Patent Description:
Conventionally, an electric three wheeled vehicle having a single front wheel and a pair of left and right rear wheels has been known (for example, see JPH8-<NUM> A). In the vehicle described in JPH8-<NUM> A, a pair of left and right steps in which feet of an occupant in a standing posture are placed are provided inside the left and right rear wheels, a steering wheel for turning the front wheel is provided above the front wheel, and the rear wheels are driven by an electric motor so that the vehicle travels.

<CIT> discloses a vehicle according to the preamble of claim <NUM>, comprising: a front wheel; and a pair of left and right rear wheels disposed diagonally behind the front wheel on a left side and diagonally behind the front wheel on a right side, wherein the vehicle further comprises a pair of left and right support members extending in a front-rear direction and including support portions rotatably supporting the pair of left and right rear wheels, and the pair of left and right support members are disposed so as to be separated from each other by a predetermined distance (nn) so that a front wheel of another vehicle configured to have a same shape as the vehicle is insertable into a gap between the pair of left and right support members from a rear side.

When a vehicle configured as described in JPH8-<NUM> A is parked alone, a large parking space is not required. However, when a plurality of vehicles are parked, a large parking space is required. For this reason, it is required to be able to efficiently park a vehicle in a limited space.

The present invention provides a vehicle according to claim <NUM>.

According to the present invention, it is possible to efficiently park a plurality of vehicles in a limited space.

Hereinafter, a first embodiment of the present invention will be described with reference to <FIG>. A vehicle according to the first embodiment of the present invention is a three-wheeled vehicle including a single front wheel and a pair of left and right rear wheels, and is configured such that a user can ride in a standing posture. This vehicle is used as, for example, a sharing vehicle that can be used by a large number of users, and a plurality of vehicles is gathered and parked at a predetermined place (station).

<FIG> is a side view illustrating an overall configuration of a vehicle <NUM> according to the first embodiment of the present invention, and <FIG> is a plan view. <FIG> also illustrates a use state of a user PS (two-dot chain line). Hereinafter, a front-rear direction (length direction), a left-right direction (width direction), and an up-down direction (height direction) of the vehicle <NUM> are defined as illustrated, for the sake of convenience, and a configuration of each portion will be described according to this definition.

As illustrated in <FIG> and <FIG>, the vehicle <NUM> includes a front wheel <NUM> and rear wheels <NUM>, and a frame FL constituting a skeleton of the vehicle <NUM>, and is configured to be generally symmetric with respect to a center line CL1 (<FIG>) passing through a center of the vehicle <NUM> in the left-right direction. More specifically, the front wheel <NUM> is disposed along the center line CL1, and the left and right rear wheels <NUM> are disposed at symmetrical positions across the center line CL1. The front wheel <NUM> has a larger diameter than the rear wheels <NUM>. The front wheel <NUM> may have the same diameter as the rear wheels <NUM>, or the rear wheels <NUM> may have larger diameters than the front wheel <NUM>.

The frame FL includes a front frame <NUM> and a rear frame <NUM>. As illustrated in <FIG>, a part of the frame FL extends along an axis CL2 passing through the center of the vehicle <NUM> in the left-right direction above the center line CL1, more specifically, the axis CL2 extending obliquely with a rising gradient to the front (upward to the front). As illustrated in <FIG>, the axis CL2 overlaps the center line CL1 of the vehicle <NUM> in plan view.

<FIG> is a cross-sectional view taken along the axis CL2 (cross-sectional view taken along line III-III in <FIG>) illustrating the configuration of a main part on the front side of the vehicle <NUM>. As illustrated in <FIG> and <FIG>, the front frame <NUM> includes a support frame <NUM> having a substantially cylindrical shape in cross-section and extending in the front-rear direction along the axis CL2, that is, extending obliquely with a rising gradient to the front, and a vertical frame <NUM> having a substantially cylindrical shape in cross-section and provided integrally with the support frame <NUM> through a center portion of the support frame <NUM> in the front-rear direction. The vertical frame <NUM> extends obliquely in the up-down direction such that an upper end portion is positioned behind a lower end portion, and a handlebar shaft <NUM> having a substantially circular shape in cross-section is rotatably inserted into the vertical frame <NUM>. A center portion of a handlebar <NUM> in the left-right direction is fixed to an upper end portion of the handlebar shaft <NUM>, and a front fork <NUM> is fixed to a lower end portion.

The front wheel <NUM> is rotatably supported via a rotation shaft 1a supported by the front fork <NUM>. The front wheel <NUM> is steered by a rotation operation of the handlebar <NUM> about the handlebar shaft <NUM>. As illustrated in <FIG>, the handlebar <NUM> extends in the left-right direction, and grips 14a gripped by the user PS are provided at both left and right end portions. As illustrated in <FIG>, a front fender <NUM> having a substantially arc shape is attached to the front fork <NUM> so as to cover the periphery of the front wheel <NUM> from the upper side to the rear side of the front wheel <NUM>.

