch 62 is maintained in the off state. Since the pressing operation of the right drive switch 61 (that is, the on state) is maintained, the constant speed running of 2 km / h is continued. In FIG. 9, which will be described later, there is a period in which the left drive switch 62 is released from the pressing operation and the left drive switch 62 is maintained in the off state during constant speed traveling at 6 km / h. Even during the period, the pressing operation of the right drive switch 61 (that is, the on state) is maintained, so that the constant speed running at 6 km / h is continued.

Further, in step A2 of FIG. 8, when the maximum speed is switched to a high speed by the speed setting switch 65 during constant speed running at the maximum speed, acceleration running in the normal mode or the power mode is performed up to the switched maximum speed. Is done. Specifically, during constant speed running at 2 km / h (that is, low speed), when the maximum speed is switched from low speed to medium speed by the speed setting switch 65, the right drive switch 61 or the left drive switch 62 When the pressing operation (that is, the on state) is maintained, the small electric vehicle 1 self-propells from 2 km / h to 4 km / h by accelerating in the normal mode, and then travels at a constant speed of 4 km / h. .. On the other hand, if the pressing operation (that is, the on state) of the right drive switch 61 and the left drive switch 62 is maintained, the small electric vehicle 1 self-propells from 2 km / h to 4 km / h by accelerating in the power mode. After that, it runs at a constant speed of 4 km / h. Further, during constant speed running at 4 km / h (that is, medium speed), when the maximum speed is switched from medium speed to high speed by the speed setting switch 65, the right drive switch 61 or the left drive switch 62 is pressed. When the operation (that is, the on state) is maintained, the small electric vehicle 1 self-propells from 4 km / h to 6 km / h by accelerating in the normal mode, and then travels at a constant speed of 6 km / h. On the other hand, if the pressing operation (that is, the on state) of the right drive switch 61 and the left drive switch 62 is maintained, the small electric vehicle 1 self-propells from 4 km / h to 6 km / h by accelerating in the power mode. After that, it runs at a constant speed of 6 km / h.

Further, during constant speed running at 2 km / h (that is, low speed), when the maximum speed is switched from low speed to high speed by the speed setting switch 65, the right drive switch 61 or the left drive switch 62 is pressed (that is,). , On state), the small electric vehicle 1 self-propells from 2 km / h to 6 km / h by accelerating in the normal mode, and then travels at a constant speed of 6 km / h. On the other hand, if the pressing operation (that is, the on state) of the right drive switch 61 and the left drive switch 62 is maintained, the small electric vehicle 1 self-propells from 2 km / h to 6 km / h by accelerating in the power mode. After that, it runs at a constant speed of 6 km / h.

In FIG. 8, during constant speed traveling at 2 km / h (that is, low speed), when the maximum speed is switched from low speed to medium speed by the speed setting switch 65, the right drive switch 61 is pressed (that is, turned on). In addition to the state) being maintained, the operation of pressing the left drive switch 62 (that is, the on state) is started to be maintained, so that the small electric vehicle 1 is in the power mode from 2 km / h to 4 km / h. After self-propelled by accelerating, it runs at a constant speed of 4 km / h.

Further, in FIG. 8, during the constant speed running at 4 km / h (that is, medium speed), the pressing operation of the left drive switch 62 is released, and the speed is maintained after the left drive switch 62 is kept off. When the maximum speed is switched from medium speed to high speed by the setting switch 65, the small electric vehicle 1 self-propells from 4 km / h to 6 km / h by accelerating in the normal mode, and then runs at a constant speed of 6 km / h. do.

When the maximum speed is switched from low speed to medium speed by the speed setting switch 65 during acceleration running up to 2 km / h in the normal mode or the power mode, the small electric vehicle 1 accelerates up to 4 km / h in that mode. After self-propelled, it runs at a constant speed of 4 km / h. Alternatively, when the maximum speed is switched from medium speed to high speed by the speed setting switch 65 during acceleration running up to 4 km / h in the normal mode or the power mode, the small electric vehicle 1 accelerates up to 6 km / h in that mode. After self-propelled, it runs at a constant speed of 6 km / h.

Further, after the start of the small electric vehicle 1, all the states (1), (3) to (5) above except the state (2) above (the gyro sensor 111 is in the off operation). If is satisfied, the acceleration traveling or the constant speed traveling of the small electric vehicle 1 is continued as long as the right drive switch 61 or the left drive switch 62 is maintained in the ON state.

Next, the deceleration / stop sequence of the self-propelled control while the small electric vehicle 1 is self-propelled will be described with reference to FIG. In FIG. 9, for convenience of explanation, the maximum speed of the small electric vehicle 1 is set to a high speed of 6 km / h by the speed setting switch 65. Even if the low speed is set to 2 km / h or the medium speed is set to 4 km / h, the same deceleration / stop sequence is suitable.

During constant speed running in which the drive control of the motor 85 is performed, the driver releases the pressing operation of the right drive switch 61 and the left drive switch 62, so that the right drive switch 61 and the left drive switch 62 are turned on. When the right drive switch 61 and the left drive switch 62 are maintained in the off state while being switched to the off state, the motor 85 is short-circuited between the phases due to the drive control of the motor 85, and the small electric vehicle 1 is decelerated. Will be done. The deceleration running means that the motor 85 is operated until the self-propelled speed of the small electric vehicle 1 reaches a predetermined minimum speed (in this embodiment, a speed slower than the low speed of 2 km / h set by the speed setting switch 65). It slows down due to a short circuit between the phases. Although not shown in FIG. 9, even when the small electric vehicle 1 is accelerating, the deceleration traveling is performed in the same manner.

In FIG. 9, during constant speed traveling at a maximum speed of 6 km / h (that is, high speed), the pressing operation of the left drive switch 62 is released and the left drive switch 62 is maintained in the off state, and then the right drive switch 62 is displayed. When the pressing operation of 61 is released and the maintenance of the right drive switch 61 in the off state is started, the motor 85 is in a phase-to-phase short circuit state, and the small electric vehicle 1 is decelerated.

Although not shown in FIG. 9, when the ignition switch 59 is turned off or the self-propelled speed of the small electric vehicle 1 reaches the minimum speed, the power supply to the motor 85 is cut off, and the motor 85 Drive control is stopped. In such a case, the motor 85 is in a free-run state in which the motor 85 continues to rotate by inertia, and the self-propelled speed of the small electric vehicle 1 becomes slow due to frictional resistance and the like.

Further, during deceleration running or when the motor 85 is in the free run state, the right drive switch 61 or the left drive switch 62 is switched from the off state to the on state by the driver performing a pressing operation, and the driver can perform the pressing operation. When the on state of the right drive switch 61 or the left drive switch 62 is maintained by continuing the pressing operation, the drive control of the motor 85 is restarted. Since the rear wheels 35 (see FIG. 4) are electrically driven by the drive control of the motor 85, the small electric vehicle 1 re-accelerates and the self-propelled speed of the small electric vehicle 1 becomes the maximum speed (6 km / h). Until, acceleration running in normal mode is performed. However, the right drive switch 61 and the left drive switch 62 are switched from the off state to the on state by the driver performing the pressing operation, and the right drive switch 61 and the left drive switch 62 are switched by the driver continuing the pressing operation. When the on state of is maintained, the acceleration running in the power mode is performed. Then, when the self-propelled speed of the small electric vehicle 1 reaches the maximum speed (6 km / h), the small electric vehicle 1 self-propells at the maximum speed (6 km / h) to perform constant speed traveling.

