Barrier-free suburban motive power car traveling on virtual three dimension orbit

Abstract

To provide a public transit that it is easy for people having walking disorders, etc. to use in the middle of a bus and a private vehicle.SOLUTION: In a suburban train and a suburban motive power car which travel on two dimension belt which lays on a road and virtual three dimensional track which is laid on IT, a coach part attaches a plurality of traveling units 6 to a flat plate-like floor. The traveling units 6 are composed of comparatively small wheel, a plurality of links or a strut or the like and they travel by lifting up the floor when traveling but they are lowered to the extent that the floor touches ground surface when stopping and when getting on and off and they become barrier-free. The suburban train and a suburban motive power car are vehicles which it is easy even for people with difficulty walking and people using various walking auxiliary tools to get on and off.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present invention relates to a barrier-free motor vehicle. [Background technology]

[0002] Since the Industrial Revolution, human- or animal-powered transportation has been replaced by mechanically powered transportation, and public transportation has differentiated and developed into railways, electric trains, trams, buses, and taxis. It was only natural that a society in which everyone drives a car would emerge, which is now known as a car-oriented society. However, the phenomenon of aging drivers has suddenly brought the limitations of this car-based society into sharp focus. Self-driving technology is seen as the next solution, but I don't think it's that simple. [Prior art documents] [Patent documents]

[0003] The following patent documents can be mentioned as known techniques related to the present invention. [Patent Document 1] Patent Publication No. 2022-061407 [Patent Document 2] Patent Publication 2020-189501 Summary of the Invention [Problem to be solved by the invention]

[0004] First, the current shortcomings are listed. The concept of a car-based society was first established in Japan after the war, and about 70 years have passed since then. It was about 30 or 40 years ago that automobiles first began to spread widely in Japan. It may seem surprising now, but this was actually the first time that humans had experienced a driver reaching the age of 90. Elderly people will eventually be asked to surrender their driver's licenses, and will find themselves in a situation where they are unable to drive. This is where the situation arises where "the ladder has been removed" as it is commonly known.

[0005] Over the last 50 years or so, the relationship between people and goods (materials of life) has changed dramatically. Regarding the structural changes in stores and goods, the following two points are important: 1: With the spread of IT, it has become possible to order goods via an IT screen and have them delivered. 2: Assuming that society would rely on cars, large stores began to be built away from city centers. Our IT and car-oriented society has given an advantage to large stores with parking lots, and shopping streets lined with traditional small shops have become ``shuttered streets.''

[0006] In cities like Tokyo, there is an abundant transportation infrastructure, including subways and buses, and people can easily get by on trains and walking. However, in rural areas, travel by car has become the norm, and the structure has become such that without a car, it is impossible to commute to work or even go shopping.

[0007] We live in an age where the car is all-powerful and large stores and shopping malls are built far from the city center even for shopping for everyday necessities. Elderly people who have surrendered their driver's licenses, young people who do not have a driver's license, people who cannot drive a car, children who cannot walk on their own, people who push children in baby strollers, and people with elderly parents have all become vulnerable when it comes to road safety.

[0008] In particular, for the elderly, as their legs become weaker, it becomes common for them to use a walking stick, a walking cart, or even a shopping cart to buy daily necessities. It is not uncommon for them to even use a wheelchair (Reference Figure 15). However, these walking aids and baby buggies cannot be easily loaded onto buses or taxis, as it is not easy for them to climb steps of only 20 centimeters or push a buggy up them.

[0009] In the first place, people who use wheelchairs usually do not have the physical strength to even fold the wheelchair. Ultimately, wheelchair users can only move around in special nursing vehicles with elevators, as shown in the bottom of Figure 16. Furthermore, electric wheelchairs and other heavy wheelchairs can weigh as much as 100 kg, and require several people to lift them manually. We must think about ways to help these vulnerable road users who have been left behind and neglected in our car-dependent society, and those who have had to surrender their driver's licenses.

