Traveling performance changeable vehicle and auxiliary wheel module

Abstract

To provide a traveling performance changeable vehicle that can seamlessly change modes and an auxiliary wheel module adapted to provide performance equal to that of the traveling performance changeable vehicle to a typical vehicle.SOLUTION: In regard to a traveling performance changeable vehicle including a front wheel and a rear wheel, a drive source, and a stationary frame, the rear wheel further includes: a telescopic first actuator supported via a first movable frame, which is rotatable, on the stationary frame and disposed between the rear wheel or the first movable frame and the stationary frame; an auxiliary wheel disposed to be liftable up and down with respect to the stationary frame via a second movable frame, which is rotatable; and a telescopic second actuator disposed between the auxiliary wheel or the second movable frame and the stationary frame. The first actuator is extended and contracted, and thereby the height of the stationary frame to the ground surface can be changed. The second actuator is extended and contracted, and thereby the auxiliary wheel can be lifted up and down to the stationary frame.SELECTED DRAWING: Figure 3

Description

[Technical field]

[0001] The present invention relates to a vehicle with variable driving performance, and to an auxiliary wheel module for imparting to an ordinary vehicle the same performance as that of the vehicle with variable driving performance. [Background technology]

[0002] Conventionally, in addition to general motorcycles equipped with an engine as a power source, motorcycles equipped with a motor as a drive source and a battery that drives the motor have been known. Such motorcycles are often used daily or for the purpose of enjoying activities such as sports and leisure, and have various features related to safety and ease of operation (for example, see Patent Documents 1 to 4).

[0003] For example, Patent Document 1 exemplifies an off-road motorcycle as a motorcycle. An off-road motorcycle has an advantage that it is suitable for riding on unstable places such as unpaved roads and unkempt sand. Other advantages include easy balance when riding and easy handlebar rotation. However, an off-road motorcycle has a characteristic that the user's feet do not easily touch the ground when stopped because the vehicle height is relatively high. In addition, for example, Patent Document 2 describes that the configuration of the motorcycle shown in the document can be applied to a three-wheeled vehicle. A three-wheeled vehicle has advantages such as easy operation, making it easy to learn to drive, and low risk of falling, but also has a characteristic that it is difficult to turn a curve. Generally, a motorcycle is steered not only by steering but also by leaning, but as described above, the structural characteristics of the wheels of a motorcycle have a contradictory effect on the running performance, namely stability and maneuverability. For example, the front wheels are affected by characteristics such as caster angle and trail amount, while the rear wheels are affected by characteristics such as vehicle height and the presence or absence of auxiliary wheels, which have the above-mentioned contradictory effects.

[0004] As described above, two-wheeled vehicles and three-wheeled vehicles each have advantages in terms of safety and maneuverability, but on the other hand, they also have disadvantages. Even if the advantages are the same, there is a risk that the user's perception of the advantages will differ depending on the user's condition and level of proficiency in operation. For example, the electric two-wheeled vehicle shown in Patent Document 3 has the advantages of preventing falls and preventing loss of turning ability at low speeds, but when used by a user with a disease in the lower limbs or a user with low proficiency in operation, there is a risk that the advantages will not be fully realized. [Prior art documents] [Patent documents]

[0005] [Patent Document 1] Patent No. 7045658 [Patent Document 2] JP 2023-053897 A [Patent Document 3] Patent No. 6567753 [Patent Document 4] Patent No. 5208095 Summary of the Invention [Problem to be solved by the invention]

[0006] The technology disclosed herein has been made to solve the above problems, and its purpose is to provide a vehicle with variable driving performance that can seamlessly change its form to accommodate diverse needs and users, thereby making it possible to maintain stable lean and steering, and an auxiliary wheel module that provides a general vehicle with performance equivalent to that of the vehicle with variable driving performance. [Means for solving the problem]

[0007] The present disclosure for solving the above problems is as follows: Front and rear wheels; A drive source that applies drive force to the front wheels and / or the rear wheels; A vehicle with variable driving performance comprising: The rear wheel is supported by the fixed frame via a rotatable first movable frame, a first actuator that is extendable and contractible and disposed between the rear wheel or the first movable frame and the fixed frame; An auxiliary wheel that is provided so as to be raised and lowered relative to the fixed frame via a rotatable second movable frame; A second actuator that is extendable and contractible and disposed between the auxiliary wheel or the second movable frame and the fixed frame, By expanding and contracting the first actuator, a position of the rear wheel with respect to the fixed frame is changed, and a height of the fixed frame with respect to the ground is changeable; The vehicle includes a variable driving performance vehicle, characterized in that the auxiliary wheels can be raised and lowered relative to the fixed frame by expanding and contracting the second actuator.