Even during such re-acceleration, the driver releases the pressing operation of the right drive switch 61 and the left drive switch 62, so that the right drive switch 61 and the left drive switch 62 are switched from the on state to the off state, and at the same time, When the right drive switch 61 and the left drive switch 62 are maintained in the off state, the small electric vehicle 1 is decelerated by short-circuiting the motors 85 in the same manner as during the constant speed traveling and the accelerating traveling.

Although not shown in FIG. 9, the acceleration sensor 107 is also in the on state of the right drive switch 61 or the left drive switch 62, that is, even when the small electric vehicle 1 is (re) accelerating or traveling at a constant speed. When the inclination angle detected in 1 is out of the range of −10 ° or more to + 10 ° or less, the small electric vehicle 1 is decelerated due to a short circuit between the phases of the motor 85. However, the range from −10 ° or more to + 10 ° or less is an example and is not limited to this.

Further, when the maximum speed is switched to a slower speed by the speed setting switch 65 while the small electric vehicle 1 is (re) accelerating or running at a constant speed, the small electric vehicle 1 itself is larger than the switched speed. When the running speed is high, the small electric vehicle 1 is decelerated to the maximum switched speed by short-circuiting the phases of the motor 85.

Further, in FIG. 9, the driver performs an operation of deeply grasping the right brake lever 69 or the left brake lever 71 during deceleration running before the self-propelled speed of the small electric vehicle 1 reaches the minimum speed. When the front wheel brake switch 55 or the rear wheel brake switch 73 is turned on, the power supply to the motor 85 is cut off, and the drive control of the motor 85 is stopped. In such a case, the motor 85 is in a free-run state.

At the same time, the operation of the front brake caliper 51 or the rear brake caliper 103 is started. That is, while the front wheel brake switch 55 is on, the front brake caliper 51 is operated by the gripping operation of the right brake lever 69, so that the front wheel 23 can be mechanically braked by the front brake caliper 51. Alternatively, while the rear wheel brake switch 73 is on, the rear brake caliper 103 is operated by the gripping operation of the left brake lever 71, so that the rear wheel 35 can be mechanically braked by the rear brake caliper 103. ..

In FIG. 9, for convenience of description, the driver performs an operation of deeply grasping the right brake lever 69 and the left brake lever 71 at the same time, so that the front wheel brake switch 55 and the rear wheel brake switch 73 are turned on at the same time. The case is described, but the operation (on operation) does not have to be performed at the same time.

Further, although not shown in FIG. 9, even when the small electric vehicle 1 is accelerating or traveling at a constant speed, the driver performs an operation of deeply grasping the right brake lever 69 or the left brake lever 71. As a result, when the front wheel brake switch 55 or the rear wheel brake switch 73 is turned on, the drive control of the motor 85 is stopped and the motor 85 is in a free-run state, and the front brake caliper 51 or the rear brake caliper 103 Mechanical braking is performed.

Then, the self-propelled speed of the small electric vehicle 1 reaches 0 km / h by mechanical braking of the front brake caliper 51 or the rear brake caliper 103. Further, when the driver releases the right brake lever 69 or the left brake lever 71, the front wheel brake switch 55 or the rear wheel brake switch 73 is turned off. Further, when the driver moves away from the seat 29, the seating sensor 77 is turned off.

As described above, the mechanical braking of the present embodiment is performed by operating the front brake caliper 51 or the rear brake caliper 103 with the left and right outer cables 57 and 109. In this way, the front brake caliper 51 or the rear brake caliper 103 is operated by a wire, but may be operated by electricity, hydraulic pressure, or the like.

Further, in FIG. 9, for convenience of description, the driver releases the right brake lever 69 and the left brake lever 71 at the same time, so that the front wheel brake switch 55 and the rear wheel brake switch 73 are simultaneously turned off. The case is described, but the operation (off operation) does not have to be performed at the same time.

Further, although not shown in FIG. 9, when the motor 85 is in the free-run state due to the drive control of the motor 85 being stopped, the state of the above (1) (the seating sensor 77 is turned off). (Must be), the state of (2) above (the gyro sensor 111 is off), the state of (4) above (the front wheel brake switch 55 is off), or the above. If any of the states (5) (the rear wheel brake switch 73 is in the off operation) is satisfied, the process proceeds to step A1 in FIG.

From the above, if the driver releases the left and right brake levers 69 and 71 and continues to press the right drive switch 61, the small electric vehicle 1 of the present embodiment can be started / normally driven by electric drive. Accelerated driving and constant speed driving can be performed depending on the mode. After that, if the driver releases the pressing operation of the right drive switch 61, the small electric vehicle 1 of the present embodiment can be decelerated to the minimum speed by electric drive (that is, a short circuit between the phases of the motor 85). This point is the same for the left drive switch 62. Alternatively, the driver can electrically drive the small electric vehicle 1 of the present embodiment by releasing the left and right brake levers 69 and 71 and continuing the pressing operation of the right drive switch 61 and the left drive switch 62. It is possible to start, accelerate running in power mode, and run at a constant speed. After that, if the driver releases the pressing operation of the right drive switch 61 and the left drive switch 62, the small electric vehicle 1 of the present embodiment is decelerated to the minimum speed by electric drive (that is, a short circuit between the phases of the motor 85). be able to. Further, the driver during electric drive is right regardless of whether the right drive switch 61 or the left drive switch 62 is pressed, or whether the motor 85 is in a phase-to-phase short circuit. When the brake lever 69 or the left brake lever 71 is deeply gripped, the electric drive is stopped, the motor 85 is in a free-run state, and the small electric vehicle 1 of the present embodiment is decelerated or stopped by mechanical braking. Can be done. When the small electric vehicle 1 of the present embodiment decelerates and the self-propelled speed becomes the minimum speed, or when the ignition switch 59 is turned off, the electric drive is stopped and the motor 85 is in a free-run state. ..

Next, the self-propelled control program executed by the small electric vehicle 1 of the present embodiment will be described with reference to the flowcharts shown in FIGS. 10 to 20. The self-propelled control program is stored in the ROM 81 and executed by the CPU 79.

As shown in FIG. 10, the CPU 79 starts executing the self-propelled control program and determines whether or not the ignition switch 59 is turned on (S101). Here, when the ignition switch 59 is turned off (S101: NO), the CPU 79 again determines whether or not the ignition switch 59 is turned on (S101). Alternatively, when the ignition switch 59 is turned on (S101: YES), the CPU 79 turns on the power supply (S103).

After that, the CPU 79 confirms the abnormality of the CPU 79 itself (S105). Then, when the CPU 79 itself has an abnormality (S107: YES), the CPU 79 turns on the abnormality display LED 67 (S109) and reconfirms the abnormality of the CPU 79 itself (S105).