[0010] Public transport is provided by subways and trams in big cities, but in rural areas, buses and expensive taxis are the norm. Recently, minibuses, including self-driving minibuses on an experimental basis, have begun to operate, but this is still not enough.

[0011] ●Towards a “post-car society.”

[0012] What is needed is a public transportation system with a flexible structure, something like a small bus, similar to a streetcar, in the space between buses and taxis, that can be used effectively to accommodate both large numbers of passengers during rush hour and smaller numbers during the day and at night. We must now begin to think about the next society after the car-based society, commonly referred to as the "post-car society." This is the next generation of urban transportation. [Means for solving the problem]

[0013] ●Concept of the present invention.

[0014] There are two types of road surfaces on which vehicles run. 1: Unstable road surface (deformed road surface, bumpy road surface, rocky road surface) 2: Stable road surface (fixed road surface, flat road surface) Unstable road surfaces (deformed road surfaces, bumpy road surfaces) are road surfaces with stones of about 5 cm mixed in with the surface soil. Examples include sand, gravel road surfaces, muddy road surfaces, and riverbeds full of stones.

[0015] In contrast, stable road surfaces (fixed surfaces, flat surfaces) are surfaces that do not easily deform, such as asphalt, concrete, cobblestones with inconspicuous joints, railway rails, and monorails.

[0016] In the early days of railroads, when most road surfaces were rocky and muddy, the use of sleepers and iron tails allowed trains to run smoothly, as if on water. The size of the wheels on early locomotives was made large in diameter because the structure was similar to attaching wheels to the crankshaft of an automobile engine and there was no satisfactory transmission. Also, as was the custom and common sense of the time, machine parts were made to be very solid.

[0017] Currently common automobiles use wheels with a diameter of 30 to 50 centimeters when they are completed in order to run on unpaved roads with lots of stones. This wheel diameter of 30 to 50 centimeters is effective even when driving at high speeds of over 100 kilometers per hour, and this diameter has been considered common sense.

[0018] However, if we look around us, we can see that most road surfaces today are stable (fixed, flat). This means that there is room to rethink the basic form of a locomotive, which has been designed based on the condition that it cannot run on irregular surfaces covered with stones or mud. Moreover, fine control is possible using semiconductors and software, making it possible to make the wheel part light, recognize small bumps in the road, perform high-speed calculations, and vibrate in accordance with the bumps. Because motors are lighter and easier to control, it is also easier to control the steering of the wheels.

[0019] Here, the goal of this invention is stated. 1) They do not run on irregular surfaces such as those covered with rocks, but on stable surfaces (fixed surfaces, flat surfaces) such as asphalt, concrete, and railway rails. 2) Do not drive on expressways, etc. Also, do not think about driving at high speeds (for example, over 70 kilometers per hour). 3) The wheels of passenger cars are made smaller, the unsprung weight is lightened, and information from the ground is received electronically, predicting the future, while keeping the vehicle height constant and reducing unpleasant vibrations. 4) Consider a vehicle that has the ability to lower the passenger compartment floor to almost the ground when passengers get on and off, making it barrier-free and allowing wheelchairs, shopping baskets, shopping trolleys, children's buggies, as well as single-seater electric vehicles, bicycles and other vehicles to board without any steps. 5) By using articulated vehicles and coupling several passenger cars together, the number of people being transported can be changed flexibly, and the passenger cars can be easily rearranged to allow for changes to the route, making it possible to respond in a more detailed manner. 6) Two-dimensional rail strips are laid on the road surface so that they can be seen by other vehicles. By reading these and analyzing the GPS and peripheral vision, a virtual three-dimensional track (rail) is created. The vehicle travels accurately along the virtual three-dimensional track (rail) with light instructions such as moving the controller (steering wheel) back and forth.