Although not illustrated in detail, a traveling motor <NUM> (in-wheel motor) and a brake unit <NUM> are housed inside the front wheel <NUM>. For example, the traveling motor <NUM> is disposed on the left side, and the brake unit <NUM> is disposed on the right part. The vehicle <NUM> is configured as an electric vehicle that travels by driving of the traveling motor <NUM>. The brake unit <NUM> is configured as, for example, a drum brake unit constituting a drum brake. Although not illustrated, the rear wheels <NUM> are also provided with brake units. These brake units are actuated by an operation of brake levers 14b provided in front of the grips 14a of the handlebar <NUM> as illustrated in <FIG>, and a braking force is applied to the front wheel <NUM> and the rear wheels <NUM>. The traveling motor <NUM> may be provided in the rear wheels <NUM> instead of the front wheel <NUM>, or in both the front wheel <NUM> and the rear wheels <NUM>. Thus, the towing ability and the climbing ability can be improved.

As illustrated in <FIG>, a holder <NUM> is attached to a rear surface of the vertical frame <NUM>, and a battery <NUM> is supported by the holder <NUM>. The battery <NUM> is a secondary battery such as a lithium ion battery in which electric power supplied to the traveling motor <NUM>, which is an electric motor, is stored, and the electric power supplied from the battery <NUM> to the traveling motor <NUM> is controlled by a power control unit, which is not illustrated. Although not illustrated, the handlebar <NUM> is provided with a display portion that displays vehicle information such as a remaining battery capacity and a set vehicle speed, and is provided with a starter switch that gives an instruction of on and off of a main power supply, an accelerator lever that inputs a traveling command, and the like so as to be operable by the user PS. The battery <NUM> may be disposed inside or around another structural member.

As illustrated in <FIG> and <FIG>, the rear frame <NUM> includes a pair of left and right support frames <NUM> having a substantially cylindrical shape in cross-section extending in the front-rear direction along the axis CL2, i.e., extending obliquely with a rising gradient to the front. Brackets <NUM> are joined to rear end portions of the left and right support frames <NUM>. The left and right brackets <NUM> extend rearward and outward in the left-right direction, and rear wheel support portions <NUM> are provided at rear end portions of the brackets <NUM>. The rear wheels <NUM> are rotatably supported via rotation shafts 2a supported by the rear wheel support portions <NUM>.

In front of the rear wheels <NUM>, the left and right support frames <NUM> are provided with side frames <NUM> protruding outward in the left-right direction. Rear fenders <NUM> are attached to rear end portions of the side frames <NUM> so as to cover the periphery of the rear wheels <NUM> from the front side to the upper side and the rear side of the rear wheels <NUM>. The side frames <NUM> are provided with shaft portions 24a extending in the left-right direction. Steps (footrests) <NUM> that are plate members having a substantially rectangular shape in plan view and extending in the front-rear direction are disposed adjacent to the support frames <NUM> on outer sides of the left and right support frames <NUM> in the left-right direction. Rear end portions of the steps <NUM> are rotatably supported by the shaft portions 24a. A maximum width of the vehicle <NUM> is defined by, for example, the handlebar <NUM> or the steps <NUM>.

Rods <NUM> are provided to protrude downward at center portions of the left and right support frames <NUM> in the front-rear direction. Support plates <NUM> (<FIG>) are provided to protrude outward in the left-right direction at lower end portions of the left and right rods <NUM>. Front end portions of the steps <NUM> are placed on upper surfaces of the support plates <NUM>, and thus the downward rotation of the steps <NUM> is restricted. At this time, upper surfaces of the steps <NUM> extend in a horizontal direction in parallel with a road surface <NUM>, and the steps <NUM> take a horizontal posture. The position of the steps <NUM> in this case (<FIG>) is referred to as a horizontal position. When the steps <NUM> are in the horizontal posture, the user PS can ride with the feet on the steps <NUM>. When the steps <NUM> rotate upward using the shaft portions 24a as a fulcrum, the steps <NUM> take an upward inclined posture in which the front end portions have moved upward to the front. The position of the steps <NUM> is referred to as an inclined position.

When another vehicle <NUM> is parked behind the vehicle <NUM> (<FIG>) as described below, the protrusion amount of the support plates <NUM> in the left-right direction is defined so as not to interfere with the rear wheels <NUM> of the other vehicle <NUM>. For example, the support plates <NUM> are disposed such that distal end portions thereof are positioned on inner sides with respect to the rear wheels <NUM> in the left-right direction. The support plates <NUM> may be omitted, and a portion or a mechanism that restricts the downward rotation of the steps <NUM> may be provided on the shaft portions 24a.