Alternatively, if there is no abnormality in the CPU 79 itself (S107: NO), the CPU 79 determines whether or not the ignition switch 59 is turned on (S111). At this time, if the abnormality display LED 67 is lit, the CPU 79 turns off the abnormality display LED 67.

Here, when the ignition switch 59 is off (S111: NO), the CPU 79 performs the process of S701 described in FIG. 20, which will be described later. Alternatively, when the ignition switch 59 is turned on (S111: YES), the CPU 79 determines whether or not the seating sensor 77 is turned on (S113).

Here, when the seating sensor 77 is turned off (S113: NO), the CPU 79 again determines whether or not the ignition switch 59 is turned on (S111). Alternatively, when the seating sensor 77 is turned on (S113: YES), the CPU 79 determines whether or not the front wheel brake switch 55 is turned off (S115).

Here, when the front wheel brake switch 55 is turned on (S115: NO), the CPU 79 again determines whether or not the ignition switch 59 is turned on (S111). Alternatively, when the front wheel brake switch 55 is turned off (S115: YES), the CPU 79 determines whether or not the rear wheel brake switch 73 is turned off (S117).

Here, when the rear wheel brake switch 73 is turned on (S117: NO), the CPU 79 again determines whether or not the ignition switch 59 is turned on (S111). Alternatively, when the rear wheel brake switch 73 is turned off (S117: YES), the CPU 79 determines whether or not the motor rotation signal is off (S119). This determination is made based on the output signal of the motor rotation speed detection unit 86.

Here, when the motor rotation signal is on (S119: NO), the CPU 79 again determines whether or not the ignition switch 59 is turned on (S111). Alternatively, when the motor rotation signal is off (S119: YES), the CPU 79 determines whether or not the gyro sensor 111 is off (S121).

Here, when the gyro sensor 111 is turned on (S121: NO), the CPU 79 again determines whether or not the ignition switch 59 is turned on (S111). Alternatively, when the gyro sensor 111 is off (S121: YES), the CPU 79 determines whether or not the tilt angle detected by the acceleration sensor 107 is within the range of −10 ° or more to + 10 ° or less. (S123).

Here, when the inclination angle detected by the acceleration sensor 107 is outside the range of −10 ° or more to + 10 ° or less (S123: NO), the CPU 79 again checks whether or not the ignition switch 59 is turned on. Determine (S111). Alternatively, when the tilt angle detected by the acceleration sensor 107 is within the range of −10 ° or more to + 10 ° or less (S123: YES), the CPU 79 determines whether or not the right drive switch 61 is in the ON state. (S125).

Here, when the right drive switch 61 is in the ON state (S125: YES), the CPU 79 performs the process of S1011 described in FIG. 11, which will be described later. Alternatively, when the right drive switch 61 is in the off state (S125: NO), the CPU 79 determines whether or not the left drive switch 62 is in the on state (S126).

Here, when the left drive switch 62 is in the off state (S126: NO), the CPU 79 again determines whether or not the ignition switch 59 is turned on (S111). Alternatively, when the left drive switch 62 is in the ON state (S126: YES), the process of S1011 described in FIG. 11 is performed.

In the process of S1011 described in FIG. 11, the CPU 79 determines whether or not the right drive switch 61 is in the ON state. Here, when the right drive switch 61 is in the off state (S1011: NO), the process of S1015 described later is performed. Alternatively, when the right drive switch 61 is in the ON state (S1011: YES), the CPU 79 determines whether or not the left drive switch 62 is in the ON state (S1013).

Here, when the left drive switch 62 is in the ON state (S1013: YES), the CPU 79 performs the motor acceleration (power mode) process of FIG. 12, which will be described later (S127). That is, when the right drive switch 61 and the left drive switch 62 are in the ON state (S1011: YES, S1013: YES), the motor acceleration (power mode) process of FIG. 12, which will be described later, is performed (S127). Alternatively, when the left drive switch 62 is in the off state (S1013: NO), the CPU 79 performs the motor acceleration (normal mode) process of FIG. 13 described later (S151). That is, when the right drive switch 61 is in the on state but the left drive switch 62 is in the off state (S1011: YES, S1013: NO), the motor acceleration (normal mode) process of FIG. 13 described later is performed. (S151).

Further, in the process of S1015 described above, the CPU 79 determines whether or not the left drive switch 62 is in the ON state. Here, when the left drive switch 62 is in the off state (S1015: NO), the CPU 79 again determines whether or not the right drive switch 61 is in the on state (S1011). Alternatively, when the left drive switch 62 is in the ON state (S1015: YES), the CPU 79 performs the motor acceleration (normal mode) process of FIG. 13 described later (S151). That is, when the right drive switch 61 is in the off state but the left drive switch 62 is in the on state (S1011: NO, S1013: YES), the motor acceleration (normal mode) process of FIG. 13 described later is performed. (S151).

In the motor acceleration (power mode) process (S127) of FIG. 12, the CPU 79 controls the drive of the motor 85 based on the speed curve (second acceleration curve) stored in the ROM 81, thereby causing the small electric vehicle 1 to operate. Acceleration running is performed at the second acceleration. That is, acceleration running is performed in the power mode. At this time, if the small electric vehicle 1 is stopped, the small electric vehicle 1 is started.

After that, the CPU 79 turns on the motor operating LED 63 (S129) and performs the detection process (S131).

In the detection process, as shown in FIG. 14, the CPU 79 determines whether or not the ignition switch 59 is turned on (S1001). Here, when the ignition switch 59 is turned off (S1001: NO), the CPU 79 performs the process of S701 described in FIG. 20, which will be described later. Alternatively, when the ignition switch 59 is turned on (S1001: YES), the CPU 79 determines whether or not the seating sensor 77 is turned on (S1003).

Here, when the seating sensor 77 is off (S1003: NO), the CPU 79 performs the process of S601 described in FIG. 19 described later. Alternatively, when the seating sensor 77 is turned on (S1003: YES), the CPU 79 determines whether or not the front wheel brake switch 55 is turned off (S1005).

Here, when the front wheel brake switch 55 is turned on (S1005: NO), the CPU 79 performs the process of S501 described in FIG. 18 described later. Alternatively, when the front wheel brake switch 55 is turned off (S1005: YES), the CPU 79 determines whether or not the rear wheel brake switch 73 is turned off (S1007).

Here, when the rear wheel brake switch 73 is turned on (S1007: NO), the CPU 79 performs the process of S501 described in FIG. 18 described later. Alternatively, when the rear wheel brake switch 73 is turned off (S1007: YES), whether or not the inclination angle detected by the acceleration sensor 107 is within the range of −10 ° or more to + 10 ° or less in the CPU 79. Is determined (S1009).

Here, when the inclination angle detected by the acceleration sensor 107 is outside the range of −10 ° or more to + 10 ° or less (S1009: NO), the CPU 79 performs the motor deceleration process of FIG. 17 described later (S401). .. Alternatively, when the tilt angle detected by the acceleration sensor 107 is within the range of −10 ° or more to + 10 ° or less (S1009: YES), as shown in FIG. 11, the CPU 79 has the right drive switch 61 turned on. It is determined whether or not it is in (S133).