[0020] In summary, in the present invention, 1) A barrier-free urban powered vehicle with a lift-up body. 2) An urban locomotive consisting of a leading car, a following car connected by a coupling device, and a passenger car. 3) An urban locomotive system that runs on virtual 3D rails. We try to solve these difficult problems with the above ideas.

[0021] The following description will be given with reference to the drawings.

[0022] Barrier-free vehicles ●Features of the seating floor and running unit

[0023] The floor of the passenger compartment of the barrier-free urban motor vehicle described here is thin and flat. For example, a honeycomb structure or similar composite material that is light and strong is desirable. Multiple running units (Figure 7) are attached to this flat floor. The running units may be different, but using the same or similar units would allow for parts to be standardized and would be cheaper.

[0024] Figure 1 shows the driver's seat and passenger seat sections connected together. Figure 2 shows the sections connected together with a sliding structure (Figure 2). The traveling unit is shown in FIG. Figures 3 and 4 show a vehicle that is driven by large wheels at the front and has multiple driving units with small wheels attached to the rear.

[0025] In Figure 3, the train consists of a single driver's seat (leading car) section 1 and one or more passenger cars 2 connected behind it. (Figure 3) The driver's seat section and the passenger car section are connected by a coupling device 7, and the passenger seat sections can also be connected to each other by coupling devices 7, allowing a series of cars to be formed.

[0026] The running unit and legs of this vehicle have smaller wheels than those of ordinary passenger cars, and are supported by a link structure (Fig. 3, Fig. 7), or by struts or elastic shock absorbers (Fig. 4). In a normal passenger car, the height from the seat to the ground is about 40 cm. Therefore, in order to store the wheels under the seat, it is necessary to store a maximum of 30 cm, usually a tire with a diameter of 20 to 25 cm. Conversely, if the running unit could be made to be a maximum of 30 centimeters in height, it could be stored exactly under the seat. However, there is also a way to move the drive unit itself outside the body, which would allow for more space inside the body.

[0027] When the vehicle is in motion, the floor of the running unit is raised about 20 centimeters from the ground, but when passengers get on and off, the links can be folded or the struts shortened to lower the flat floor to just above the road surface, making the vehicle barrier-free. Figures 1, 2, 3, and 4 compare the top images showing driving and the bottom images showing getting on and off. Adding a flap-like board to the edge of the floor would allow for even more seamless movement from the road surface.

[0028] There is a method of attaching three or more running units of similar structure to several places on the flat floor structure. Depending on the length of the passenger car and the number of rows of seats, four, six, eight, etc. may be attached. (Figure 1, Figure 2, Figure 3, Figure 4, Figure 7, Figure 8) This traveling unit (Figure 7) is preferably stored under the seat of the spectators when the link is folded, or is preferably attached to a position near the front or rear walls of the car body so as not to get in the way. If the wheels are generally 30 cm or less in diameter, preferably about 20 to 25 cm, it is convenient to fold them up or attach them to the end of an elastic shock absorber so that they can be adjusted to fit under the cushion of a chair when folding or storing them.

[0029] When changing the direction of the wheels, it is possible to use the rotation axis E to rotate the entire traveling unit, or to use the rotation axis F to rotate only the wheel section, or even to rotate both.

[0030] Regardless of which axle is used, the wheels are small and have a steering function, so they can also be steered perpendicular to the direction of travel (the front to back of the car body), allowing the car to deviate from the normal track and move to a new track, allowing the passenger cars to be rearranged instantly. In railways, when changing lanes, it was previously necessary to prepare rails with complex structures, but with virtual 3D rails, it is possible to instantly create lane change routes on IT.

[0031] The lower part of Figure 8 shows a passenger car with the coupling device disconnected and the wheels tilted by 90 degrees, allowing it to move parallel to the direction of travel (the fore-and-aft direction of the car body) at a right angle. FIG. 9 shows a top view of moving from trajectory 29 to trajectory 30. (Lower diagram of Fig. 8, Fig. 9)

[0032] ● Driving sensor

[0033] The vehicle travels by scanning lines drawn on the road surface with a sensor unit 17 (Fig. 7) and steering the vehicle towards those lines, while another sensor 17 checks again to see if the vehicle has deviated from the three-dimensional rail and performs any corrections.

