Electric mobility apparatus

Abstract

This electric mobility apparatus comprises: a mobility apparatus body (30); and a sensor (90) that is attached to the mobility apparatus body (30), has a viewing angle (α) in a prescribed direction, has a detection range (DA1) in which the viewing angle (α) is rotated around a prescribed axis (91), and can detect an obstacle. The sensor (90) is attached to the mobility apparatus body (30) so that the prescribed axis (91) extends in the vehicle width direction.

Description

Electric Mobility

[0001] The present invention relates to electric mobility.

[0002] Known electric mobility vehicles used within facilities include those in which a control device for the electric mobility vehicle detects obstacles using sensors provided on the electric mobility vehicle, and then controls the electric mobility vehicle to avoid obstacles, stop, drive automatically, etc. based on the detection results. See, for example, Patent Document 1.

[0003] International Publication No. 2021 / 085446

[0004] Such electric mobility vehicles are used by users with various physical characteristics, races, clothing, etc. For example, physical characteristics of users include height, weight, etc., and the user may also have a curvature of the spine. If the detection range of the sensor is blocked by the user's body, clothing, etc., this affects the accuracy of the obstacle avoidance, stopping, automatic driving, etc., as well as the user's comfort in using the vehicle.

[0005] Furthermore, improving the accuracy of obstacle detection by sensors is useful for the safe operation of electric mobility vehicles. Furthermore, reducing the cost of electric mobility vehicles is useful for realizing the use of such vehicles in many facilities. These factors also contribute to the comfortable use of electric mobility vehicles by users.

[0006] In view of the above circumstances, there is a demand for electric mobility that can make transportation more comfortable for more people.

[0007] One aspect of the present invention is an electric mobility comprising a mobility body and a sensor attached to the mobility body, the sensor having a field of view in a predetermined direction and a detection range rotated around a predetermined axis line around which the field of view is rotated, and capable of detecting obstacles, the sensor being attached to the mobility body so that the predetermined axis line extends in the vehicle width direction.

[0008] 1 is a front perspective view of an electric mobility vehicle according to an embodiment of the present invention; FIG. 2 is a side view of the electric mobility vehicle according to the embodiment; FIG. 3 is a plan view of the electric mobility vehicle according to the embodiment; FIG. 4 is a front view of the electric mobility vehicle according to the embodiment; FIG. 5 is a longitudinal cross-sectional view of the electric mobility vehicle according to the embodiment; FIG. 6 is a perspective view of a push handle of the electric mobility vehicle according to the embodiment; FIG. 7 is a longitudinal cross-sectional view of a portion of the push handle of the electric mobility vehicle according to the embodiment; FIG. 8 is a rear perspective view of a portion of the electric mobility vehicle according to the embodiment; FIG. 9 is a perspective view of a luggage basket of the electric mobility vehicle according to the embodiment; FIG. 10 is a longitudinal cross-sectional view of a portion of the electric mobility vehicle according to the embodiment; FIG. 11 is a longitudinal cross-sectional view of a portion of the electric mobility vehicle according to the embodiment; FIG. 12 is a longitudinal cross-sectional view of a portion of a modified example of the electric mobility vehicle according to the embodiment; FIG. 13 is a side view of the electric mobility vehicle according to the embodiment placed on a trolley; FIG. 14 is a block diagram of a control device for the electric mobility vehicle according to the embodiment; FIG. 15 is a schematic view of a passenger terminal in which the electric mobility vehicle according to the embodiment is used; FIG. 16 is a view showing an example of the operation of the electric mobility vehicle according to the embodiment within a passenger terminal; FIG. 17 is a bottom view of the modified example of the electric mobility vehicle according to the embodiment.

[0009] A system in a facility such as an airport and an electric mobility vehicle M according to one embodiment of the present invention will be described below with reference to the drawings. As shown in Fig. 17 , the system includes a plurality of electric mobility vehicles M located in a passenger terminal T of the airport, and a server 100 that is a management server that manages the plurality of electric mobility vehicles M. The server 100 does not have to be located within the airport.

[0010] First, a brief description will be given of the electric mobility M of this embodiment, which is ridden by a single person seated on it. It should be noted that this system can also use an electric mobility different from the electric mobility M of this embodiment. As shown in FIGS. 1 to 5 , this electric mobility M comprises a pair of front wheels (wheels) 10, a pair of rear wheels (wheels) 20, and a mobility body 30 supported by the front wheels 10 and the rear wheels 20. The mobility body 30 comprises a seat unit S. Wheels other than the front wheels 10 and rear wheels 20 may be provided, and the number of front wheels 10 and rear wheels 20 may be other than those described above. It is also possible that one of the front wheels 10 and the rear wheels 20 is missing.

[0011] The mobility body 30 has a motor MT for driving at least one of the pair of front wheels 10 and the pair of rear wheels 20. If a person who attaches the rear wheels 20 to the motor MT interposes a spacer between a part of the rotating portion (output portion) of the motor MT and the hub of the rear wheels 20, the rear wheels 20 will be positioned on the outside in the width direction. This configuration can improve the turning force when, for example, rotating the pair of rear wheels 20 in opposite directions to turn the electric mobility M without increasing the output of the motor MT.

[0012] In the description of this embodiment, with respect to the vehicle longitudinal direction shown in Fig. 3 , the vehicle longitudinal direction, the front of the vehicle, and the rear of the vehicle may be referred to as the longitudinal direction, the front, and the rear, respectively, in the following description, and the vehicle width direction shown in Fig. 3 may be referred to as the width direction or the left-right direction in the following description. Note that the vehicle longitudinal direction coincides with the front-rear direction of the electric mobility M and the mobility main body 30, and the vehicle width direction coincides with the width direction of the electric mobility M and the mobility main body 30.

[0013] In this embodiment, the pair of rear wheels 20 are each connected to a motor MT, and each motor MT drives the corresponding rear wheel 20. The driving force of each motor MT may be transmitted to the corresponding front wheel 10 by a power transmission means. The power transmission member may be a belt, a gear, or the like.

[0014] Each front wheel 10 has a hub (not shown) attached to the axle 11 and a plurality of rotatable rollers (not shown in Figures 1 to 5, etc.) supported on the hub. In this embodiment, each front wheel 10 is a known omnidirectional wheel. In one example, the outer circumferential surface of the omnidirectional wheel is formed by a plurality of rollers, each of which can rotate in a direction along the rotation axis of the omnidirectional wheel, thereby allowing the omnidirectional wheel to move in a direction along the rotation axis. Each front wheel 10 can also be another wheel, such as a caster wheel.

[0015] The structure of the mobility main body 30 can be modified as appropriate. The mobility main body 30 of this embodiment has a base portion 32 that extends along the ground and a seat support portion 33 that extends upward from the rear end side or the center of the base portion 32. A seat unit S is attached to the upper end side of the seat support portion 33. The base portion 32 of this embodiment has a plastic part 32b attached to a metal base frame 32a shown in FIG. 1. The part 32b is used as a footrest or the like for a driver (user) sitting in the seat unit S. The footrest may be partially or entirely formed by the frame that constitutes the base portion 32, or the footrest may have a different configuration.