Here, when the right drive switch 61 is in the off state (S133: NO), the process of S141 described later is performed. Alternatively, when the right drive switch 61 is in the ON state (S133: YES), the CPU 79 determines whether or not the left drive switch 62 is in the ON state (S135).

Here, when the left drive switch 62 is in the off state (S135: NO), the CPU 79 performs the motor acceleration (normal mode) process of FIG. 13 described later (S151). That is, when the right drive switch 61 is in the on state but the left drive switch 62 is in the off state (S133: YES, S135: NO), the motor acceleration (normal mode) process of FIG. 13 described later is performed. (S151). Alternatively, when the left drive switch 62 is in the ON state (S135: YES), the CPU 79 confirms the rotation speed of the motor 85 (S137). This confirmation is performed based on the output signal of the motor rotation speed detection unit 86.

Then, the CPU 79 determines whether or not the rotation speed of the motor 85 is less than the set rotation speed (S139). The set rotation speed is the rotation speed of the motor 85 corresponding to the speed set by the speed setting switch 65, and is stored in the ROM 81. In the present embodiment, when the speed setting switch 65 is set to a low speed (2 km / h), the rotation speed of the motor 85 is about 700 rpm. When set to medium speed (4 km / h), the rotation speed of the motor 85 is about 1400 rpm. When set to high speed (6 km / h), the rotation speed of the motor 85 is about 2100 rpm. Since these rotation speeds are determined by the reduction ratio of the motor 85 and the diameter of the drive wheels (rear wheels 35 in this embodiment), they are not limited to these values.

Here, when the rotation speed of the motor 85 is less than the set rotation speed (S139: YES), that is, when the self-propelled speed of the small electric vehicle 1 is slower than the speed set by the speed setting switch 65. The CPU 79 performs the detection process again (S131). Or, when the rotation speed of the motor 85 is equal to or higher than the set rotation speed (S139: NO), that is, when the self-propelled speed of the small electric vehicle 1 is faster than the speed set by the speed setting switch 65. , CPU 79 performs the motor constant speed processing of FIG. 15 described later (S201).

Further, in the process of S141 described above, the CPU 79 determines whether or not the left drive switch 62 is in the ON state. Here, when the left drive switch 62 is in the off state (S141: NO), the CPU 79 performs the motor deceleration process of FIG. 17 described later (S401). That is, when the right drive switch 61 and the left drive switch 62 are in the off state (S133: NO, S141: NO), the motor deceleration process of FIG. 17 described later is performed (S401). Alternatively, when the left drive switch 62 is in the ON state (S141: YES), the CPU 79 performs the motor acceleration (normal mode) process of FIG. 13 described later (S151). That is, when the right drive switch 61 is in the off state but the left drive switch 62 is in the on state (S133: NO, S141: YES), the motor acceleration (normal mode) process of FIG. 13 described later is performed. (S151).

In the motor acceleration (normal mode) process (S151) of FIG. 13, the CPU 79 controls the drive of the motor 85 based on the speed curve (the curve of the first acceleration) stored in the ROM 81, thereby causing the small electric vehicle 1 to operate. Acceleration running is performed at the first acceleration. At this time, if the small electric vehicle 1 is stopped, the small electric vehicle 1 is started. That is, acceleration running is performed in the normal mode. The first acceleration is smaller than the second acceleration in the power mode.

After that, the CPU 79 turns on the motor operating LED 63 (S153) and performs the detection process (S155). The detection process (S155) is the same as the detection process described in FIG. 14 described above. Therefore, when the inclination angle detected by the acceleration sensor 107 is within the range of −10 ° or more to + 10 ° or less (S1009: YES), as shown in FIG. 13, the CPU 79 has the right drive switch 61 turned on. It is determined whether or not it is in (S157).

Here, when the right drive switch 61 is in the off state (S157: NO), the process of S165 described later is performed. Alternatively, when the right drive switch 61 is in the ON state (S157: YES), the CPU 79 determines whether or not the left drive switch 62 is in the ON state (S159).

Here, when the left drive switch 62 is in the ON state (S159: YES), the CPU 79 performs the motor acceleration (power mode) process of FIG. 12 described above (S127). That is, when the right drive switch 61 and the left drive switch 62 are in the ON state (S157: YES, S159: YES), the motor acceleration (power mode) process of FIG. 12 described above is performed (S127). Alternatively, when the left drive switch 62 is in the off state (S159: NO), the CPU 79 confirms the rotation speed of the motor 85 (S161).

Then, the CPU 79 determines whether or not the rotation speed of the motor 85 is less than the set rotation speed (S163). Here, when the rotation speed of the motor 85 is less than the set rotation speed (S163: YES), that is, when the self-propelled speed of the small electric vehicle 1 is slower than the speed set by the speed setting switch 65. The CPU 79 performs the detection process again (S155). Or, when the rotation speed of the motor 85 is equal to or higher than the set rotation speed (S163: NO), that is, when the self-propelled speed of the small electric vehicle 1 is faster than the speed set by the speed setting switch 65. , CPU 79 performs the motor constant speed processing of FIG. 15 described later (S201).

Further, in the process of S165 described above, the CPU 79 determines whether or not the left drive switch 62 is in the ON state. Here, when the left drive switch 62 is in the off state (S165: NO), the CPU 79 performs the motor deceleration process of FIG. 17 described later (S401). That is, when the right drive switch 61 and the left drive switch 62 are in the off state (S157: NO, S165: NO), the motor deceleration process of FIG. 17 described later is performed (S401). Alternatively, when the left drive switch 62 is in the ON state (S165: YES), the CPU 79 performs the process of S161 described above.

In the motor constant speed processing (S201) of FIG. 15, the CPU 79 controls the drive of the motor 85 based on the speed curve (constant speed curve) stored in the ROM 81, so that the speed is set by the speed setting switch 65. The small electric vehicle 1 is driven at a constant speed with the speed set to.

After that, the CPU 79 performs a detection process (S203). This detection process (S203) is the same as the detection process described in FIG. 14 described above. Therefore, when the inclination angle detected by the acceleration sensor 107 is within the range of −10 ° or more to + 10 ° or less (S1009: YES), as shown in FIG. 15, the CPU 79 has the right drive switch 61 turned on. It is determined whether or not it is in (S205).

Here, when the right drive switch 61 is in the ON state (S205: YES), the process of S209 described later is performed. Alternatively, when the right drive switch 61 is in the off state (S205: NO), the CPU 79 determines whether or not the left drive switch 62 is in the on state (S207).

Here, when the left drive switch 62 is in the off state (S207: NO), the CPU 79 performs the motor deceleration process of FIG. 17 described later (S401). That is, when the right drive switch 61 and the left drive switch 62 are in the off state (S205: NO, S207: NO), the motor deceleration process of FIG. 17 described later is performed (S401). Alternatively, when the left drive switch 62 is in the ON state (S207: YES), the CPU 79 confirms the rotation speed of the motor 85 (S209).