[0034] Furthermore, the sensor unit 17 also measures the distance from the road surface and applies vibrations to the wheel section that are in the opposite phase to the unevenness of the road surface, and by checking the overall balance of the four, six or eight wheels supporting the passenger car, it is possible to control the floor so that it is parallel to the road surface, thereby enabling smooth running.

[0035] If possible, each running unit has a steering function and is configured to run on approximately the same trajectory as the wheel in front through control, so that there is no difference in the inner and outer wheels as in ordinary cars and towing vehicles. Therefore, it can run faithfully on the track. E and F in Figure 7 are the steering rotation axes. It is best for all driving units to perform power steering, power rotation, and power position correction, but some can also be made passive.

[0036] Furthermore, by making the mounting part between the floor and the suspension device adjustable, the width between the left and right wheels can be adjusted, so by using wheels that fit metal rails instead of normal rubber tires, it is possible to run on existing rails. The distance between the wheels can be adjusted by moving J and I in Figure 7. (Figure 7) In addition, the wheelbase can be adjusted by using the links on the traveling unit (Figure 11).

[0037] The coupler 7 is not a simple one like the conventional one, but is provided in multiple units and is electronically controlled, tightly connecting the driver's seat and the passenger car section like a kind of spine or joints in the limbs, so that it can be opened and closed electronically. Coupler 7'' (Figure 14) is located at the rear of one of the vehicles and is connected to the vehicle by an electromagnetic clutch. By changing the length connecting the front and rear vehicles, the connection angle between the front and rear vehicles, and the coupling angle, can be changed.

[0038] In the vehicle equipped with the sliding coupler 7'''' of FIG. 2, it is also possible to raise and lower only the passenger cars.

[0039] In addition, by using a coupler 7'' (Figure 14) in which the coupler portion is structured to be extendable, the relative positions of the front and rear compartments can be changed even without steering the wheels. As shown in the middle of Figure 14, by adjusting the front and rear carriages to bend, the train can be deformed to follow the curved track and faithfully trace the virtual track rail. In addition, by powering this part, a kind of steering ability can be obtained.

[0040] In addition, in the case of a link-type running gear, the rotation axis of the running gear can be adjusted to rotate the link nearly 90 degrees from the direction of travel, allowing the tire part to protrude significantly outside the passenger car. Figure 10. Figure 11 shows the protruding state in this way. By extending it in this way, it can also move like an insect's leg.

[0041] Virtual 3D track vehicle

[0042] Features of Virtual 3D Rail

[0043] In order to run such vehicles on roads for automobiles as public transportation, it is convenient to have a virtual three-dimensional trajectory. Next, I will explain this virtual three-dimensional trajectory.

[0044] Virtual 3D rail

[0045] On a normal road used for automobiles, strips of lines are painted with a paint-like substance. This is a two-dimensional (flat) rail. This two-dimensional rail can be read by a scanner reading device. These painted lines also have the by-product effect of indicating to regular vehicles that this is an area where barrier-free urban electric vehicles can operate.

[0046] This route is also marked on IT GPS maps. It can also recognize the surrounding environmental background and write it down. In this way, virtual 3D rails are completed on the IT map and the route is laid.

[0047] Cars that run on this virtual rail scan the colored stripes on the road and trace them. They can also confirm their location using GPS and take into account the surrounding scenery, allowing them to trace the route rails with extreme accuracy, as if they were riding on three-dimensional rails.

[0048] Even if two-dimensional lines are starting to disappear, they can be instantly corrected using GPS and the scenery. Even if there are other cars stopped on the track, the system can use the scenery and GPS analysis to create a new virtual rail next to the blocked virtual rail, allowing the car to avoid the obstacles and return to the original virtual 3D rail.