[0016] In this embodiment, the seat unit S has a backrest portion 40 and a seat surface portion 50. The backrest portion 40 extends upward from the rear end of the seat surface portion 50. A cushion 51 of the seat surface portion 50 is removable, and when the cushion 51 is removed, the upper surface of the seat support portion 33 and / or a lower structure 52 of the seat surface portion 50 are exposed.

[0017] A battery storage section 34 extending in the vertical direction is formed in the seat support section 33, and a battery BA is stored in the battery storage section 34. A connector (not shown) is provided inside the battery storage section 34, and when the battery BA is stored in the battery storage section 34, the battery BA is connected to the connector. Note that the operator can access the battery BA for replacement, etc. by removing the cushion 51 of the seat surface section 50.

[0018] As shown in Fig. 5 , an occupancy sensor 53 is provided at the upper end of the seat support portion 33 as part of the lower structure 52 of the seating surface 50. The seating sensor 53 in this embodiment has a flexible member 54 supported at the upper end of the seat support portion 33 and a detection device 55 arranged below the flexible member 54. The detection device 55 is a switch, a pressure sensor, or the like. In this embodiment, the detection device 55 is a switch. As such, the detection device 55 may be any device that can detect that a user is seated on the seating surface 50. Alternatively, the seating sensor 53 may be any other type of sensor that detects that a passenger is seated on the seating surface 50.

[0019] The seat unit S has a right arm 43 and a left arm 43. An armrest 43a is fixed to the upper surface of each arm 43. For example, the driver (user) places both arms on the armrests 43a of the pair of arms 43. In another example, the driver places both hands on the upper ends of the pair of arms 43. In this embodiment, both the arms 43 and the armrests 43a are provided, but only the arms 43 or only the armrest 43a may be provided. In this case, the driver can place at least one of their arms and hands on the arms 43, or at least one of their arms and hands on the armrest 43a. Each arm 43 is a member to which the armrest 43a is attached.

[0020] The seat unit S is provided with a pair of guard members 46 aligned in the vehicle width direction. Each guard member 46 is fixed to the seat unit S so as to be positioned outward in the vehicle width direction with respect to at least one of the thighs and knees of a user seated in the seat unit S. In this embodiment, the guard members 46 are provided so as to extend downward from the lower surfaces of the arms 43, and the lower ends of the guard members 46 are positioned below the upper surface of the seat cushion portion 50 when the user is not seated.

[0021] As shown in Figures 1, 5, etc., a portion 46a of each guard member 46 is disposed further forward of the vehicle than the front end 50a of the seat cushion portion 50. The guard members 46 reduce the amount of the user's clothing, thighs, or knees protruding from the seat unit S. As shown in Figures 1, 3, 4, etc., each guard member 46 has an inclined portion 46b that slopes downward and inward in the vehicle width direction. The inclined portion 46b guides the user's clothing, etc. on the seat unit S toward the inside in the vehicle width direction, reducing the amount of the user's clothing, etc. protruding from the seat unit S. In this embodiment, the inclined portion 46b is provided on the lower end side of the guard members 46, which more effectively reduces the amount of the user's clothing protruding from the seat unit S.

[0022] As shown in Figure 8 and other figures, a pair of mounting portions 111 aligned in the width direction are fixed to the rear side of the mobility main body 30, for example, the rear end of the seat unit S, and left and right base ends 112 of a push handle 110 are respectively attached to the pair of mounting portions 111. Specifically, as shown in Figure 7 and other figures, each base end 112 of the push handle 110 is attached to an axle 113 supported by the mounting portions 111 so as to be swingable up and down about its central axis 113a. In this embodiment, one end side and the other end side of a single axle shaft 113 extending in the left-right direction are supported by a pair of mounting portions 111, and the base end ends 112 of the push handle 110 are attached to the one end side and the other end side. Note that an axle shaft may be provided on each of the pair of mounting portions 111, and each base end 112 may be attached to each axle shaft.

[0023] In this embodiment, as shown in Figures 6, 8, etc., the pair of mounting portions 111 are fixed to the top wall or the like of the box structure 41 of the mobility body 30. The box structure 41 has a front wall, a rear wall, a top wall, a side wall, etc., and each wall is made of a metal plate such as a steel plate or an aluminum plate. In some cases, each wall is made of a plate made of reinforced plastic. This configuration is useful for preventing deformation of the mobility body 30 due to a large force applied to the push handle 110.

[0024] The push handle 110 can be pivoted to a first pivot position (FIG. 8), a second pivot position lower than the first pivot position (FIGS. 6 and 7), a third pivot position at the top, and a fourth pivot position lower than the second pivot position (FIG. 15).

[0025] As shown in Figure 6 and other figures, the push handle 110 has a pair of extension portions 114 extending from a pair of base ends 112, and a grip portion 115 that is provided to connect the tips of the pair of extension portions 114 and extends in the width direction. In the first swing position, the grip portion 115 at the tip of the push handle 110 is positioned at a height that is easy for a person pushing the electric mobility M to grip. Preferably, this height is a predetermined height established by standards, and is 70 cm or more. In the first swing position, the grip portion 115 is positioned diagonally upward and rearward of the vehicle relative to the base ends 112 of the push handle 110. It can be said that in the first swing position, the push handle 110 is positioned for pushing the electric mobility M.

[0026] In the second swing position, the pair of extensions 114 of the push handle 110 are positioned, for example, such that their upper surfaces are at the same height as the upper edges 121a of the side surfaces 123 of the luggage basket 120, or are positioned along the upper edges 121a (FIG. 2). In the second swing position, the push handle 110 can be said to be positioned in the storage position. When the extensions 114 are positioned along the upper edges 121a in the storage position, the push handles 110 do not get in the way when loading or unloading luggage from the luggage basket 120.

[0027] As shown in FIG. 7 , each base end 112 of the push handle 110 is formed with an engagement notch 112a that can engage with an engagement member 116 provided on the mounting portion 111 in the up-down and / or front-rear directions. The engagement member 116 is movable in a predetermined direction and is biased in one of the predetermined directions by a biasing member 116a, such as a coil spring or a torsion spring. In this embodiment, the engagement member 116 is a shaft member extending in the left-right direction. Each mounting portion 111 is formed with an elongated hole 111a, a notch, or the like that extends in the predetermined direction, allowing the engagement member 116 to move in the predetermined direction. Each mounting portion 111 is also provided with a biasing member 116a, which biases both left-right ends of the engagement member 116 in one of the predetermined directions.

[0028] The push handle 110 is positioned in the first swing position when the biased engagement member 116 engages with the engagement notch 112a. In this embodiment, the left and right ends of the engagement member 116 each engage with the engagement notch 112a on the left and right base ends 112 of the push handle 110. Therefore, in order for the push handle 110 to swing from the first swing position, it is necessary to remove the left and right ends of the engagement member 116 from the engagement notch 112a, which is useful for safe use of the electric mobility M.