[0008] The vehicle with variable running performance according to the present disclosure is, for example, an electric two-wheeled vehicle having one front wheel and one rear wheel, and further, for example, two auxiliary wheels positioned so as to sandwich the rear wheel. In the vehicle with variable running performance, the position of the rear wheel relative to the fixed frame can be changed by rotating the first movable frame, and for example, by raising the position, the height of the rear part of the fixed frame relative to the ground becomes lower and the height of the front part relative to the ground becomes relatively higher. As a result, in the vehicle with variable running performance, the running is stabilized when going straight, the running recovery is improved, and the foot grounding becomes good (this is generally considered to be a characteristic of American motorcycles). Also, in the present disclosure, the first actuator is an air cylinder or the like (described later) that can expand and contract at high speed, so that the vehicle height of the vehicle with variable running performance can be changed in a short time. As a result, it is possible to change the height so that the user can ride easily, for example, while the vehicle is temporarily stopped at a traffic light or while the vehicle is traveling at a low speed. In addition, while the vehicle height may generally change depending on the weight of the luggage or the weight of the user, in the variable driving performance vehicle disclosed herein, it is also possible to passively suppress changes in vehicle height caused by fluctuations in the weight of the luggage or the weight of the user by controlling the extension and contraction of the first actuator and the second actuator.

[0009] In addition, the two auxiliary wheels can be lowered to contact the ground on which the vehicle with variable driving performance is traveling, or can be raised from the ground by rotating the second movable frame. That is, the vehicle with variable driving performance can be used as a two-wheeled vehicle under normal circumstances, and can be used as a three-wheeled vehicle by lowering one of the two auxiliary wheels only when necessary, or as a four-wheeled vehicle by lowering both of them. A vehicle with variable driving performance as a three-wheeled vehicle or a four-wheeled vehicle has an advantage that it is highly stable and can reduce the risk of falling over. In addition, by raising the two auxiliary wheels from the ground, it can be made to be in a state where it is easy to lean, and even if the auxiliary wheels are lowered to contact the ground, the ease of leaning can be adjusted by adjusting the holding force of the position and posture of the auxiliary wheels.

[0010] As described above, the variable driving performance vehicle can seamlessly change its form to meet various needs and users, and as a result, it is possible to adjust the balance between driving performance and safety performance with just one vehicle. Also, an operation panel having a control switch for changing the position of the rear wheels and the auxiliary wheels by extending and retracting the first actuator and the second actuator may be provided on the handlebars. This makes it possible to adjust the balance between the driving performance and safety performance described above not only when the vehicle with variable driving performance is stopped, but also when it is moving. The extension and retraction of the first actuator and the second actuator may be achieved by controlling the internal pressure (air pressure, hydraulic pressure, or voltage) by opening and closing a valve. Details of this mechanism will be described later. Also, examples of the driving source include a motor and an engine. It is not necessary to provide two auxiliary wheels, one on either side of the rear wheel. It is not necessary for the rear wheel to have one auxiliary wheel. One auxiliary wheel may be provided on either the left or right side of the rear wheel in the axial direction, or in the front-to-rear direction of the rear wheel.

[0011] In the present disclosure, the second movable frame may have one end rotatably supporting the auxiliary wheels, and the other end rotatably connected to the first movable frame. In this case, the position of one end of the second movable frame changes by rotating the first movable frame. This allows the height of the auxiliary wheels relative to the fixed frame to be linked to the position of the rear wheels relative to the fixed frame.

[0012] In addition, in the present disclosure, the second movable frame may have one end rotatably supported by the auxiliary wheels, and the other end rotatably connected to the fixed frame. In the vehicle with variable running performance according to the present disclosure, unlike the above-mentioned vehicle with variable running performance, the second movable frame is connected to the fixed frame, not to the first movable frame. This allows the second movable frame to rotate independently of the first movable frame, that is, it is easy to freely adjust the positions of the rear wheels and the auxiliary wheels. In addition, since the first movable frame and the second movable frame are each independently rotatable, it is easy to freely adjust the installation angles of the first actuator and the second actuator that contribute to the rotation of the first movable frame and the second movable frame.

[0013] In addition, the present disclosure may further include a shaft rotatably supported by the fixed frame and connected to a handlebar, capable of changing a traveling direction, the front wheel being rotatably supported on the shaft via a third movable frame rotatably supported on the shaft, and a third actuator arranged between the front wheel or the third movable frame and the shaft, and the position of the front wheel relative to the shaft can be changed by extending or retracting the third actuator, thereby making it possible to change the height of the fixed frame relative to the ground. According to this, it is possible to change the position of the front wheel in addition to the position of the rear wheel, and for example, when the first actuator and the third actuator are each extended, the second movable frame and the third movable frame are rotated, and the vehicle height of the entire vehicle with variable driving performance is raised, which makes it easier to balance and turn the handlebars when riding, like an off-road bike.