[0049] It is possible to drive without a steering wheel, using only the front and rear controllers. It can be made to operate automatically, but since passengers with walking disabilities sit in the passenger seats, it is safer for a human to be in the driver's seat. There is no steering wheel, and the only operations are forward, stop, and reverse, and there is an automatic braking device, so driving itself is easy.

[0050] This virtual 3D rail will share the road surface with regular vehicles. When driving, it is necessary to rearrange on the road surface and to overtake cars parked in front. In this case, a route for overtaking or rearranging is instantly created and two lanes on the road are used to do so. The top row of Figure 13 shows an extension board indicating that two lanes should be used and a no-overtaking sign mounted at the very rear of a virtual three-dimensional rail car, and the bottom row shows a vehicle moving parallel to the other side of the sign, perpendicular to the direction of travel (the fore-and-aft direction of the vehicle body). Figure 9 shows a similar overhead view of trains moving parallel to the road surface to rearrange their formations.

[0051] When rearranging the formation, the traveling units 6 can move to any angle, so that passenger cars and the like can move perpendicular to the traveling direction (the front-to-rear direction of the car body). Even if there is an obstacle on the rails, it is easy to instantly create a new line to avoid it, move onto that new line, rearrange the passenger cars in the train, change the number of trains, or change the order of the trains.

[0052] Conventional three-dimensional rails (mainly steel rails) are extremely expensive to lay, but two-dimensional rails only require painting, and even that can be dispensed with if one wishes. The greatest feature and advantage of this two-dimensional rail (virtual three-dimensional rail) is its flexibility. The advantage is that changing from one line to another can be done easily using IT operations, and lateral movement and rearrangement are possible simply by adjusting the running unit, so it can be moved along a variety of lines. Traditionally, trains have had to switch rails, but they could only move forward and backward. On the other hand, route buses could run on any road, but they required skill to operate. In the virtual 3D rail of the present invention, the route is on the IT system, can be changed, and has the characteristic of being able to switch to various routes immediately. Moreover, the operation can be done automatically on the IT system.

[0053] A conceptual diagram of the running of vehicles on this virtual 3D rail is shown in Figure 6. In city areas where the lines are concentrated, the trains are connected in a single line to form a long train, but when they branch off into each line section, they are separated to form a shorter train. With the current bus system (Figure 5), even when routes were concentrated, buses going to the ends of routes had to run in parallel and overlap. However, with the system in Figure 6, in areas where routes are concentrated, buses no longer run in parallel, but instead use longer vehicles and branch off as necessary.

[0054] During the morning and evening rush hours, longer trains are concentrated in crowded areas, and seats are allocated based on the number of people, allowing passengers to get through the rush hour without any hassle. On the other hand, after the rush hour, shorter trains will be distributed along each line, allowing for more space to carry walking aids, bicycles, and other items. During the day, when there are few passengers, operating such small trains can reduce costs. Also, each line can collect information via smartphone, use a request system, and operate only when there are passengers, or it can be made automatic.

[0055] When driving a vehicle that runs on a virtual track, all you need is a controller to control the vehicle's forward and reverse movement, and emergency braking to move it to the desired location. If you input where you want to go into a tablet-like information board, the route will be selected automatically, and by moving the forward controller, the vehicle will move along the route. Since it is equipped with automatic braking equipment for obstacles ahead and a traffic light decoding device, it can be operated with operations similar to those of a go-kart at an amusement park, no special skills such as a driver's license are required, and it is extremely safe.

[0056] Moreover, since registration on a smartphone can be done instantly, the virtual trajectory can be extended to any desired location, and almost automatic driving is possible with just forward and backward instructions.

[0057] Currently, there are self-driving buses and other vehicles in operation, but it is extremely difficult for them to move around in the city, among the many other vehicles moving freely, while also changing lanes, because they need to constantly change routes. Furthermore, various problems can arise, ultimately requiring human management.