[0029] Furthermore, in this embodiment, the weight of the push handle 110 presses the engaging member 116 against the engaging notch 112a, making it difficult to remove the engaging member 116 from the engaging notch 112a. This is also useful for ensuring safe use. In this embodiment, the user can smoothly remove the engaging member 116 from the engaging notch 112a by slightly lifting the tip of the push handle 110 and using the operating member 117, which will be described later.

[0030] An operating member 117 such as a lever or knob is attached to one or both of the pair of mounting portions 111, and moves the engaging member 116 in the other of the predetermined directions against the biasing member 116a. The operating member 117 is fixed to one end of a lever shaft 117a extending in the left-right direction, and both ends of the lever shaft 117a are rotatably supported by the pair of mounting portions 111. A protruding member 118 is fixed to the lever shaft 117a, and moves the engaging member 116 in the other of the predetermined directions in conjunction with the rotation of the lever shaft 117a. In one example, the protruding member 118 extends radially from the lever shaft 117a or in a direction normal to the outer circumferential surface of the lever shaft 117a, and applies a force to the engaging member 116 in the other of the predetermined directions when the lever shaft 117a rotates. The operating member 117 may be any member that can impart a rotational force to the lever shaft 117a. When the user rotates the lever shaft 117a in a predetermined rotational direction using the operating member 117, the engaging member 116 moves in the other direction, and the engagement between the engaging member 116 and the engaging notch 112a is released, thereby enabling the push handle 110 to swing to the second or third swing position.

[0031] When the push handle 110 swings to the second swing position, both ends of the engaging member 116 biased in the predetermined direction engage with the engaging portions 112b of the pair of base ends 112 of the push handle 110. This prevents the push handle 110 from swinging downward below the second swing position.

[0032] In this state, when the user operates the operating member 117 to move the engaging member 116 in the other of the predetermined directions, the engaging member 116 and the engaging portion 112b are disengaged, allowing the push handle 110 to swing to the fourth swing position. The push handle 110 can be swung from the second swing position to the first swing position without operating the operating member 117. In other words, the engaging portion 112b does not restrict the upward swing of the push handle 110. As shown in FIG. 7 , a cam-like structure is formed between the engaging portion 112b and the engagement notch 112a at each base end 112 of the push handle 110, and the cam-like structure is positioned farther from the central axis 113a than the engaging portion 112b. With this structure, when the push handle 110 is swung from the second swing position to the first swing position, the engaging member 116 moves in the other of the predetermined directions against the biasing member 116a, generating a resistance force.

[0033] When the push handle 110 is swung to the fourth swing position, the grip portion 115 of the push handle 110 moves further forward than in the second swing position. This reduces the longitudinal size of the electric mobility M with the luggage basket 120 removed, as shown in FIG. 15 , and this configuration is useful for loading the electric mobility M onto a dolly 500. The dolly 500 is also known as a moving cage, cage trolley, or basket dolly. The interior dimension (storage dimension) L1 of the dolly 500 in the first horizontal direction shown in FIG. 15 is 110 cm or less, and the interior dimension (storage dimension) of the dolly 500 in the second horizontal direction, which is perpendicular to the plane of FIG. 15 , is also 110 cm or less. Since the exterior dimension in the first horizontal direction is often 110 cm, if the diameter of the pipes constituting the dolly 500 is approximately 3 cm, the interior dimension in the first horizontal direction is 104 cm. The outer dimension in the second horizontal direction is often 100 cm or less.

[0034] The luggage basket 120 in this embodiment is removably attached to the mobility body 30. The luggage basket 120 is attached to the rear side of the mobility body 30, for example, to the back of the seat unit S. A configuration in which the luggage basket 120 is removably attached to the rear side of the mobility body 30, as in this embodiment, is useful when placing the mobility body 30 on a dolly 500 with fixed dimensions. In one example, the detached luggage basket 120 is placed on top of the seat unit S.

[0035] In this embodiment, as shown in Fig. 9, an upper engagement portion 121 such as a hook is provided on the upper front side of the luggage basket 120, and a lower engagement portion 122 such as a shaft is provided on the lower front side of the luggage basket 120. Meanwhile, as shown in Fig. 8, a locking mechanism 130 such as a snatch lock is provided below the axle shaft 113 in the mobility main body 30.

[0036] The luggage basket 120 is attached to the mobility body 30 by engaging the upper engagement portion 121 of the luggage basket 120 with the axle shaft 113 (upper fixed portion) from above and then engaging the lower engagement portion 122 with the locking mechanism 130 (lower fixed portion) so as to be locked. The lower side of the luggage basket 120 may be fixed to the mobility body 30 using a bolt or the like instead of the locking mechanism 130. As shown in FIG. 9 , a configuration in which the upper engagement portion 121 is curved along the upper surface of the axle shaft 113 effectively prevents the luggage basket 120 from falling when the lower engagement portion 122 is engaged with the locking mechanism 130. Note that in other examples, the upper engagement portion 121 engages with another portion of the rear side of the mobility body 30 from above.

[0037] 8 , a release member 131 for releasing the lock of the lower engagement portion 122 by the lock mechanism 130 is provided above the lock mechanism 130 in the mobility main body 30. The release member 131 is connected to the lock mechanism 130 by a connecting member 132. In this embodiment, the user can operate the release member 131 via a part of the backrest portion 40, or can operate the release member 131 from below or on the back side of the backrest portion 40.

[0038] Using the above-described configuration, it is also possible to removably attach attachments such as an oxygen cylinder holder, an IV drip holder, a map acquisition jig, or a sunshade for outdoor driving to the mobility body 30. In this case, the attachment is provided with one or more upper engagement portions 121 and one or more lower engagement portions 122 below the upper engagement portions 121. Instead of the lower engagement portions 122, other structures such as bolts that can be fixed to the lower fixing portions may be used. As shown in FIGS. 1 and 2 , the electric mobility M is equipped with a display device 200 that protrudes upward from the upper end surface of the left arm 43. The display device 200 is supported on the left arm 43 by a support member 210 that extends upward from the upper end surface of the left arm 43.

[0039] The display device 200 is, for example, a tablet computer, but may be any other known display device. Information is transmitted to the display device 200 via a wired or wireless connection from the control device 80 (described later), and the display device 200 displays the received information. This information includes, for example, at least one of information on the traveling speed of the electric mobility M, information on the state of the battery BA, information on the position of obstacles detected by sensors 90, 95, 96, etc., information on the determination result as to whether the obstacles pose an obstacle to traveling, map information, and information on the traveling route. The display device 200 also includes input means, such as a touch screen function, and information input to the display device 200 is transmitted to the control device 80 ( FIG. 16 ).

[0040] The display device 200 may include a control device having a processor, a storage device, etc., and the control device may perform some or all of the functions of the control device 80 described below. The display device 200 may also be attached in a detachable manner.