[0014] In addition, in the present disclosure, the first actuator and the second actuator may be a two-chamber air cylinder having an outer tube and a rod slidably housed in the outer tube, in which air is injected or discharged through two ports provided on both sides of the packing of the rod in the outer tube, and the air pressure on both sides of the packing is adjusted to enable the extension and retraction drive and holding force of the rod to be controlled. Furthermore, in the present disclosure, a compressor having a tank capable of storing air whose air pressure is increased to atmospheric pressure or higher and a pump that pressurizes air to the tank may be installed in the fixed frame, and air may be supplied from the compressor to the port of the two-chamber air cylinder. By adjusting the air pressure in each of the two chambers, the rod of the two-chamber air cylinder can be moved from a space with a high air pressure to a space with a low air pressure, thereby enabling the two-chamber air cylinder to extend and retract. In addition, when the air pressure in each of the two chambers is adjusted to be equal, the position of the rod can be stopped at any position of the outer tube. This makes it possible to arbitrarily control the lifting and lowering positions of the rear wheels and auxiliary wheels. In this case, the air in the two chambers in the outer cylinder functions as a suspension that absorbs vibrations transmitted from the front wheels, rear wheels, and auxiliary wheels when the vehicle with variable driving performance is running. Note that the air cylinder in the present disclosure has a simple configuration because it does not require a spring as a component.

[0015] In addition, in the two-chamber air cylinder, the extension and contraction drive of the rod and the holding force are controlled by adjusting the air pressure, but as mentioned above, oil pressure or voltage may be adjusted instead of air pressure. In addition, the two-chamber air cylinder and the piping around the two-chamber air cylinder are The two-chamber air cylinders may be installed in a position that does not prevent the user from maintaining an appropriate riding posture. Specifically, for example, the two-chamber air cylinders for controlling the positions of the rear wheels and auxiliary wheels may be concentrated behind the center of the saddle. This makes it possible to prevent the two-chamber air cylinders from hindering the movement of the user's legs and other body parts. In addition, components such as a pump and a tank for supplying air to the two-chamber air cylinders are heavy, so they may be placed in the center of the vehicle. This allows heavy objects to be placed near the center of gravity of the vehicle, reducing the impact on driving performance.

[0016] In addition, in the present disclosure, the driving source may be an in-wheel motor provided on the front wheel and / or the rear wheel. By using an in-wheel motor as the driving source, the space where the driving source was conventionally arranged can be used for another purpose. For example, it is possible to arrange heavy parts such as a tank for controlling the air supplied to a two-chamber air cylinder, a pump, and a battery in the space where a motor or an engine was conventionally arranged.

[0017] The present disclosure also provides It can be attached to the frame of a motorcycle. Training wheels and a movable frame having one end to which the auxiliary wheel is rotatably supported and the other end to which the auxiliary wheel is rotatably connected to the frame; an actuator that can be arranged between the auxiliary wheels or the movable frame and the frame and is extendable and contractible; The vehicle may include an auxiliary wheel module, characterized in that the auxiliary wheels can be raised and lowered relative to the frame by expanding and contracting the actuator.

[0018] An example of a two-wheeled vehicle is a motorcycle. A motorcycle has the advantage that it is easy to balance when riding and easy to turn the handlebars, and by attaching an auxiliary wheel module to a motorcycle, it is possible to add the advantages related to the driving performance and safety performance of a vehicle with variable driving performance to the advantages. In other words, it is possible to provide a motorcycle with performance equivalent to a vehicle with variable driving performance, and as a result, more users can use motorcycles for a wider variety of purposes.

[0019] In addition, in the present disclosure, the actuator may be a two-chamber air cylinder having an outer tube and a rod slidably housed in the outer tube, injecting or discharging air through two ports provided on both sides of the packing of the rod in the outer tube, and adjusting the air pressure on both sides of the packing, thereby enabling the control of the extension and contraction drive and holding force of the rod. Furthermore, in the present disclosure, the actuator may further include a tank capable of storing air whose air pressure is increased to atmospheric pressure or higher, a pump for compressing air into the tank, and a compressor that can be fixed to the frame, and air is supplied from the compressor to the port of the two-chamber air cylinder. This makes it possible to arbitrarily control the lifting and lowering position of the auxiliary wheels. In addition, the air in the two chambers in the outer tube functions as a suspension that absorbs vibrations transmitted from the auxiliary wheels when the motorcycle is traveling. In the present disclosure, it is possible to independently control the position and attitude of the vehicle when the motorcycle is traveling, and the stiffness of the suspension.