[0058] The virtual three-dimensional trajectory in this invention is the same as moving on a fixed rail (a normal three-dimensional rail). If there is an obstacle on the track, it will be detected and the brakes will be applied automatically. A trajectory to avoid the obstacle will be instantly created on the IT system, and the driver can simply release the brakes and decide whether to proceed. If overtaking, the vehicle will use two lanes to overtake.

[0059] Passengers register the station they want to go to on their smartphones, etc. The city bus then selects a route, finds several routes to suit each passenger, and rearranges routes to get passengers to their desired destination. [Industrial Applicability]

[0060] Autonomous driving technology is developing, but when car driving becomes fully automated, a new problem arises: what will happen to the human body when driving from door to door? After all, humans need to use their feet to move, so it would be better to have public transportation like this that involves walking, rather than door-to-door. Self-driving cars are not difficult for any person with all five limbs to ride in. But driverless self-driving cars are inherently dangerous for people with mobility issues, those carrying unwieldy luggage, those at high risk of heart or other organ problems, or those carrying walkers, carriers, bicycles or pushchairs. The greatest advantage of this streetcar is that it is barrier-free and allows passengers to enjoy walking.

[0061] Here, we reorganize again.

[0062] To summarise, (Claim 1) (1) In addition to the seat, the vehicle must have a flat floor with a flat space for placing a wheelchair, baby stroller, walking aid, shopping carrier, etc. (2) The wheels are supported by links, struts, etc. When traveling, the floor surface is kept at an appropriate height. When getting on and off, the floor can be lowered to just above the road surface, The floor surface is supported by a plurality of running units capable of forming a barrier-free floor surface. A barrier-free urban motor vehicle characterized by having the features (1) and (2) above. (Claim 2) At least one of the entire running unit or the wheel section has a steering mechanism; Because one of the wheels is capable of powered rotation, By being able to steer perpendicular to the direction of travel (the front and rear of the vehicle) and in the opposite direction to the direction of travel, 2. The barrier-free urban motor vehicle according to claim 1, characterized in that the route of travel can be easily changed. (Claim 3) The traveling unit is (3) When the link of the propulsion unit is folded or the strut is shortened, It is compact in size and can be stored for the most part under the seat, or (4) The four corners of the vehicle; (5) Or in a form that can be attached to the exterior of a vehicle; The barrier-free urban motor vehicle according to claim 1 and claim 2, characterized in that a wide floor surface can be formed in addition to the seats, and that the flat floor surface can be lowered to just above the road surface when passengers get on and off. (Claim 4) It consists of a driver's seat with a drive mechanism and a passenger seat with a floor that can be lowered to just above the road surface. A barrier-free urban motor vehicle as set forth in claim 1, claim 2, or claim 3, characterized in that a coupling device is provided at the rear of the passenger compartment to form a coupled vehicle. [Brief description of the drawings]

[0063] [Figure 1] The front car. When moving and when passengers are getting on and off. [Diagram 2] The passenger car section is connected to the powered car section. Only the passenger car section can be raised and lowered using the slide. When the train is running and when passengers are getting on and off. [Diagram 3] A comparison of barrier-free vehicles supported by links. Top: When in motion, bottom: With the floor lowered to make it barrier-free. [Figure 4] A comparison of barrier-free vehicles supported by struts. Top: When in motion, bottom: With the floor lowered to make it barrier-free. [Diagram 5] A typical bus route map. [Figure 6] A diagram of a reconfigurable barrier-free vehicle in motion. [Figure 7] Traveling unit. [Figure 8] Barrier-free vehicle. Top: When moving, middle: When getting on and off, bottom: Lateral movement. [Figure 9] Diagram of recombination. Top: When connecting, bottom: When moving through recombination. [Figure 10] The traveling unit and arm rotated. [Figure 11] The arm is rotated to change the center distance between the wheels. [Figure 12] When driving: up; when getting on and off: down. [Figure 13] When changing lanes using two lanes, a prohibition sign appears on the rear of the vehicle. [Figure 14] Steering with a steering coupler. Top: When going straight. Middle: When turning. Bottom: With the coupler attached. [Figure 15]Reference diagram: A conceptual diagram of the vulnerable in a car-dependent society. A diagram of people who find barriers painful. People who have difficulty walking or who are in pain, such as injured people, people with walking difficulties, people carrying luggage, people carrying luggage, people using walking frames, people accompanying children in strollers, people using wheelchairs, and people accompanying caregivers. [Figure 16] Reference diagram: Comparison of public transportation. Top: passenger cars, taxis, middle: minibuses, bottom: minivans with elevators, and vehicles for caregivers. [Explanation of symbols]