[0041] As shown in Fig. 16, the control unit 60 has a motor driver 70 that drives each motor MT, and a control device 80. The motor driver 70 is connected to a battery BA. The motor driver 70 is also connected to each motor MT, and supplies driving power to each motor MT. The battery BA also supplies power to other devices such as the control device 80.

[0042] 16, the control device 80 has a processor 81 such as a CPU, a storage device 82 having non-volatile memory, ROM, RAM, etc., and a transceiver 83 that transmits and receives information via wireless communication and wired communication. The storage device 82 stores a driving control program 82a for controlling the electric mobility M. The processor 81 transmits drive signals for driving each motor MT to the motor driver 70 based on the driving control program 82a.

[0043] As shown in Figures 1, 2, and 4, a sensor 90 is attached to each of a pair of guard members 46 so as to protrude in the width direction from mounting surfaces 46c, which are surfaces on the outer sides in the width direction. The guard members 46 are members provided below the arms 43. In this embodiment, as shown in Figure 1, the sensor 90 is attached to the guard members 46, which are members below the arm 43 or armrest 43a, so as to protrude outward in the vehicle width direction. There is also a case where the sensor 90 is attached to the armrest 43a or the arm 43 so as to protrude outward in the vehicle width direction. There is also a case where the sensor 90 is attached to a member other than the guard members 46 below the armrest 43a or below the arm 43 so as to protrude outward in the vehicle width direction. In these cases, the same effect is achieved.

[0044] The sensors 90 are known distance measuring sensors such as LiDAR (Light Detection and Ranging or Laser Imaging Detection and Ranging). Because the sensors 90 detect obstacles three-dimensionally, they are also referred to as three-dimensional sensors or three-dimensional distance sensors. In this embodiment, as shown in FIG. 4, each sensor 90 has a field of view α in the elevation angle direction (predetermined direction) and / or depression angle direction (predetermined direction) of the sensor. In this embodiment, the elevation angle direction of the sensor is a direction along an axis 91 of the sensor 90. Each sensor 90 also has a detection range DA1 (FIG. 3) obtained by rotating the field of view α shown in FIG. 4 around a predetermined axis 91 extending in the vehicle width direction. Part of the detection range DA1 may be blocked by the electric mobility M, a passenger, or the like. An example of the sensor 90 is the MID-360 manufactured by Livox (registered trademark). In this embodiment, the sensor 90 also has a field of view in the depression angle direction. The field of view in the depression angle direction is several degrees, for example, 2° or more. Furthermore, the viewing angle in the depression angle direction is 3° or less, 5° or less, 8° or less, etc. By providing the sensor 90 with such a viewing angle in the depression angle direction, the sensor 90 can more accurately detect an obstacle in front of the electric mobility M.

[0045] As shown in FIG. 2 , a rear sensor 95, which is a LiDAR, is attached to the rear end of the mobility body 30 or below the luggage basket 120. In this embodiment, the rear sensor 95 emits laser light over the detection range DA2 in FIG. 3 and detects the light reflected off objects. Using the detection results (detection data), the control device 80 detects the position of an obstacle (avoidance target) within the detection range DA2, which is located outside and behind the electric mobility M in the width direction. Examples of obstacles include people, animals, plants, people's clothing, people's belongings, etc. Examples of obstacles include walls, relatively large objects, and steps. In another example, the rear sensor 95 may detect obstacles (avoidance targets), such as steps, holes, and grooves, into which the rear wheel 20 may fall or get stuck. Further, the sensors 90 detect the obstacles over the detection range DA1 in FIG. 3, and the lower sensor 96 detects the obstacles over detection ranges DA3 and DA4, which will be described later.

[0046] A lower sensor 96 (FIGS. 2 and 3) is attached to the underside of the electric mobility M. In this embodiment, the lower sensor 96 is a LiDAR attached to the mobility main body 30 and disposed below the footrest portion, below other portions of the base portion 32, or the like. As a result, in this embodiment, the sensing portion of the lower sensor 96 is disposed below the footrest surface of the footrest portion or the underside of the base portion 32. It is sufficient that the emission portion of the laser light (detection wave) of the lower sensor 96 is disposed below the footrest surface. Furthermore, in this embodiment, the lower sensor 96 is disposed approximately in the center of the electric mobility M in the vehicle width direction.

[0047] For example, the lower sensor 96 emits laser light over the detection range DA3 shown in Fig. 3 and receives light reflected off objects. In other words, the lower sensor 96 can detect the position of an obstacle (avoidance target) in the range ahead of the electric mobility M from below the footrest surface or below the mobility main body 30. The lower sensor 96 can also emit laser light from a range corresponding to the detection range DA4 shown in Fig. 3, that is, from between the front wheels 10 and the rear wheels 20, toward the side of the vehicle, and can detect an obstacle that exists in the space between the front wheels 10 and the rear wheels 20 or that may enter that space. There may also be cases where the lower sensor 96 detects only one of the detection ranges DA3 and DA4.

[0048] To prevent damage to the sensing structure of the lower sensor 96, as shown in FIG. 19 , one or more sensor protection members 150 may be attached to the lower surface of the mobility body 30 so as to protrude downward. The sensor protection members 150 shown in FIG. 19 are also indicated by two-dot chain lines in FIG. 2 . Each sensor protection member 150 is disposed in the sensing area of ​​the lower sensor 96, in the area that includes the front wheel 10 or the rear wheel 20 (the area indicated by the dashed line in FIG. 19 ). In other words, each sensor protection member 150 does not affect the detection of obstacles by the lower sensor 96. In FIG. 19 , the sensor protection member 150 is attached to the lower surface of the base frame 32a of the mobility body 30, thereby protruding downward from the lower surface of the mobility body 30. The lower surface may be formed by the base frame 32a or a plastic part that covers the base frame 32a, or by another part that forms the lower surface of the mobility body 30.

[0049] Preferably, the lower end of each sensor protection member 150 is positioned below the lower end of the lower sensor 96 or at the same height. This configuration is useful for preventing damage to the lower sensor 96. Note that the same effect can be achieved even if the lower end of each sensor protection member 150 is positioned approximately 2 cm or 3 cm above the lower end of the lower sensor 96. Furthermore, the horizontal distance between each sensor protection member 150 and the lower sensor 96 is preferably 20 cm or less, more preferably 15 cm or less, and even more preferably 10 cm or less.

[0050] For example, each sensor 90 emits laser light over a detection range DA1 shown in Fig. 3 and receives the light reflected off an object. In other words, the sensor 90 can detect the positions of obstacles (objects to be avoided) in front of and behind the vehicle along the side of the electric mobility M.

[0051] In this embodiment, the rear sensor 95 and the lower sensor 96 are two-dimensional LiDAR sensors. This leads to a reduction in the cost of the sensors and a reduction in the amount of data processing required for the sensor detection results. In this embodiment, the rear sensor 95 and the lower sensor 96 are two-dimensional LiDAR sensors, but distance sensors such as three-dimensional LiDAR, radar, and millimeter-wave sensors can also be used.