[0020] The above means for solving the problems can be used in combination with each other whenever possible. Effect of the Invention

[0021] The technology disclosed herein allows seamless changes in form to meet diverse needs and users. This makes it possible to maintain stable lean and steering. [Brief description of the drawings]

[0022] [Figure 1] Fig. 1A is a plan view of the exterior of a vehicle with variable driving performance according to Example 1. Fig. 1B is a side view of the design of the vehicle with variable driving performance according to Example 1. [Diagram 2] 2 is a conceptual diagram of the variable driving performance vehicle according to the embodiment 1. Auxiliary wheels and the like, which are some of the components, are omitted. [Diagram 3] FIG. 3 is a conceptual diagram of a variable driving performance vehicle according to the first embodiment. [Figure 4] 4A and 4B are conceptual diagrams for explaining the mechanism of the air cylinder according to the first embodiment. [Diagram 5] 5A to 5C are schematic diagrams showing three positions of the piston inside the air cylinder according to the first embodiment. [Figure 6] FIG. 6 is a conceptual diagram showing a state in which the training wheel module according to the first embodiment is attached to a motorcycle as an example of a general two-wheeled vehicle. [Figure 7] FIG. 7 is a conceptual diagram of a variable driving performance vehicle according to the second embodiment. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0023] Example 1 Hereinafter, an embodiment of the present disclosure will be described in detail with reference to the drawings. Note that the embodiment described below is one aspect of the present disclosure and does not limit the technical scope of the present invention. Note that in this specification, "right" and "left" refer to "right" and "left" as seen by a user riding in the variable driving performance vehicle 1, 1a according to the embodiment. Also, "front" and "rear" refer to "front" and "rear" in the direction of travel.

[0024] <Configuration> Fig. 1A is an external view in a plan view of the variable driving performance vehicle 1 according to the first embodiment. The overall length L of the variable driving performance vehicle 1 shown in Fig. 1A is, for example, about 1040 mm, and the overall width W (width excluding mirrors) is, for example, about 540 mm. Fig. 1B is an external view in a side view of the variable driving performance vehicle 1 according to the first embodiment. The overall height H (height excluding mirrors) of the variable driving performance vehicle 1 shown in Fig. 1B is, for example, about 660 mm.

[0025] The configuration of the variable driving performance vehicle 1 according to the first embodiment will be described with reference to the conceptual diagrams of the variable driving performance vehicle 1 shown in FIG. 2 and FIG. 3. FIG. 2 shows the variable driving performance vehicle 1 as viewed from the right side. In FIG. 2, the auxiliary wheels 15, which are part of the components, are omitted. The variable driving performance vehicle 1 according to the first embodiment is a two-wheeled vehicle having one front wheel 11 and one rear wheel 12 when the auxiliary wheels 15 are not used, and is configured to include a motor 13 that provides a rotational driving force to the rear wheel 12, a battery 14 that drives the motor 13, and the like. The motor 13 is an in-wheel motor incorporated inside the rear wheel 12, and may be driven with an output of, for example, about 350 W. The battery 14 may be a lithium-ion battery, which is a relatively small and lightweight secondary battery. The motor 13 may be incorporated inside the front wheel 11 instead of the rear wheel 12 or in addition to the rear wheel 12. Here, the motor 13 corresponds to the driving source in the present disclosure, and an engine may be provided as the driving source instead of the motor 13. Furthermore, the total number of wheels is not limited to two, and the variable driving performance vehicle 1 may be, for example, a three-wheeled vehicle with one front wheel 11 and two rear wheels 12 when the auxiliary wheels 15 are not in use, or it may be a vehicle with more wheels.

[0026] The rear wheels 12 are supported on the lower part of the fixed frame 16 via a rotatable first movable frame 171. The front wheels 11 are connected to the handlebars 18 via a rotatable third movable frame 173, and are supported on a shaft 19 that rotates in accordance with the direction of the handlebars 18. The variable driving performance vehicle 1 also has a variable air pressure inside, which can be adjusted to expand and contract. It is equipped with a number of air cylinders 211-213 (air cylinder 212 is illustrated in FIG. 3 described below). The air cylinder 211 is disposed between the first movable frame 171 and the fixed frame 16, and the two air cylinders 213 are disposed between the front wheel 11 and the shaft 19.

[0027] The two first movable frames 171 are rotatably connected at one end to the fixed frame 16, and at the other end to the axle 221 supporting the rear wheel 12 so as not to impede the rotation of the axle 221, which penetrates substantially the center of the rear wheel 12. The air cylinder 211 is rotatably connected at one end to the fixed frame 16, and at the other end to the first movable frame 171. The third movable frame 173 is rotatably connected at one end to the shaft 19, and is connected near the center to the axle 223 supporting the front wheel 11 so as not to impede the rotation of the axle 223, which penetrates substantially the center of the front wheel 11. The third movable frame 173 may be made of two straight frames arranged in parallel, or may be made of one U-shaped frame connected at the front side.

[0028] One end of each of the two air cylinders 213 is rotatably connected to the shaft 19, and the two air cylinders 213 are connected near the center to an axle 223 that supports the front wheel 11 and passes through approximately the center of the front wheel 11, so as not to impede the rotation of the axle 223. As a result, when the air cylinder 211 expands and contracts, the first movable frame 171 rotates relative to the fixed frame 16 accordingly, and the position of the axle 221 changes. Similarly, when the two air cylinders 213 expand and contract, the position of the axle 223 changes accordingly, and the third movable frame 173 rotates. Here, the air cylinder 211 corresponds to the first actuator in this disclosure, and the air cylinder 213 corresponds to the third actuator in this disclosure.