The steps <NUM> are positioned below upper end portions of the rear wheels <NUM> in the horizontal posture. Thus, the center of gravity position of the user PS who rides on the vehicle <NUM> is lowered, and the stability at the time of riding on the vehicle is enhanced. The steps <NUM> in the horizontal posture are positioned above the rotation shafts 2a of the rear wheels <NUM>. As illustrated in <FIG>, the front end portions of the steps <NUM> are formed to be inclined upward to the front. Thus, it is possible to prevent the feet of the user PS from moving forward beyond the steps <NUM>. In addition, the feet of the occupant can be protected in a case where the front end portions of the steps <NUM> collide with an obstacle on the road surface during traveling. Since the side frames <NUM> are provided at the rear end portions of the steps <NUM> so as to bulge upward beyond the upper surfaces of the steps <NUM>, it is also possible to prevent the feet of the user PS from moving rearward beyond the steps <NUM>.

The front frame <NUM> and the rear frame <NUM> are swingably coupled via a coupling portion <NUM>. Hereinafter, a configuration of the coupling portion <NUM> will be described. As illustrated in <FIG>, a pair of front and rear coupling frames <NUM> having a substantially cylindrical shape in cross-section is joined to front end portions of the left and right support frames <NUM> of the rear frame <NUM>. For example, the coupling frames <NUM> are joined to the support frames <NUM> such that the support frames <NUM> penetrate the coupling frames <NUM> in the front-rear direction. The front and rear coupling frames <NUM> extend in the left-right direction so as to be orthogonal to the support frames <NUM>. Bearings <NUM> and <NUM> are provided at center portions in the left-right direction of the front and rear coupling frames <NUM>, respectively, and both front and rear end portions of the support frame <NUM> are rotatably supported by the coupling frames <NUM> via the bearings <NUM> and <NUM>. Thus, the front frame <NUM> (support frame <NUM>) can swing in the left-right direction about the axis CL2 with respect to the rear frame <NUM>.

The coupling portion <NUM> is provided with a damper member (spring member) that exerts a restoring force that restricts swinging of the front frame <NUM> with respect to the rear frame <NUM>. In the present embodiment, a Neidhart rubber spring <NUM> is used as the spring member, and a cover <NUM> of the Neidhart rubber spring <NUM> is fixed to a front surface of the rear coupling frame <NUM> with a bolt.

<FIG> is a cross-sectional view taken along line IV-IV of <FIG> illustrating a configuration of the Neidhart rubber spring <NUM>. As illustrated in <FIG> and <FIG>, the cover <NUM> is generally formed in a substantially box shape, and flange portions 76a for attachment to the coupling frame <NUM> are provided at both left and right end portions of the cover <NUM>. The Neidhart rubber spring <NUM> includes a cam block <NUM> having a substantially rhombic shape connected (for example, connected via splines or serrations) to an outer peripheral surface of the support frame <NUM> so as to be rotatable integrally with the support frame <NUM>, and a plurality of rubber rollers <NUM> disposed to face each surface formed in a recessed shape of the cam block <NUM>.

<FIG> illustrates a mode of the Neidhart rubber spring <NUM> when the front frame <NUM> is in a reference posture. The reference posture refers to a neutral state in which the handlebar shaft <NUM> is disposed without being inclined in the left-right direction, and in this state, a restoring force does not act on the Neidhart rubber spring <NUM>. When torque acts on the support frame <NUM> as a result of the swinging of the front frame <NUM> in the state of <FIG> and the support frame <NUM> rotates about the axis CL2, the rubber rollers <NUM> are pressed and elastically deformed between the cover <NUM> and the cam block <NUM>, and the rubber rollers <NUM> becomes elliptical. At this time, as the rotation angle of the support frame <NUM> increases, the rotational resistance to the cover <NUM> increases. When torque acting on the support frame <NUM> becomes zero, the rubber rollers <NUM> return to the original shapes by the elastic forces, and the front frame <NUM> returns to the reference posture.

By providing the front frame <NUM> to be swingable via the coupling portion <NUM> in this manner, the user can easily turn the vehicle in the left-right direction. For example, when turning the vehicle <NUM> in the left-right direction, the user PS slightly bends the knees and the ankles and inclines the upper body to the left or right. Thus, it is possible to swing the front frame <NUM> in a stable posture with both feet placed on the steps <NUM>, and incline the front wheel <NUM> to the left or right. As a result, the vehicle <NUM> can be smoothly turned, and the turning performance is improved. In addition, the axis CL2 extends upward to the front (<FIG>). Therefore, when the vehicle <NUM> turns, the steering angle of the front wheel <NUM> with respect to the rear wheels <NUM> can be increased. As a result, the turning radius can be reduced, and the turning performance can be further improved.