[0052] In this embodiment, the height position of the detection range DA2 of the rear sensor 95 is within a range of 50 cm or less, more preferably 40 cm or less, and even more preferably 30 cm or less, from the horizontal floor surface on which the front wheels 10 and rear wheels 20 are in contact with the ground. Also, in this embodiment, the height positions of the detection ranges DA3 and DA4 of the lower sensor 96 are within a range of 30 cm or less, more preferably 20 cm or less, and even more preferably 15 cm or less, from the horizontal floor surface on which the front wheels 10 and rear wheels 20 are in contact with the ground.

[0053] As described above, this embodiment employs a configuration in which the rear sensor 95 and the lower sensor 96 detect low ranges in front of and behind the electric mobility vehicle M. This configuration reduces the cost of the sensors and the amount of data processing required for the sensor detection results. This makes it easier for various facilities to purchase and introduce the electric mobility vehicle M, which improves convenience for facility users.

[0054] Furthermore, in this embodiment, as shown in FIG. 3 , a pair of left and right sensors 90 can detect obstacles in front of and behind the electric mobility vehicle M along the sides of the vehicle. This configuration is useful in terms of functionality and cost. As described above, such obstacles include steps, including downward stairs, holes, grooves, etc. In this embodiment, the detection range DA1 of each sensor 90 does not include the areas in front of and behind the center of the electric mobility vehicle M in the width direction. However, within facilities, a pair of sensors 90 is useful in combination with a rear sensor 95 and / or a lower sensor 96.

[0055] For example, if a single-legged table with the center of the tabletop supported by a single support pillar is located directly in front of the electric mobility M and the electric mobility M is moving in that direction, the tabletop will be detected by one of the pair of sensors 90. If a tabletop is not detected, that tabletop is smaller than the width dimension of the electric mobility M. Such tabletops are rare, and even if they do occur, they can be avoided by, for example, including information about the tabletop in the map data for autonomous driving.

[0056] Furthermore, the number of cases in which the electric mobility M moves backward is far less than the number of cases in which the electric mobility M moves forward. For example, as described below, when the electric mobility M moves backward to enter an elevator car CA, the rear sensor 95 detects the feet of people around the elevator car CA and the wall within the detection range DA2, and the pair of left and right sensors 90 detect a range higher than the detection range DA2, such as the side of the rear wheel 20. Because the movement of people around the elevator car CA is restricted within and near the elevator car CA, detection by the rear sensor 95 and the pair of left and right sensors 90 is effective in terms of functionality and cost.

[0057] As shown in Figures 1 and 4, the mounting surface 46c of each sensor 90 on the arm 43 is disposed inward in the vehicle width direction from the outer surface 43b, which is disposed on the outer side of the arm 43 in the vehicle width direction, by a dimension L2. The dimension L2 is preferably 2 cm or more, and more preferably 3 cm or more. In this embodiment, the outer side of each sensor 90 is disposed inward in the vehicle width direction from the outer surface 43b. This prevents malfunction, damage, etc. of the sensor 90 due to collision with an obstacle, other object, etc. In addition, in this embodiment, a portion of the arm 43 protrudes outward in the vehicle width direction above the sensor 90, and the outer surface of the protrusion is disposed above the sensor 90. In other words, in this embodiment, the outer surface is disposed behind and above the sensor 90. This arrangement is useful for both detecting obstacles during travel of the electric mobility M and preventing malfunction, damage, etc. Note that a configuration in which the outer surface 43b is disposed only above the sensor 90 is also possible, and similar effects can be achieved in this case.

[0058] Instead of the sensor 90, it is also possible to install a single LiDAR having a predetermined viewing angle in the vertical direction and a detection range obtained by rotating that viewing angle around an axis extending in the vertical direction on the top of the electric mobility M. In this case, unlike the present embodiment, it is not possible to detect obstacles immediately beside the front wheel 10 and the rear wheel 20. Furthermore, using the single LiDAR together with the sensor 90 increases costs, but does not provide a significant advantage in obstacle detection.

[0059] The control device 80 ( FIG. 16 ) causes the electric mobility vehicle M to perform an avoidance operation based on an avoidance control program 82 b stored in the storage device 82, and causes the electric mobility vehicle M to move in an autonomous driving manner based on an autonomous driving program 82 c stored in the storage device 82. The avoidance operation may include stopping the electric mobility vehicle M, decelerating, or moving in a direction away from the obstacle to be avoided. The control device 80 creates or obtains a distance image (detection data) based on the detection results (detection data) of the sensors 90, 95, and 96. The control device 80 then detects the position of the obstacle (object to be avoided) relative to the electric mobility vehicle M in the distance image.

[0060] The control device 80 automatically drives the electric mobility M based on the automatic driving program 82c stored in the storage device 82, using the detection results, map data of the airport (facility), and the like stored in the storage device 82. Typically, the control device 80 drives the electric mobility M along a route set in the route setting described below. The detection results are those of a GPS receiver, an odometer, sensors 90, 95, 96, and the like provided on the electric mobility M. In this embodiment, the control device 80 estimates its own position on the map data using the detection results. The self-position estimation can be performed by a known method. Furthermore, based on the automatic driving program 82c, the control device 80 can set a route and perform automatic driving, for example, from a departure point to a destination, using detected obstacles, map data stored in the storage device 82, and the result of self-position estimation. In some cases, the route setting and automatic driving can be performed in part or entirely by another computer, such as the server 100.

[0061] When the electric mobility M enters the elevator car CA during the automatic operation, the control device 80 controls the electric mobility M to enter the car CA in reverse. In this embodiment, the control device 80 changes the direction of the electric mobility M using at least the result of the self-position estimation and the map data so that the rear of the electric mobility M is positioned on the elevator car CA side, as shown in Fig. 18 .

[0062] For example, if there is an instruction, information, trigger, etc. for the direction change within a predetermined range near the elevator car CA in the map data, the control device 80 will change the direction based on the instruction, information, trigger, etc.

[0063] The control device 80 may change direction using at least the set route information and the result of the self-location estimation. For example, if there is an instruction, information, trigger, etc. for the direction change within a predetermined range near the elevator car CA in the route information, the control device 80 changes direction based on the instruction, information, trigger, etc. The control device 80 may also change direction based on an instruction, information, trigger, etc. from a transmitter such as an antenna arranged near the car CA. The information may be the distance from the transmitter, etc.

[0064] As described above, in this embodiment, before the mobility body enters the elevator car CA, the control device positions the mobility body in front of the elevator car CA so that the rear of the vehicle is located on the elevator car CA side. This configuration is useful for quickly and smoothly loading and unloading the electric mobility body M into and out of a narrow car CA. This can contribute to reducing stress for passengers of the electric mobility body M and those around them.