[0029] The variable performance vehicle 1 is provided with a pump 23 in front of the saddle 22. Also, a tank 24 is provided below the pump 23 via the fixed frame 16. Air is compressed by the pump 23, and the high-pressure air is sent to the tank 24 and stored, functioning as an air compressor. The tank 24 is connected to each of the air cylinders 211-213 via air tubes (not shown), and when air is sent from the tank 24, the air pressure inside the air cylinders 211-213 increases. Conversely, when air is discharged from the inside of the air cylinders 211-213, the internal air pressure decreases. This causes the air cylinders 211-213 to expand and contract. The mechanism by which the air cylinders 211-213 expand and contract will be described in detail with reference to FIG. 4A, which will be described later.

[0030] The first movable frame 171 and the third movable frame 173 can be said to rotate with the expansion and contraction of the air cylinders 211 and 213, respectively. As a result, the positions of the front wheel 11 and the rear wheel 12 (hereinafter simply referred to as "the position of the front wheel 11" and "the position of the rear wheel 12") relative to the fixed frame 16 change, and the form of the variable running performance vehicle 1 changes. For example, as shown in FIG. 2, when the positions of the front wheel 11 and the rear wheel 12 are lowered, the vehicle height of the entire variable running performance vehicle 1 increases, which makes it easier to balance when riding, like an off-road bike, and makes it easier to turn the handlebars 18. As another example, when the position of the front wheel 11 is lowered and the position of the rear wheel 12 is raised, the vehicle height of the front of the variable running performance vehicle 1 increases and the vehicle height of the rear decreases, which makes straight running stable, like an American bike, and improves the user's foot placement. Also, by changing the position of the front wheel 11, it is possible to change characteristics such as the caster angle and the trail amount, and to change the ease of turning and running stability.

[0031] The variable driving performance vehicle 1 according to the first embodiment is actually equipped with two auxiliary wheels 15 positioned on either side of the rear wheel 12, as shown in Fig. 3. Each of the two auxiliary wheels 15 is provided so as to be movable up and down relative to the fixed frame 16 via a rotatable second movable frame 172. The two air cylinders 212 are disposed between the auxiliary wheels 15 and the fixed frame 16. FIG. 3 shows a form in which the two auxiliary wheels 15 are raised from the ground, but when necessary, one or both of the two auxiliary wheels 15 can be lowered so as to contact the ground. This allows the vehicle 1 with variable driving performance to be transformed from a two-wheeled vehicle into a three-wheeled vehicle or a four-wheeled vehicle, and the vehicle has advantages such as straight-line stability, high-speed stability, self-steering, and light steering, and is easy to operate, making it easier to learn to drive, and reducing the risk of tipping over. In this case, the order of raising and lowering the front wheels 11 and / or rear wheels 12 and lowering the auxiliary wheels 15 may be any order, or may be simultaneous. The strength of the auxiliary force of the two auxiliary wheels 15 can be adjusted by adjusting the height of the two auxiliary wheels 15. The two air cylinders 212 can be extended and retracted independently, whereas the two air cylinders 213 can be extended and retracted in conjunction with each other. Here, the air cylinder 212 corresponds to the second actuator in this disclosure.

[0032] The other end of the second movable frame 172 opposite to the one end at which the auxiliary wheel 15 is rotatably supported is connected to the first movable frame 171 via a movable frame connecting plate 174. The second movable frame 172 and the air cylinder 212 are both connected to an axle 222 that rotatably supports the auxiliary wheel 15 so as to pass through the approximate center of the auxiliary wheel 15, so as not to impede the rotation of the axle 222. That is, by rotating the first movable frame 171, the second movable frame 172 also rotates slightly accordingly, and the height of the auxiliary wheel 15 relative to the fixed frame 16 (hereinafter simply referred to as the "height of the auxiliary wheel 15") changes slightly. As a result, the rear wheel 12 is supported at one end of the first movable frame 171, and the auxiliary wheel 15 is supported at one end of the second movable frame 172, making it easier to adjust the height of the auxiliary wheel 15 to match the position of the rear wheel 12.

[0033] As described above, the variable driving performance vehicle 1 according to the first embodiment can seamlessly change its form in response to various needs and users with only one vehicle. That is, the balance between driving performance and safety performance can be adjusted with only one vehicle with variable driving performance 1, and the vehicle can be driven according to the user's desired purpose. In addition, the vehicle can be driven according to the user's desired purpose, such as a user with a disease in the lower limbs or a user with low operation proficiency, who has difficulty in operating a general vehicle. In addition, the switch (not shown) for raising and lowering the two wheels and the auxiliary wheels 15 is installed on the right side (or the left side) of the handlebar 18 so that the user can easily operate the vehicle not only when the vehicle is stopped but also when the vehicle is in operation. The above switches include switches for solenoid valves 41, 42 (shown in Figs. 4A and 4B described below) that control the communication state of an air tube (not shown) that connects the tank 24 and the air cylinders 211-213, as well as ON / OFF of the pump 23, and the expansion and contraction of the air cylinders 211-213 can be controlled by turning ON / OFF the solenoid valves 41, 42. Also, a voltmeter (not shown) for the battery 14 and a pressure gauge (not shown) for the tank 24 are installed on the left side of the handlebar 18 (opposite the above switches) so that they are easily visible to the user when riding in the variable driving performance vehicle 1.