Then, the CPU 79 determines whether or not the difference between the rotation speed of the motor 85 and the set rotation speed is within the range of −10% or more and + 10% or less of the set rotation speed (S211). Here, when the difference between the rotation speed of the motor 85 and the set rotation speed is within the range of −10% or more to + 10% or less of the set rotation speed (S211: YES), the CPU 79 performs the detection process again. (S203). Alternatively, when the difference between the rotation speed of the motor 85 and the set rotation speed is outside the range of -10% or more to + 10% or less of the set rotation speed (S211: NO), the CPU 79 has the CPU 79 as shown in FIG. , Motor reacceleration processing is performed (S301).

In the motor reacceleration (normal mode) process (S301) of FIG. 16, the CPU 79 controls the drive of the motor 85 based on the speed curve (the curve of the first acceleration) stored in the ROM 81, whereby the small electric vehicle 1 Acceleration running. At this time, when the right drive switch 61 and the left drive switch 62 are in the ON state, the small electric vehicle 1 is accelerated to travel by controlling the drive of the motor 85 based on the curve of the second acceleration. It is done by acceleration. That is, acceleration running is performed in the power mode. When the right drive switch 61 or the left drive switch 62 is in the ON state, the drive control of the motor 85 is performed based on the curve of the first acceleration to accelerate the acceleration running of the small electric vehicle 1 as the first acceleration. Do it with. That is, acceleration running is performed in the normal mode. According to the flowcharts shown in FIGS. 10 to 20, when the small electric vehicle 1 is stopped, the motor reacceleration process is not performed.

After that, the CPU 79 turns on the motor operating LED 63 (S303) and performs the detection process (S305).

This detection process (S305) is the same as the detection process described in FIG. 14 described above. Therefore, when the inclination angle detected by the acceleration sensor 107 is within the range of −10 ° or more to + 10 ° or less (S1009: YES), as shown in FIG. 16, the CPU 79 has the right drive switch 61 turned on. It is determined whether or not it is in (S307).

Here, when the right drive switch 61 is in the off state (S307: NO), the process of S316 described later is performed. Alternatively, when the right drive switch 61 is in the ON state (S307: YES), the CPU 79 determines whether or not the left drive switch 62 is in the ON state (S309).

Here, when the left drive switch 62 is in the ON state (S309: YES), the CPU 79 performs the motor acceleration (power mode) process of FIG. 12 described above (S127). That is, when the right drive switch 61 and the left drive switch 62 are in the ON state (S307: YES, S309: YES), the motor acceleration (power mode) process of FIG. 12 described above is performed (S127). Alternatively, when the left drive switch 62 is in the off state (S309: NO), the CPU 79 confirms the rotation speed of the motor 85 (S311).

Then, the CPU 79 determines whether or not the rotation speed of the motor 85 is less than the set rotation speed (S313). Here, when the rotation speed of the motor 85 is less than the set rotation speed (S313: YES), that is, when the self-propelled speed of the small electric vehicle 1 is slower than the speed set by the speed setting switch 65. The CPU 79 performs the detection process again (S305). Alternatively, when the rotation speed of the motor 85 is equal to or higher than the set rotation speed (S313: NO), that is, when the self-propelled speed of the small electric vehicle 1 is faster than the speed set by the speed setting switch 65, As shown in FIG. 16, the CPU 79 performs the process S201 described in FIG. 15 described above.

Further, in the process of S316 described above, the CPU 79 determines whether or not the left drive switch 62 is in the ON state. Here, when the left drive switch 62 is in the off state (S316: NO), the CPU 79 performs the motor deceleration process of FIG. 17 described later (S401). That is, when the right drive switch 61 and the left drive switch 62 are in the off state (S307: NO, S316: NO), the motor deceleration process of FIG. 17 described later is performed (S401). Alternatively, when the left drive switch 62 is in the ON state (S316: YES), the CPU 79 performs the process of S311 described above.

Next, a case where the motor deceleration process (S401) of FIG. 17 is performed will be described. As described above, the CPU 79 is in a state where the inclination angle detected by the gyro sensor 111 is outside the range of −10 ° or more to + 10 ° or less (S1009: NO), or the right drive switch 61 and the left drive switch 62 are off. (S141: NO, S165: NO, S207: NO), the motor deceleration process described in FIG. 17 is performed (S401).

Although not shown in the flowcharts of FIGS. 10 to 20, when the small electric vehicle 1 is being (re) accelerated or traveling at a constant speed, the maximum speed is switched to a slower speed by the speed setting switch 65. In addition, when the self-propelled speed of the small electric vehicle 1 is faster than the switched speed, the motor deceleration process described in FIG. 17 is performed up to the switched maximum speed (S401).

In the motor deceleration process (S401), the CPU 79 decelerates the small electric vehicle 1 by short-circuiting the motors 85 with each other.

After that, the CPU 79 blinks the motor operation LED 63 (S403), and determines whether or not the ignition switch 59 is turned on (S405).

Here, when the ignition switch 59 is turned off (S405: NO), the CPU 79 performs the process of S701 described in FIG. 20, which will be described later. Alternatively, when the ignition switch 59 is turned on (S405: YES), the CPU 79 determines whether or not the front wheel brake switch 55 is turned off (S407).

Here, when the front wheel brake switch 55 is turned on (S407: NO), the CPU 79 performs the process of S501 described in FIG. 18 described later. Alternatively, when the front wheel brake switch 55 is turned off (S407: YES), the CPU 79 determines whether or not the rear wheel brake switch 73 is turned off (S409).

Here, when the rear wheel brake switch 73 is turned on (S409: NO), the CPU 79 performs the process of S501 described in FIG. 18 described later. Alternatively, when the rear wheel brake switch 73 is turned off (S409: YES), the CPU 79 determines whether or not the right drive switch 61 is in the off state (S411).

Here, when the right drive switch 61 is in the off state (S411: YES), the CPU 79 performs the process of S415 described later. Alternatively, when the right drive switch 61 is in the on state (S411: NO), the CPU 79 determines whether or not the left drive switch 62 is in the off state (S413).

Here, when the left drive switch 62 is in the ON state (S413: NO), the CPU 79 performs the motor acceleration (power mode) process of FIG. 12 described above (S127). That is, when the right drive switch 61 and the left drive switch 62 are in the ON state (S411: NO, S413: NO), the motor acceleration (power mode) process of FIG. 12 described above is performed (S127). Alternatively, when the left drive switch 62 is in the off state (S413: YES), the CPU 79 performs the motor acceleration (normal mode) process of FIG. 13 described above (S151). That is, when the right drive switch 61 is in the on state but the left drive switch 62 is in the off state (S411: NO, S413: YES), the motor acceleration (normal mode) process of FIG. 13 described above is performed. (S151).

Further, in the process of S415 described above, the CPU 79 determines whether or not the left drive switch 62 is in the off state. Here, when the left drive switch 62 is in the ON state (S415: NO), the CPU 79 performs the motor acceleration (normal mode) process of FIG. 13 described above (S151). That is, when the right drive switch 61 is in the off state but the left drive switch 62 is in the on state (S411: YES, S413: NO), the motor acceleration (normal mode) process of FIG. 13 described above is performed. (S151). Alternatively, when the left drive switch 62 is in the off state (S415: YES), the CPU 79 confirms the rotation speed of the motor 85 (S417). That is, when the right drive switch 61 and the left drive switch 62 are in the off state (S411: YES, S415: YES), the above-mentioned processing of S417 is performed.