[0065] In this embodiment, as described above, the movement of people in the vicinity of or inside the car is restricted, and the direction of the electric mobility M is changed in advance before the electric mobility M enters the elevator car CA. This allows people in the vicinity to clearly recognize that the electric mobility M is about to enter the elevator. These configurations and recognition features are useful for quickly and smoothly entering the electric mobility M into the car CA.

[0066] Furthermore, in this embodiment, when the electric mobility M moves in reverse toward a target position within the basket, the detection results from the rear sensor 95 and the pair of left and right sensors 90 are used. Because movement of people in the vicinity is restricted within the basket or its vicinity, the detection results of the foot positions of people in the vicinity within the basket within the detection range DA2 ( FIG. 3 ) are useful for safely reversing the electric mobility M. In this embodiment, the pair of sensors 90 can also detect obstacles moving in such a way as to come in behind the vehicle, and this configuration is useful for even safer reversing of the electric mobility M.

[0067] 2 and 8 , this embodiment further includes a rear step sensor 97. The control device 80 causes the electric mobility M to perform an avoidance operation based on the avoidance control program 82b in accordance with the detection result of the rear step sensor 97. This configuration further improves the safety of users of the electric mobility M.

[0068] Note that, in the case where a step behind the electric mobility M is detected by each sensor 90, etc., it is possible to use a sensor configuration without providing the rear step sensor 97. The rear step sensor 97 in this embodiment is a TOF (Time of Flight) sensor as a distance measurement sensor, but other sensors such as an ultrasonic sensor or a radar sensor can also be used.

[0069] In this embodiment, a pair of rear step sensors 97 are attached to the rear portion of the seat unit S or the mobility main body 30. The rear portion is a recess that opens rearward. The rear of the rear portion is covered by the luggage basket 120 attached to the mobility main body 30. Therefore, the luggage basket 120 is less likely to be damaged, regardless of whether it is attached to the mobility main body 30 or not. As shown in FIG. 2 , each rear step sensor 97 detects a step behind the electric mobility M from the gap between the rear portion and the luggage basket 120 attached to the rear portion. The step may be a downward step, a downward staircase, or the like.

[0070] It is also possible that a controller is provided on the upper end of the arm 43 of the electric mobility vehicle M, and the rider manually moves the electric mobility vehicle M using a controller such as a joystick or an operating device implemented on a tablet computer via an application. In this case, the above-described sensor configuration can also be used, which is advantageous in terms of functionality and cost as described above and provides the above-described effects of moving forward or backward.

[0071] The lower sensor 96 may be fixed to the base portion 32 or the like as shown in FIG. 5 etc. In this case, the lower sensor 96 is always positioned at a sensing position where it can detect an obstacle. On the other hand, as shown in FIGS. 10 to 14 , the lower sensor 96 may be attached to the mobility main body 30 via a sensor moving mechanism 140 so as to be movable in the vertical direction. In this case, the sensor moving mechanism 140 moves the lower sensor 96 to a sensing position where it can detect an obstacle when the battery BA is attached to the battery housing portion 34 of the mobility main body 30. Furthermore, the sensor moving mechanism 140 moves the lower sensor 96 to a storage position above the sensing position when the battery BA is removed from the battery housing portion 34 of the mobility main body 30.

[0072] 10 to 12, the base end of the swinging member 141 is supported by the mobility main body 30, and the swinging member 141 is able to swing up and down around the base end. A lower sensor 96 is attached to the tip end of the swinging member 141, and when the swinging member 141 is positioned in the lower swing position shown in FIG. 10, the lower sensor 96 is positioned in the sensing position. With the lower sensor 96 positioned in the sensing position, the downward swing of the swinging member 141 is restricted by the mobility main body 30. In FIG. 10, a tip part 141a provided on the tip end of the swinging member 141 engages with a lower part 34a of the battery housing 34 from above (FIG. 12), restricting the downward swing of the swinging member 141.

[0073] A spring member 142 is attached to the tip end of the swinging member 141, and with the lower sensor 96 positioned at the sensing position, the spring member 142 is elastically deformed between the battery BA and the swinging member 141. In other words, with the battery BA inserted to a predetermined position in the battery housing 34 and connected to the connector, the cantilever-shaped spring member 142 is bent by the lower part of the battery BA as the elastic deformation. The restoring force of the bending applies a downward force to the swinging member 141, thereby maintaining the lower sensor 96 at the sensing position. The spring member 142 may be in the form of a cantilever beam, a coil spring, or the like.

[0074] Also provided is a storage biasing member 143 such as a coil spring or a torsion spring that biases the swinging member 141 to swing upward. In this embodiment, the storage biasing member 143 is a coil spring.

[0075] When the battery BA is removed, the cushion 51 is removed, and the battery BA moves upward in a manner that releases the connection with the connector. With the battery BA removed from the battery housing 34, the swinging member 141 is swung upward by the storage biasing member 143, as shown in FIG. 11 , and the lower sensor 96 is placed in the storage position. Because the battery BA is often removed when the electric mobility M is transported or packed before transport, this configuration is useful for preventing damage to the lower sensor 96 during transportation or packing before transport.

[0076] In the stored position, the lower end of the lower sensor 96 is preferably positioned above the lower surface of the mobility main body 30. The lower end of the lower sensor 96 may be positioned several millimeters or several centimeters below the lower surface. The lower surface may be the lower surface of the base frame 32a of the base portion 32, the lower surface of the footrest portion, etc.

[0077] The battery BA may be urged upward by at least one of the spring member 142 and the storage biasing member 143. For example, when the cushion 51 is removed, or when the battery BA is disconnected from the connector, the battery BA may be automatically moved upward a predetermined distance by at least one of the spring member 142 and the storage biasing member 143. This configuration is useful for facilitating the removal of the battery BA.

[0078] In the example of the sensor movement mechanism 140' in Figures 13 and 14, the vertically moving member 144 is supported by the mobility body 30 via a slider mechanism 144a such as a linear guide, and the vertically moving member 144 is movable in the vertical direction. The lower sensor 96 is attached to the lower side of the vertically moving member 144, and when the vertically moving member 144 is positioned in the lower position shown in Figure 13, the lower sensor 96 is positioned at the sensing position. With the lower sensor 96 positioned at the sensing position, the downward movement of the vertically moving member 144 is restricted by the mobility body 30. In this example, the downward movement of the vertically moving member 144 is restricted by a stopper member (not shown) of the slider mechanism 144a. The downward movement of the vertically moving member 144 may also be restricted by a portion of the vertically moving member 144 engaging with the mobility body 30 from above.

[0079] A spring member 145 is attached to the vertically movable member 144, and when the lower sensor 96 is positioned at the sensing position, the spring member 145 is elastically deformed between the battery BA and the vertically movable member 144. That is, when the battery BA is inserted to a predetermined position in the battery housing 34 and connected to the connector, the spring member 145, such as a coil spring, is compressed by the lower part of the battery BA as a result of the elastic deformation. The restoring force of the compression applies a downward force to the vertically movable member 144, thereby maintaining the lower sensor 96 at the sensing position. In this embodiment, a guide pin 145a that guides the spring member 145 extends upward from the bottom wall of the vertically movable member 144. The spring member 145 may be in the form of a cantilever beam, a doubly supported beam, a coil spring, or the like.