[0034] As described above, the pump 23 and the tank 24 each have a function of compressing air and a function of storing the compressed air, and the compressed air can be used to control the expansion and contraction of the air cylinders 211-213. If the variable driving performance vehicle 1 were a vehicle that runs on gasoline like a motorcycle, a fuel tank would need to be installed. However, since the variable driving performance vehicle 1 runs on the power of the battery 14, a fuel tank is not required, and therefore, instead of installing a fuel tank, it is easy to secure space for installing the pump 23 and the tank 24 in the variable driving performance vehicle 1. In other words, if the variable driving performance vehicle 1 is an electrically driven vehicle, the pump 23 and the tank 24 can be installed with a higher degree of design freedom, and therefore it can be said that the form can be changed seamlessly.

[0035] Next, the mechanism of the air cylinders 211-213 will be described with reference to Figures 4A and 4B. The mechanisms and internal shapes of the air cylinders 211-213 are all the same, so Figures 4A and 4B show the air cylinder 211 as an example. The air cylinder 211 has a rod 25 slidably housed inside an outer cylinder, and two ports 31 and 32 provided on both sides of the packing of the rod 25 in the outer cylinder. The right side (the side from which the rod 25 protrudes) of the air cylinder 211 in the orientation of Figures 4A and 4B is fixed to the axle 221. That is, vibrations transmitted from the rear wheel 12 when the driving performance variable vehicle 1 is traveling are transmitted to the air cylinder 211 from the right side to the left side in the orientation of Figures 4A and 4B. The ports 31 and 32 of the air cylinder 211 are connected to the tank 24 via electromagnetic valves 41 and 42 that can change the flow path of air by a control switch, and air tubes, respectively. 4A and 4B, the solenoid valves 41 and 42 are shown as T-shaped three-way valves. For example, the solenoid valve 41 can be switched between an inflow mode that opens communication between the tank 24 and the port 31 and an exhaust mode that closes communication between the tank 24 and the port 31 and allows air to be exhausted from the port 31 to the outside. The solenoid valves 41 and 42 do not necessarily have to be three-way valves, and may be L-shaped two-way valves. The inside of the air cylinder 211 is separated into two chambers by the piston 26, and the position of the rod 25 changes depending on the air pressure in each space. That is, the air cylinder 211 is a double-acting cylinder.

[0036] As shown in Fig. 4A, when the solenoid valve 41 is in the inflow mode and the solenoid valve 42 is in the discharge mode, the air inside the tank 24 flows from the port 31 through the solenoid valve 41 into the space (space 211a) on the left side of the piston 26 in the orientation of Fig. 4A, of the two chambers inside the air cylinder 211. Also, the air in the space (space 211b) on the right side of the piston 26 in the orientation of Fig. 4A, of the two chambers inside the air cylinder 211, is discharged from the port 32 and discharged to the outside through the solenoid valve 42. As a result, the air pressure in the space 211a becomes relatively high and the air pressure in the space 211b becomes relatively low, and as a result, the rod 25 moves in the direction of the port 32 and the air cylinder 211 extends. Conversely, when the solenoid valve 41 is in the exhaust mode and the solenoid valve 42 is in the inflow mode, the air pressure in the space 211b becomes relatively high and the air pressure in the space 211a becomes relatively low, and as a result, the air cylinder 211 contracts.

[0037] Also, as shown in FIG. 4B, when both the electromagnetic valves 41 and 42 are in the inflow mode, the air inside the tank 24 flows in from the ports 31 and 32 via the electromagnetic valves 41 and 42, respectively, and the air pressure in each of the spaces 211a and 211b becomes equal, and as a result, the part of the rod 25 that separates the inside of the air cylinder 211 into two chambers can be stopped at any position inside the air cylinder 211. At this time, the air cylinder 211 functions as a suspension that absorbs vibrations transmitted from the rear wheel 12 when the driving performance variable vehicle 1 is running. In the past, a spring (not shown) was installed between the rear wheel 12 and the fixed frame 16, and the spring functioned as a suspension, but in the first embodiment, since no spring is installed, it is possible to simply function as a suspension. By adjusting the amount by which the electromagnetic valves 41 and 42 are opened, it is possible to adjust the air pressure of the air in the space 211b, and it is possible to adjust the strength of the suspension, that is, the strength with which the position of the rod 25 is fixed. This strength corresponds to the spring constant of the spring described above.