Then, the CPU 79 determines whether or not the rotation speed of the motor 85 is equal to or less than the set rotation speed (S419). The set rotation speed in S419 is different from the set rotation speed in (S139, S163, S211 and S309) so far, and is set by the speed setting switch 65 in advance in the ROM 81. It refers to the number of revolutions of the motor 85 corresponding to the low speed (speed slower than 2 km / h).

Here, when the rotation speed of the motor 85 is higher than the set rotation speed (S419: NO), that is, when the self-propelled speed of the small electric vehicle 1 is faster than the minimum speed, the CPU 79 uses the ignition switch 59. Is determined again whether or not is turned on (S405). Alternatively, when the rotation speed of the motor 85 is equal to or less than the set rotation speed (S419: YES), that is, when the self-propelled speed of the small electric vehicle 1 is slower than the minimum speed, the CPU 79 is shown in FIG. As shown, the motor stop processing is performed (S501).

In the motor stop process (S501) of FIG. 18, the CPU 79 puts the motor 85 in a free-run state by disconnecting the motor 85 from the power supply line of a battery (not shown). As described above, in the CPU 79, when the front wheel brake switch 55 is turned on (S1005: NO) and the rear wheel brake switch 73 is turned on (S1007: NO), the front wheel brake switch 55 is turned on. The motor stop process is also performed when the rear wheel brake switch 73 is turned on (S407: NO) or when the rear wheel brake switch 73 is turned on (S409: NO).

After that, the CPU 79 turns off the motor operating LED 63 (S503) and determines whether or not the ignition switch 59 is turned on (S505).

Here, when the ignition switch 59 is turned off (S505: NO), the CPU 79 performs the process of S701 described in FIG. 20, which will be described later. Alternatively, when the ignition switch 59 is turned on (S505: YES), the CPU 79 determines whether or not the seating sensor 77 is turned on (S507).

Here, when the seating sensor 77 is turned off (S507: NO), the CPU 79 again checks whether or not the process of S111 described in FIG. 10 described above, that is, whether or not the ignition switch 59 is turned on. Determine (S111). Alternatively, when the seating sensor 77 is turned on (S507: YES), the CPU 79 determines whether or not the front wheel brake switch 55 is turned on (S509).

Here, when the front wheel brake switch 55 is turned off (S509: NO), the CPU 79 determines whether or not the process of S111 described in FIG. 10 described above, that is, whether or not the ignition switch 59 is turned on. It is determined again (S111). Alternatively, when the front wheel brake switch 55 is turned on (S509: YES), the CPU 79 determines whether or not the rear wheel brake switch 73 is turned on (S511).

Here, when the rear wheel brake switch 73 is turned off (S511: NO), the CPU 79 determines whether or not the process of S111 described in FIG. 10 described above, that is, whether or not the ignition switch 59 is turned on. Is determined again (S111). Alternatively, when the rear wheel brake switch 73 is turned on (S511: YES), the CPU 79 determines whether or not the gyro sensor 111 is turned on (S513).

Here, when the gyro sensor 111 is turned off (S513: NO), the CPU 79 again checks whether or not the process of S111 shown in FIG. 10 described above, that is, whether or not the ignition switch 59 is turned on. Determine (S111). Alternatively, when the gyro sensor 111 is turned on (S513: YES), the CPU 79 again determines whether or not the process of S505 shown in FIG. 18, that is, whether or not the ignition switch 59 is turned on. (S505).

Next, a case where the timer operation process (S601) of FIG. 19 is performed will be described. As described above, when the seating sensor 77 is off (S1003: NO), the CPU 79 performs the timer operation process described in FIG. 19 (S601).

In the timer operation process (S601), the CPU 79 uses the timer 80 to start timing.

After that, the CPU 79 determines whether or not the duration of the off operation of the seating sensor 77 is equal to or longer than the timer set time (S603). In this determination, the time counting result by the timer 80 of S601 described above is used. The timer setting time is stored in the ROM 81 in advance.

Here, when the duration of the off operation of the seating sensor 77 is less than the timer set time (S603: NO), the CPU 79 assumes that the driver is seated on the seat 29, and is described in FIG. 11 described above. The process of S1011 is performed. Alternatively, when the duration of the off operation of the seating sensor 77 is equal to or longer than the timer set time (S603: YES), the CPU 79 assumes that the driver is away from the seat 29 and performs the motor deceleration process of FIG. 17 described above (S603: YES). S401) is performed.

By taking measures when the seating sensor 77 is turned off in this way, the seating sensor 77 is in the small electric vehicle 1 during (re) acceleration traveling in the power mode or the normal mode, or during constant speed traveling. Chattering measures are taken.

Next, when the ignition switch 59 is turned off (S111: NO, S1001: NO, S405: NO, S505: NO), the CPU 79 performs the motor stop processing of FIG. 20 as described above (S111: NO, S1001: NO, S405: NO, S505: NO). S701). The motor stop processing is the same as the motor stop processing (S501) of FIG. 18 described above.

After that, the CPU 79 turns off the LEDs such as the motor operating LED 63 (S703) and resets the memory such as the RAM 83 (S705). Further, the CPU 79 turns off the power supply (S707), puts the CPU 79 itself in the standby mode, and ends the execution of the self-propelled control program.

[3. summary]
In the small electric vehicle 1 of the present embodiment, when the pressing operation (that is, the on state) of the right drive switch 61 or the left drive switch 62 is started (S1013: NO, S1015: YES, S135: NO, S141). : YES, S413: YES, S415: NO), acceleration running in the normal mode that accelerates at the first acceleration is performed (S151). Further, when the maintenance of the pressing operation (that is, the on state) of the right drive switch 61 and the left drive switch 62 is started (S1013: YES, S159: YES, S413: NO), the second acceleration is larger than the first acceleration. Acceleration running is performed in a power mode that accelerates with acceleration (S127).

Therefore, in the small electric vehicle 1, when the number of the right drive switch 61 and the left drive switch 62 for which the pressing operation (that is, the on state) is started to be maintained is one, the motor 85 is accelerated in the normal mode. When the drive power is output and the number of times the pressing operation (that is, the on state) is started to be maintained is two, the drive power of the motor 85 is output by the accelerated running in the power mode. That is, the drive power of the motor 85 is variably self-propelled according to the number of the right drive switch 61 and the left drive switch 62 that are maintained in the ON state.

The driving power of the motor 85 is larger in the acceleration running in the power mode accelerating at the second acceleration, which is larger than the first acceleration, than in the accelerating running in the normal mode accelerating at the first acceleration.

Therefore, for example, when the small electric vehicle 1 starts and accelerates on a flat surface, it can be handled by accelerating running in the normal mode. Further, for example, when the small electric vehicle 1 starts / accelerates on a slope in the upward direction, or when the small electric vehicle 1 gets over a step at the same time as starting, it requires more driving power of the motor 85, so that the power mode is used. It is possible to respond by accelerating driving by.