[0080] Also provided is a storage biasing member 146 such as a coil spring or a torsion spring that biases the vertically moving member 144 upward. In this embodiment, the storage biasing member 146 is a coil spring.

[0081] When the battery BA is removed, the cushion 51 is removed, and the battery BA moves upward in a manner that disconnects it from the connector. With the battery BA removed from the battery storage section 34, the vertically moving member 144 is moved upward by the storage biasing member 146, as shown in FIG. 14, and the lower sensor 96 is placed in the storage position. In the storage position, the lower end of the lower sensor 96 is preferably placed above the lower surface of the mobility body 30. It is also possible for the lower end of the lower sensor 96 to be placed several millimeters or several centimeters below the lower surface. The lower surface may be the lower surface of the base frame 32a of the base section 32, the lower surface of the footrest section, etc.

[0082] When the battery BA moves upward, at least one of the spring member 145 and the storage biasing member 146 may bias the battery BA upward. For example, when the cushion 51 is removed, or when the battery BA is disconnected from the connector, the battery BA may automatically move upward a predetermined distance by at least one of the spring member 145 and the storage biasing member 146. This configuration is useful for facilitating the removal of the battery BA.

[0083] Also, an actuator such as a motor or air cylinder may be provided to raise and lower the swinging member 141 and the vertically moving member 144. In this case, the battery BA is removed from the mobility body 30, and the control device 80 detects whether the battery BA is connected or disconnected from the connector, and in accordance with the detection result, the control device 80 controls the actuator to place the lower sensor 96 in the stored position. The control device 80 may also use the actuator to place the lower sensor 96 in the stored position in accordance with the detection result of the sensors 90, 95, and 96 instead of the detection result of whether the battery BA is connected or disconnected.

[0084] For example, when the lower sensor 96 detects a protrusion within the detection range DA3 that protrudes a few centimeters to a dozen centimeters above the ground, the control device 80 controls the actuator to place the lower sensor 96 in the stowed position. Most of the floor surfaces of airports, large commercial facilities, hospitals, and other facilities where electric mobility vehicles M are used are flat or gently sloping. Therefore, a configuration in which the lower sensor 96 is placed in the stowed position based on a protrusion that protrudes a few centimeters to a dozen centimeters above the ground can effectively prevent damage to the lower sensor 96. Surface scratches, distortions, and the like that affect the detection by the lower sensor 96 affect the obstacle avoidance and autonomous driving accuracy of the electric mobility vehicle M, and therefore the above configuration is useful in the technical field.

[0085] 10 and 11 , the vehicle front side of the lower sensor 96 may be fixed to the swing member 141 by one or more bolts 96a, and the vehicle rear side of the lower sensor 96 may be fixed to the swing member 141 by one or more bolts 96b. Note that the vehicle rear side of the lower sensor 96 may be fixed to the swing member 141 by a hinge instead of the bolt 96b. The hinge supports the lower sensor 96 so that it can swing in the front-to-rear direction.

[0086] In this case, the fastening strength of the bolt 96a can be set clearly lower than the fastening strength of the bolt 96b. For example, the fastening strength of the bolt 96a can be set low by reducing the nominal diameter of the bolt 96a, by using a material such as plastic or wood that is clearly weaker than the material of the bolt 96b, or by providing a breaking portion in the bolt 96a that breaks actively. As a result, when the lower sensor 96 collides with the protruding object while the electric mobility M is traveling forward, the fastening of the bolt 96a is released due to the breaking of the bolt 96a, thereby making it possible to prevent damage to the sensing structure of the lower sensor 96.

[0087] It is also possible to fix the lower sensor 96 to the swinging member 141 using a magnet instead of the bolts 96a and 96b. It is also possible to fix the lower sensor 96 to the swinging member 141 using a magnet and the hinge. In these cases, the same effect as described above can be achieved. This technology can also be adopted in the configurations shown in Figures 5, 13, and 14.

[0088] In this way, by making the fastening strength of one part of the fastening structure that fixes the lower sensor 96 to the mobility main body 30 lower than the fastening strength of the other parts, it is possible to prevent damage to the structure related to sensing by the lower sensor 96. Alternatively, by fixing the lower sensor 96 to the mobility main body 30 with a magnet, it is possible to prevent damage to the structure related to sensing by the lower sensor 96.

[0089] In this embodiment, a user distance sensor 98 is provided instead of or together with the seating sensor 53. As the user distance sensor 98, a known distance measuring sensor such as a TOF (Time of Flight) sensor, an ultrasonic sensor, a radar sensor, a stereo camera, or a LiDAR (Light Detection and Ranging or Laser Imaging Detection and Ranging) can be used. In this embodiment, a TOF sensor having a field of view within a predetermined angular range is used.

[0090] As shown in FIG. 5 , the user distance sensor 98 is fixed to a position such as below the backrest 40 of the seat unit S in the mobility main body 30. The optical axis 98a of the user distance sensor 98 extends toward the front of the vehicle and also extends obliquely upward with respect to the horizontal plane. The angle γ formed by the optical axis 98a and the horizontal plane is, for example, between 0° and 60°. The angle γ may be an angle outside this range. The user distance sensor 98 has a detection range DA5, and the optical axis 98a is positioned at the center of the detection range DA5. Note that if the angle γ is 30° or more, the user distance sensor 98 tends to more easily detect the buttocks, waist, etc. of a user standing on the footrest.

[0091] For example, the seating sensor 53 does not detect a user standing on the footrest. In contrast, the control device 80 obtains the distance from, for example, the seat unit S of the mobility main body 30 to the back of the user by calculation or the like, based on the detection result of the user distance sensor 98. Then, based on the distance, the control device 80 determines whether the user is seated on the seat unit S, whether the user is on the footrest, or the possibility that the user is on the footrest.

[0092] If the distance from the seating sensor 53 to a part of the seat unit S has been input to the control device 80 in advance, the control device 80 subtracts that distance from the detection result of the user distance sensor 98 to calculate the distance from the seat unit S to the back of the user. Examples of the user's back are the user's buttocks, waist, back, thighs, etc. The control device 80 may obtain the distance from the seating sensor 53 to a part of the seat unit S based on the detection result of the seating sensor 53. The part may be the front of the backrest 40, the center, rear end, front end, etc. in the fore-and-aft direction of the seating surface 50.

[0093] This configuration is useful for confirming the state of the user on the electric mobility device M. For example, when the control device 80 determines that the user is on the footrest, it controls the electric mobility device M so that the motor MT is not driven, or the motor MT or a brake (not shown) is used to brake the electric mobility device M. For this function, the user distance sensor 98 may be disposed in another location on the mobility device main body 30, such as the front end of the seat portion 50.