[0038] 5A to 5C show three positions of the piston 26 inside the air cylinder 211. For simplicity, configurations other than the air cylinder 21, the piston 26, and the ports 31 and 32 are omitted from Fig. 5A to 5C. Fig. 5A shows the same configuration as Fig. 4A, with the electromagnetic valve 41 in the inflow mode and the electromagnetic valve 42 in the exhaust mode. 5B shows the position of the piston 26 when both the electromagnetic valves 41 and 42 are in the inflow mode, as in FIG. 4B. In this case, the piston 26 moves to the right end in the direction of FIG. 5A, and as a result, the rod 25 is in an extended state. FIG. 5B shows the position of the piston 26 when both the electromagnetic valves 41 and 42 are in the inflow mode, as in FIG. 4B. In this case, the piston 26 stops halfway inside the air cylinder 211, and as a result, the rod 25 can be stopped at any position. At that time, it is possible to change the holding force of the rod 25 according to the air pressure supplied from the tank 24. FIG. 5C shows the position of the piston 26 when the electromagnetic valve 41 is in the discharge mode and the electromagnetic valve 42 is in the inflow mode. In this case, the piston 26 moves to the left end in the direction of FIG. 5C, and as a result, the rod 25 is in a contracted state.

[0039] 6 is a conceptual diagram showing a state in which the training wheel module 10 according to the first embodiment is attached to a motorcycle as an example of a two-wheeled vehicle. The training wheel module 10 according to the first embodiment is composed of some of the components of the variable driving performance vehicle 1, and specifically, is composed of two training wheels 15, two second movable frames 172 that rotatably support the training wheels 15, two air cylinders 212 that rotate the second movable frames 172 by expanding and contracting, a pump 23 (not shown in FIG. 6), and a tank 24 (not shown in FIG. 6). The functions of these components are as described above, and will not be described again.

[0040] When the training wheel module 10 is attached to the motorcycle, as shown in FIG. 6, the second movable frame 172 and the air cylinder 212 are attached to the frame of the motorcycle. A motorcycle is inherently capable of leaning, and by attaching the training wheel module 10 to the motorcycle and appropriately adjusting the air pressure of the training wheel module 10, it is possible to improve safety performance, such as making it easier to balance when riding, and driving performance, such as making it easier to turn the handlebars, without impeding the characteristic. In other words, it is possible to provide the motorcycle with performance equivalent to the variable driving performance vehicle 1, and as a result, more users can use the motorcycle for more diverse purposes. Note that FIG. 6 shows an example in which the training wheel module 10 is attached to a two-wheeled vehicle, but this is not limited thereto, and the training wheel module 10 may be attached to a vehicle body having three or more wheels. Even when the training wheel module 10 is attached to a vehicle body having three or more wheels, safe leaning accompanying steering is possible.

[0041] Example 2 Next, a variable driving performance vehicle 1a according to a second embodiment of the present disclosure will be described with reference to Fig. 7. The variable driving performance vehicle 1a has many components in common with the variable driving performance vehicle 1 shown in Fig. 3 of the first embodiment, so the same components are denoted by the same reference numerals and will not be described again.

[0042] As a difference from the variable driving performance vehicle 1 shown in FIG. 3 of the first embodiment, in the variable driving performance vehicle 1a shown in FIG. 7 of the second embodiment, the second movable frame 172 is rotatably attached to the fixed frame 16, not to the first movable frame 171. As a result, the two second movable frames 172 can rotate independently of the first movable frame 171, that is, the positions of the rear wheels 12 and the auxiliary wheels 15 can be easily adjusted freely. In addition, since the first movable frame 171 and the second movable frame 172 can rotate independently, the installation angles of the air cylinders 211 and 212 that expand and contract in conjunction with the rotation of the first movable frame 171 and the second movable frame 172 can be easily adjusted freely. Specifically, the closer the angle between the axis of the air cylinder 211 and the axis of the first movable frame 171 is to 90 degrees, the larger the rotation angle of the first movable frame 171 relative to the amount of expansion and contraction of the air cylinder 211 can be. Furthermore, the closer the angle between the axis of the air cylinder 212 and the axis of the second movable frame 172 is to 90 degrees, the larger the rotation angle of the second movable frame 172 can be relative to the amount of expansion and contraction of the air cylinder 212. As a result, it becomes easier to change the form of the variable driving performance vehicle 1a more seamlessly.

[0043] In the above embodiment, the air cylinder 211 is disposed between the fixed frame 16 and the first movable frame 171, the air cylinder 212 is disposed between the fixed frame 16 and the axle 222 of the auxiliary wheel 15, and the air cylinder 213 is disposed between the shaft 19 and the axle 223 of the front wheel 11. However, the air cylinder 211 may be disposed between the fixed frame 16 and the axle 221 of the rear wheel 12, the air cylinder 212 may be disposed between the fixed frame 16 and the second movable frame 172, and the air cylinder 213 may be disposed between the shaft 19 and the third movable frame 173. In any of these configurations, the rear wheel 12, the auxiliary wheel 15, and the front wheel 11 can be raised and lowered relative to the fixed frame 16 by the extension and contraction of the air cylinders 211-213. In the above embodiment, the auxiliary wheels 15 are configured not to have any particular driving force, but the auxiliary wheels 15 may be provided with a driving source such as an in-wheel motor so that the auxiliary wheels 15 themselves have driving force.