These measures are taken by pressing and releasing the right drive switch 61 and the left drive switch 62. However, since the right drive switch 61 and the left drive switch 62 are adjacent to each grip 137 of the handle 19, the pressing operation and its release can be smoothly performed by a natural operation by the driver. Therefore, an operation error by the driver is suppressed in the pressing operation and the release of the right drive switch 61 and the left drive switch 62. Further, when the vehicle is self-propelled, for example, even when it is necessary to overcome a step or sudden acceleration / deceleration, the pressing operation and its release are smoothly performed, so that the vehicle can be accelerated in the normal mode or accelerated in the power mode. It is possible to make an immediate transition.

From the above, the small electric vehicle 1 of the present embodiment can self-propell in a pattern suitable for the vehicle situation by switching the drive control of the motor 85 to acceleration running in the normal mode or acceleration running in the power mode. be.

Further, in the present embodiment, when the number of the right drive switch 61 and the left drive switch 62 for which the pressing operation (that is, the on state) is started to be maintained increases from one to two, the first acceleration is increased. The small electric vehicle 1 self-propells at a second acceleration larger than the first acceleration. That is, in the small electric vehicle 1 of the present embodiment, as the number of the right drive switch 61 and the left drive switch 62 for which the pressing operation (that is, the on state) is started to be maintained increases, the motor 85 is driven. Since the power is increased, the shortage of driving power of the motor 85 is solved.

In the small electric vehicle 1 of the present embodiment, when the maintenance of the pressing operation of the right drive switch 61 and the left drive switch 62 (that is, the off state) is started (S141: NO, S165: NO, S207: NO). ), Braking is performed by a short circuit between the phases of the motor 85 (S401). Therefore, the driver can decelerate by natural movement. Further, in an emergency, it is assumed that the pressing operation of the right drive switch 61 and the left drive switch 62 is released by the driver's behavior, but in such a case, braking is performed by a short circuit between the phases of the motor 85. .. Therefore, the safety of the small electric vehicle 1 of the present embodiment is improved.

In the small electric vehicle 1 of the present embodiment, the front wheel brake switch is obtained by the driver deeply grasping the right brake lever 69 or the left brake lever 71 during (re) acceleration running, constant speed running, or deceleration running. When 55 or the rear wheel brake switch 73 is turned off (S1005: NO, S1007: NO, S407: NO, S409: NO), the right brake lever 69 is under the free-run state of the motor 85 (S501). Alternatively, mechanical braking is performed by the left brake lever 71. Therefore, the small electric vehicle 1 of the present embodiment can be safely stopped by the right brake lever 69 or the left brake lever 71 regardless of braking due to a short circuit between the phases of the motor 85.

Incidentally, in the present embodiment, the right drive switch 61 and the left drive switch 62 are examples of "plurality of drive switches". The right brake lever 69 and the left brake lever 71 are examples of the “brake lever”.

[4. Change example]
The present invention is not limited to the above embodiment, and various modifications can be made without departing from the spirit of the present invention.

For example, in the present embodiment, instead of the acceleration running in the normal mode and the acceleration running in the power mode, the motor 85 is driven by the second torque, which is larger than the first torque, and the normal mode in which the motor 85 is driven by the first torque. The small electric vehicle 1 may be self-propelled in the power mode. In such a case, when the number of the right drive switch 61 and the left drive switch 62 for which the pressing operation (that is, the on state) is started to be maintained is one, the motor 85 is normally driven by the first torque. A power mode in which the small electric vehicle 1 is self-propelled in the mode, and the motor 85 is driven by the second torque, which is larger than the first torque, when the number of the pressing operation (that is, the on state) started to be maintained is two. The small electric vehicle 1 is self-propelled. This also makes it possible to self-propell the small electric vehicle 1 in a pattern suitable for the vehicle condition, and further, among the right drive switch 61 and the left drive switch 62, the pressing operation (that is, the on state) can be maintained. As the number of started vehicles increases, the drive power of the motor 85 increases, so that the shortage of drive power of the motor 85 is resolved.

Further, in the present embodiment, instead of the momentary type push button type right drive switch 61 and left drive switch 62, a contact sensor 131 such as a pressure sensor as shown in FIG. 21 may be used. In such a case, the driver can maintain the on state of the contact sensor 131 by touching the contact sensor 131 with his / her finger, so that the operation fatigue is suppressed.

Further, in the present embodiment, instead of the momentary type push button type right drive switch 61 and the left drive switch 62, a non-contact sensor 133 such as a reflection type photoelectric sensor or a laser type length measurement sensor as shown in FIG. 22 May be used. In such a case, the driver can maintain the non-contact sensor 133 in the on state by blocking the non-contact sensor 133 with his / her finger, so that the operation fatigue is suppressed. Since the non-contact sensor 133 can arbitrarily change the threshold value of the operating point, the operation feeling can be finely adjusted.

Further, in the present embodiment, instead of the right drive switch 61 and the left drive switch 62, a transmissive photoelectric sensor as shown in FIGS. 23 and 24 may be used. Hereinafter, such a case will be described in detail. However, the parts substantially in common with the above-described embodiment are designated by the same reference numerals, and detailed description thereof will be omitted.

As shown in FIGS. 23 and 24, support portions 139 are provided at both ends of each grip 137 of the handle 19 in a state of protruding forward. Further, at the tip of each support portion 139, a pair of detection portions 141 are provided so as to face each other on the inner surfaces facing each other with the grip 137 interposed therebetween. As a result, the light 143 of the detection medium enters and exits between each pair of detection units 141 in a state of being separated from the grip 137.

As shown in FIGS. 23 (a) and 23 (b), when the driver grips each grip 137, the light 143 entering and exiting between each pair of detection units 141 is blocked by the driver's hand, and each pair of detections is detected. Since the on state of the unit 141 can be maintained, the driver's operation fatigue is suppressed.

Further, when each grip 137 is made of an elastically deformable resin (for example, sponge or rubber), it contracts when it is strongly gripped by the driver and is restored when the driver's grip strength is lost. In such a case, for example, as shown in FIGS. 24A and 24B, when each grip 137 is strongly gripped by the driver due to the driver's behavior in an emergency, each grip 137 contracts. Then, the light 143 entering and exiting between each pair of detection units 141 is not blocked by the driver's hand, and the off state of each pair of detection units 141 is maintained. Therefore, braking due to a short circuit between the phases of the motor 85・ Deceleration is performed. Therefore, unlike the above-mentioned Patent Document 1 in which the driver needs to take his / her hand off the touch sensor unit when making an emergency stop, the driver can hold each clip 137 of the handle 19. Also, the safety is improved.

When a non-contact sensor such as a reflective photoelectric sensor or a laser length measuring sensor is used as the detection unit 141, the support unit 139 provided with such a detection unit 141 is one end of each grip 137. It may be provided on the portion, and it is not necessary to provide it on both ends of each grip 137. This point is the same even when a contact sensor such as a pressure sensor is used as the detection unit 141.

Further, in the present embodiment, instead of the right drive switch 61 and the left drive switch 62, a transmissive photoelectric sensor and a grip as shown in FIGS. 25 and 26 may be used. Hereinafter, such a case will be described in detail. However, the parts substantially in common with the modified examples shown in FIGS. 23 and 24 are designated by the same reference numerals, and detailed description thereof will be omitted.