[0094] This configuration is also useful for confirming that a lightweight user is seated. This configuration can also detect that the user is seated on the front end side of the seat surface 50, and in such a case, the control device 80 may communicate information about the user's seating position to the user using a display device such as the display device 200, the sound generating unit 300, etc. The information about the seating position may include information to encourage the user to change their seating position, information indicating that the seating position is inappropriate, etc.

[0095] In this configuration, the control device 80 may use the detection result of the user distance sensor 98 to determine whether or not an object such as the user's belongings is placed on the seat unit S. In this case, the control device 80 may use a display device such as the display device 200, a sound generating unit 300, or the like to communicate information about the item on the seat unit S to the user. The information about the item is, for example, information that communicates that an item that is thought to be the user's belongings is left on the seat unit S.

[0096] It is also possible to attach multiple user distance sensors 98 to the electric mobility M, and it is also possible to arrange multiple user distance sensors 98 side by side in the vehicle width direction. In these cases, even if one user distance sensor 98 fails, the other user distance sensor 98 can maintain the above-mentioned function.

[0097] As shown in FIG. 5 , a controller 400 for an assistant may be provided on the electric mobility vehicle M. For example, the controller 400 has a joystick 410 for controlling the traveling direction and speed of the electric mobility vehicle M, and a release button 420 that enables control using the joystick 410. In one example, the electric mobility vehicle M can be operated using the joystick 410 only while the release button 420 is pressed. As shown in FIG. 5 , the controller 400 is attached to one of the pair of extension portions 114 of the push handle 110. For example, the assistant presses the release button 420 with his index finger and operates the joystick 410 with his thumb. Other types of controllers may also be used as the controller 400. For example, a controller in which the traveling direction and speed are input via an LCD screen, a controller in which the traveling direction and speed are input using multiple buttons, etc. may be used.

[0098] An example of an assistant is someone who works at a facility such as an airport. For example, on a jet bridge connecting an airplane to the airport facility, the assistant controls the electric mobility M in which the user is seated by operating the controller 400. This allows the user and the electric mobility M to move smoothly even in a narrow passage such as a jet bridge. In one example, the controller 400 is connected to the electric mobility M by a cable (not shown).

[0099] Note that hidden commands, hidden menus, etc. may be set on the display device 200, etc. In this case, the electric mobility M becomes operable by the controller 400 only when a hidden command, hidden menu, etc. is operated. This prevents the controller 400 from being used by an unintended person, such as a user seated on the electric mobility M. Furthermore, the automatic stop function may be disabled when the electric mobility M becomes operable by the controller 400. This allows the user and the electric mobility M to move more smoothly in narrow passages.

[0100] 30: Mobility main body 43: Arm 43a: Armrest 46: Guard member 46b: Inclined portion 50: Seat portion 50a: Front end 80: Control device 90: Sensor 91: Axis 95: Sensor 95: Rear sensor 96: Lower sensor 96: Sensor 97: Rear step sensor 98: User distance sensor 98a: Optical axis 100: Server 110: Push handle 115: Grip portion 120: Luggage basket 140: Sensor moving mechanism 140': Sensor moving mechanism 141: Swinging member 142: Spring member 143: Storage biasing member 144: Up-down direction moving member 145: Spring member 146: Storage biasing member 150: Sensor protection member 500 : Cart BA : Battery CA : Basket DA1 : Detection range DA2 : Detection range DA3 : Detection range DA4 : Detection range DA5 : Detection range M : Electric mobility S : Seat unit α : Field of view

Claims

1. An electric mobility comprising: a mobility body; and a sensor attached to the mobility body, having a field of view in a predetermined direction and a detection range rotated around a predetermined axis such that the field of view is capable of detecting obstacles, wherein the sensor is attached to the mobility body so that the predetermined axis extends in the vehicle width direction.

2. The electric mobility described in claim 1, wherein the mobility main body has a seat unit on which a user sits, the sensor is attached to an armrest of the seat unit, an arm to which the armrest is attached, a member below the armrest, a member below the arm, or a guard member so as to protrude outward in the vehicle width direction, and the guard member is a member provided on the seat unit to reduce protrusion of the user's clothing, the user's thighs, or the user's knees from the seat unit in the vehicle width direction.

3. An electric mobility vehicle as described in claim 1 or 2, comprising a rear step sensor attached to the mobility body and capable of detecting a step behind the mobility body.

4. An electric mobility as described in claim 1, comprising a control device that drives the mobility body in an automatic manner, the control device changing the direction of the mobility body so that the rear of the vehicle is positioned on the side of the elevator car before the mobility body enters the car.

5. An electric mobility as described in claim 1 or 2, comprising: a lower sensor provided on the mobility body and capable of detecting the obstacle from at least one of between the front wheels of the mobility body and between the front and rear wheels of the mobility body; and a sensor movement mechanism capable of moving the lower sensor between a sensing position where the obstacle can be detected and a storage position that is above the sensing position.

6. An electric mobility as described in claim 5, wherein the mobility body has a removably attached battery, and the sensor moving mechanism is configured to position the lower sensor at the sensing position when the battery is attached to the mobility body, and to position the lower sensor at the storage position when the battery is removed from the mobility body.

7. An electric mobility as described in claim 1 or 2, comprising: a lower sensor provided on the mobility body and capable of detecting the obstacle from at least one of between the front wheels of the mobility body and between the front and rear wheels of the mobility body; and a sensor protection member protruding downward from the underside of the mobility body, wherein the sensor protection member is positioned in an area of ​​the sensing area of ​​the lower sensor that includes the front wheels or the rear wheels.

8. The electric mobility described in claim 1, wherein the mobility body has a seat unit on which a user sits, and the mobility body is equipped with a user distance sensor capable of detecting the distance between the seat unit and the user in the fore-and-aft direction.

9. An electric mobility as described in claim 1, wherein the mobility main body has a seat unit on which a user sits, the seat unit having a seat surface portion and a guard member arranged on the outside of at least one of the thighs and knees of the user seated on the seat unit in the vehicle width direction, for reducing protrusion of the user's clothing, the thighs or the knees from the seat unit, a part of the guard member being arranged further forward of the vehicle than the front end of the seat surface portion, and the guard member having an inclined portion that slopes downwardly and inwardly in the vehicle width direction.

10. An electric mobility as described in claim 1 or 2, comprising a push handle swingably attached to the mobility body, the push handle being swingable to a first swing position for positioning its grip portion at a height position for pushing the electric mobility, and being swingable to a second swing position for swinging the grip portion to a storage position lower than the first swing position.

11. An electric mobility as described in claim 1, wherein the mobility body has a seat unit on which a user sits, and is equipped with a luggage basket arranged behind the seat unit, and the luggage basket is removably attached to the mobility body so as to be placed on a trolley having a capacity dimension in a first horizontal direction of 110 cm or less and a capacity dimension in a second horizontal direction perpendicular to the first horizontal direction of 110 cm or less.

Images