[0064] a normal person b,c,d,e,f,g,h,i,jk,l People with walking disabilities 1 Driving car 2 passenger cars 2' Passenger car moved in parallel 3. Driving device 4 Driver 5 passengers 6 Travelling Unit 6' Travel unit folded The 6'' wheels are now at right angles to the running direction and reassembled. 7 connection mechanism After the 7' linking device was removed and the cells were recombined 7'' Coupler with steering function 7'' electromagnetic clutch 7'''Simple front and rear connection or coupling by slide, etc. 7'''' Bulkhead between front and rear 8Vehicle height when driving 8' The running unit is folded up and the body is lowered to just above the ground. 8" Vehicle height when the wheels are perpendicular to the direction of travel (front-to-back direction of the vehicle) 9 Passenger cars and taxis 10. Small Bus 11 Minivan 11' elevator 12 Running unit, connection with the chassis 12' When the drive unit connector is moved to change the wheelbase 13 Arm 14 Arm 15 Spare steering axle 16 Wheels, wheels for rails 17 Vehicle height reading device 18 Lifts, shock absorbers (1), (2), (3), (4), (5), Route termini and route buses 19 Schools, offices, and other places with many passengers 20 Bus (6) and (7) Overlapping track sections 21 Long concatenation of overlapping parts 22, 23, 24, 25, 26 Links that have been separated and shortened. 27 Pantograph for no-overtaking signs 28 No overtaking sign A link shaft B Link shaft C link shaft D-axle E-link base rotation part F. Wheel rotation section Before G After H I, J Movement perpendicular to the direction of travel

Claims

1. (1) In addition to the seats, the carriage has a flat floor with a flat space for placing wheelchairs, baby strollers, walking aids, shopping carriers, etc. (2) The wheels are supported by links, struts, etc. ・When traveling, the floor surface is kept at an appropriate height, ・When getting on and off, the floor can be lowered to just above the road surface, The floor surface is supported by a plurality of running units capable of forming a barrier-free floor surface. A barrier-free urban motor vehicle characterized by having the features (1) and (2) above.

2. At least one of the entire running unit or the wheel section has a steering mechanism; Because one of the wheels is capable of powered rotation, By being able to steer perpendicular to the direction of travel (the front-to-rear direction of the vehicle) and in the opposite direction to the direction of travel, 2. A barrier-free urban motor vehicle as claimed in claim 1, characterized in that the route of travel can be easily changed.

3. The traveling unit is (3) When the link of the running unit is folded or the strut is shortened, It is compact in size and can be stored for the most part under a seat, or (4) The four corners of the vehicle; (5) Or a shape that can be attached to the exterior of a vehicle; 3. A barrier-free urban motor vehicle according to claim 1 or 2, characterized in that a wide floor surface can be formed in addition to the seats, and the flat floor surface can be lowered to just above the road surface when getting on and off.

4. It consists of a driver's seat with a drive mechanism and a passenger seat with a floor that can be lowered to just above the road surface.

4. A barrier-free urban motor vehicle according to claim 1, 2 or 3, characterized in that a coupling device is provided at the rear of the passenger compartment to form a coupled vehicle.

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