As shown in FIG. 25A, each grip 137 is composed of a main body 137A and a step portion 137B. The main body 137A and the step portion 137B have a cylindrical shape in which the handlebar 135 is fitted. The stepped portion 137B has a larger outer diameter than the main body 137A. As a result, the step portion 137B protrudes toward the detection portion 141 from the main body 137A. However, the height of the step portion 137B (that is, the distance from the curved surface of the main body 137A to the curved surface of the step portion 137B) is lower than the separation distance from the main body 137A to the detection unit 141.

As shown in FIG. 25 (b), for example, when the driver grasps the step portion 137B of each grip 137 with the index finger and the middle finger, the driver emits light 143 that enters and exits between each pair of detection units 141. By blocking with the index finger and the middle finger of the above, it is possible to maintain the ON state of each pair of detection units 141, so that the driver's operation fatigue is suppressed.

As shown in FIG. 26A, the driver puts his / her thumb on the stepped portion 137B of each grip 137 and grasps the main body 137A of each grip 137 with a finger other than the thumb, so that each pair of detection units If the light 143 entering and exiting between the 141 is not blocked by the driver's hand, the off state of each pair of detection units 141 can be maintained. As a result, braking and deceleration are performed due to a short circuit between the phases of the motor 85, so that safety is improved.

Further, when each grip 137 is made of an elastically deformable resin (for example, sponge or rubber), it contracts when it is strongly gripped by the driver and is restored when the driver's grip strength is lost. In such a case, for example, as shown in FIG. 26B, when the main body 137A and the step portion 137B of each grip 137 are strongly gripped by the driver due to the driver's behavior in an emergency, each Since the grip 137 contracts, the light 143 entering and exiting between each pair of detection units 141 is not blocked by the driver's hand, and the off state of each pair of detection units 141 is maintained, the motor 85 Braking and deceleration are performed by short-circuiting between phases. Therefore, unlike the above-mentioned Patent Document 1 in which the driver needs to take his / her hand off the touch sensor unit when making an emergency stop, the driver can hold each clip 137 of the handle 19. Also, the safety is improved.

In each grip 137, the step portion 137B may project at least toward the detection unit 141, and does not need to project over the entire outer circumference of the main body 137A.

Further, in the present embodiment, a right drive switch 61 and a left drive switch 62, that is, two drive switches are used. However, the present invention is applicable even when three or more drive switches are used. Hereinafter, a case where four drive switches are used will be described.

In this embodiment, instead of the right drive switch 61 and the left drive switch 62, a transmissive photoelectric sensor, a grip, and a non-contact sensor as shown in FIGS. 27 and 28 may be used. Hereinafter, such a case will be described in detail. However, the parts substantially in common with the modified examples shown in FIGS. 25 and 26 are designated by the same reference numerals, and detailed description thereof will be omitted.

As shown in FIG. 27A, a non-contact sensor 145 such as a reflective photoelectric sensor or a laser length measuring sensor is provided on the stepped portion 137B of each grip 137. A contact sensor such as a pressure sensor may be provided instead of the non-contact sensor 145.

As shown in FIG. 27 (b), when the driver grasps the step portion 137B of each grip 137 with the index finger and the middle finger, for example, in addition to the light 143 that enters and exits between each pair of detection units 141, By blocking each non-contact sensor 145 with the index finger and middle finger of the driver, it is possible to maintain the on state of each pair of detection units 141 and each non-contact sensor 145.

As shown in FIG. 28A, for example, when the driver grasps the step portion 137B of each grip 137 with the index finger and the middle finger, the driver does not block each non-contact sensor 145 with the driver's hand. If the light 143 that enters and exits between each pair of detection units 141 is blocked by the driver's index finger and middle finger, it is possible to maintain the on state of each pair of detection units 141 and the off state of each non-contact sensor 145. Is. Although not shown, if each non-contact sensor 145 is blocked by the driver's hand and the light 143 entering and exiting between each pair of detection units 141 is not blocked by the driver's hand, each pair It is possible to maintain the off state of the detection unit 141 and the on state of each non-contact sensor 145.

As shown in FIG. 28B, for example, the driver puts his / her thumb on the stepped portion 137B of each grip 137 without blocking each non-contact sensor 145, and uses a finger other than the thumb to place the main body 137A of each grip 137. If the light 143 entering and exiting between each pair of detection units 141 is not blocked by the driver's hand when grasping, the off state of each pair of detection units 141 and each non-contact sensor It is possible to maintain the off state of 145.

In the modified example shown in FIGS. 27 and 28, the driving power of the motor 85 is increased according to the number and number of pairs of the pair of detection units 141 and the two non-contact sensors 145 in the ON state. It is variably self-propelled.

Further, in the present embodiment, the self-propelled control program may be executed using only the front wheel brake switch 55, or the self-propelled control program may be executed using only the rear wheel brake switch 73. ..

Further, in the present embodiment, the braking by the manual operation of the left and right brake levers 69 and 71 is performed via the left and right outer cables 57, 109 and the like, but may be performed via the hydraulic pressure of the brake fluid and the like. Further, the front brake caliper 51 and the rear brake caliper 103 may be replaced with a drum brake or the like.

Further, in the present embodiment, a brake pedal may be provided instead of the left and right brake levers 69 and 71.

Further, the small electric vehicle 1 of the present embodiment may be provided with a speed sensor for measuring the speed. The speed measured by the speed sensor is used in place of the rotation speed of the motor 85 during execution of the self-propelled control program (S137, S139, S161, S163, S209, S211, S307, S309, S417, S419). ).

Further, the small electric vehicle 1 of the present embodiment may be provided with a setting switch for switching the minimum speed on the handle 19 or the like. With this setting switch, the minimum speed during self-propelled control may be switched to any of low speed, medium speed, and high speed. The minimum speed may be 0 km / h.

Further, in the present embodiment, the maximum speed during self-propelled control when the speed setting switch 65 is switched to high speed is 6 km / h, but it may be faster than 6 km / h.

1 Small electric vehicle 19 Handle 61 Right drive switch 62 Left drive switch 69 Right brake lever 71 Right brake lever 85 Motor 131 Contact sensor 133 Non-contact sensor 137 Grip 137A Grip body 137B Grip step 139 Support 141 Detection 145 Non Contact sensor

Claims (3)

A pair of grips on the handle and
With the pair of grips or a plurality of drive switches provided around the pair of grips,
It is equipped with a motor that variably controls the drive power according to the number of the plurality of drive switches that are maintained in the ON state.
The plurality of drive switches
A support portion projecting from at least one end of the pair of grips,
Small type electric vehicle you; and a detector spaced from the pair of grip by being provided in the support portion. The pair of grips
With the main body
It is provided with a step portion protruding from the main body at least toward the detection portion.
A height of the stepped portion, the small-sized motorized vehicle according to claim 1, wherein the lower than the distance from the body to the detector. The small electric vehicle according to claim 1 or 2 , wherein the pair of grips are elastically deformed.

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