[0044] In the above embodiment, the control related to safety and maneuverability can be automatically controlled according to the actual driving conditions. This makes it possible to improve driving stability, predict and prevent a fall, and prevent extreme attitude changes such as nose dive caused by braking. As a result, it becomes possible to more reliably improve ease of riding and ease of use. [Explanation of symbols]

[0045] 1, 1a... Variable driving performance vehicle 10... Training wheel module 11 Front wheel 12 Rear wheel 13 Motor 14. Battery 15... Training wheels 16 Fixed frame 171 First movable frame 172 Second movable frame 173 Third movable frame 174 Movable frame connecting plate 18. Handle 19. Shaft 211-213 Air cylinder 221-223··Axle 22. Saddle 23 Pump 24...Tank 25 Rod 26 Piston 31, 32... Ports 41, 42: Solenoid valve

Claims

1. Front and rear wheels; A drive source that applies drive force to the front wheels and / or the rear wheels; A vehicle with variable driving performance comprising: the rear wheel is supported by the fixed frame via a rotatable first movable frame, a first actuator that is extendable and contractible and disposed between the rear wheel or the first movable frame and the fixed frame; An auxiliary wheel is provided so as to be movable up and down relative to the fixed frame via a rotatable second movable frame; a second actuator arranged between the auxiliary wheel or the second movable frame and the fixed frame and capable of expanding and contracting; By expanding and contracting the first actuator, a position of the rear wheel with respect to the fixed frame is changed, and a height of the fixed frame with respect to the ground is changeable; A vehicle with variable driving performance, wherein the auxiliary wheels can be raised and lowered relative to the fixed frame by expanding and contracting the second actuator.

2. The vehicle according to claim 1 , wherein the second movable frame has one end to rotatably support the auxiliary wheel and the other end to be rotatably connected to the first movable frame.

3. The vehicle according to claim 1 , wherein the second movable frame has one end to rotatably support the auxiliary wheel and the other end to be rotatably connected to the fixed frame.

4. The vehicle further includes a shaft that is rotatably supported by the fixed frame and is connected to a handle, and that can change a traveling direction. the front wheel is rotatably supported on the shaft via a third movable frame rotatably supported on the shaft, Further comprising a third actuator arranged between the front wheel or the third movable frame and the shaft, 2. The vehicle according to claim 1, wherein the third actuator is extended or contracted to change a position of the front wheels relative to the shaft, thereby making it possible to change a height of the fixed frame relative to the ground.

5. 2. The vehicle with variable driving performance described in claim 1, characterized in that the first actuator and the second actuator are two-chamber air cylinders having an outer cylinder and a rod slidably housed within the outer cylinder, and capable of injecting or discharging air through two ports provided on either side of a packing of the rod in the outer cylinder, thereby adjusting the air pressure on either side of the packing, thereby enabling control of the extension and contraction drive and holding force of the rod.

6. A compressor having a tank capable of storing air whose pressure is increased to above atmospheric pressure and a pump that pumps air into the tank is installed on the fixed frame, 6. The vehicle with variable driving performance according to claim 5, wherein air is supplied to a port of the two-chamber air cylinder from the compressor.

7. 2. The vehicle with variable driving performance according to claim 1, wherein the drive source is an in-wheel motor provided on the front wheels and / or the rear wheels.

8. The vehicle according to claim 1 , wherein the fixed frame is further provided with a battery for driving the driving source.

9. It can be attached to the frame of a motorcycle. Training wheels and a movable frame having one end to which the auxiliary wheel is rotatably supported and the other end to which the auxiliary wheel is rotatably connected to the frame; an actuator that can be arranged between the auxiliary wheels or the movable frame and the frame and is extendable and contractible; An auxiliary wheel module, characterized in that the auxiliary wheels can be raised and lowered relative to the frame by expanding and contracting the actuator.

10. The training wheel module of claim 9, characterized in that the actuator is a two-chamber air cylinder having an outer tube and a rod slidably housed within the outer tube, and capable of injecting or discharging air through two ports provided on both sides of the packing of the rod in the outer tube, thereby adjusting the air pressure on both sides of the packing, thereby enabling control of the extension and contraction drive and holding force of the rod.

11. The air conditioner further includes a compressor that can be fixed to the frame and that has a tank capable of storing air whose pressure is increased to or above atmospheric pressure and a pump that pumps air into the tank, 11. The training wheel module of claim 10, wherein air can be supplied from the compressor to a port of the dual-chamber air cylinder.

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