Furthermore, since the Neidhart rubber spring <NUM> is provided in the coupling portion <NUM>, when the front frame <NUM> is swung from the reference posture, the restoring force acts on the front frame <NUM>, and the swinging of the front frame <NUM> can be favorably suppressed. The number of the rubber rollers <NUM> of the Neidhart rubber spring <NUM> may be smaller or larger than four. Hence, the cam block <NUM> may be other than rhombic. The restoring force may be acted on the front frame <NUM> using an elastic member such as a coil spring instead of the Neidhart rubber spring <NUM>. That is, the configuration of the damper member is not limited to the Neidhart rubber spring <NUM>.

Although not illustrated, the load point acting on the steps <NUM> by the weight of the user PS when riding on the vehicle is positioned within a triangular region connecting the grounding point of the front wheel <NUM> and the grounding points of the pair of left and right rear wheels <NUM> in plan view. Thus, the user PS can ride on the vehicle <NUM> in a stable posture during both traveling and stopping.

A plurality of vehicles <NUM> according to the present embodiment can be efficiently parked in a limited space. This point will be described below. <FIG> is a side view illustrating an example of parking a plurality of (for example, four) vehicles <NUM> according to the first embodiment, and <FIG> is a plan view. The vehicles <NUM> have the same configuration, and for the sake of convenience, the vehicles <NUM> may be referred to as a first vehicle <NUM>-<NUM>, a second vehicle <NUM>-<NUM>, a third vehicle <NUM>-<NUM>, and a fourth vehicle <NUM>-<NUM> in order from the front side.

As illustrated in <FIG>, each vehicle <NUM> includes the pair of left and right support frames <NUM>, but the left and right support frames <NUM> are disposed to be separated from each other by a predetermined distance L1 across the center line CL1, and a gap SP having an open rear surface is formed between the left and right support frames <NUM>. The distance L1 is longer than a width L2 of the front wheel <NUM> in the left-right direction. Thus, the front wheel <NUM> of another vehicle <NUM> can be inserted into the gap SP of the vehicle <NUM> from the rear. That is, the front wheel <NUM> of the second vehicle <NUM>-<NUM> can be inserted into the gap SP of the first vehicle <NUM>-<NUM>, the front wheel <NUM> of the third vehicle <NUM>-<NUM> can be inserted into the gap SP of the second vehicle <NUM>-<NUM>, and the front wheel <NUM> of the fourth vehicle <NUM>-<NUM> can be inserted into the gap SP of the third vehicle <NUM>-<NUM>.

When the front wheel <NUM> is inserted into the gap SP of the front vehicle <NUM>, the front end portions of the steps <NUM> in the horizontal posture come into contact with rear surfaces of the rear wheels <NUM> of the front vehicle <NUM>, that is, rear surfaces above the rotation shafts 2a. Thus, as illustrated in <FIG>, the front end portions of the steps <NUM> rotate using the shaft portions 24a as a fulcrum and are pushed upward along the rear wheels <NUM>, and the steps <NUM> take an inclined posture. That is, the steps <NUM> of the second vehicle <NUM>-<NUM> are pushed upward along the rear wheels <NUM> of the first vehicle <NUM>-<NUM>, the steps <NUM> of the third vehicle <NUM>-<NUM> are pushed upward along the rear wheels <NUM> of the second vehicle <NUM>-<NUM>, and the steps <NUM> of the fourth vehicle <NUM>-<NUM> are pushed upward along the rear wheels <NUM> of the third vehicle <NUM>-<NUM>.

The steps <NUM> are positioned above the rotation shafts 2a of the rear wheels <NUM> in the horizontal posture (<FIG>). Therefore, when the front end portions of the steps <NUM> come into contact with the rear wheels <NUM> of the front vehicle <NUM>, the steps <NUM> can be smoothly rotated upward. Note that when the front end portions of the steps <NUM> are provided to be inclined upward to the front so that the front end portions of the steps <NUM> come into contact with the rear wheels <NUM> above the rotation shafts 2a of the rear wheels <NUM>, the steps <NUM> (horizontal portions other than the front end portions) may be positioned at the same height as the rotation shafts 2a or below the rotation shafts 2a. However, in order to prevent bottom surfaces of the steps <NUM> from interfering with the unevenness of the road surface <NUM>, the steps <NUM> are preferably positioned above the rotation shafts 2a.

When the pair of left and right support frames <NUM> are disposed in a state of being separated from each other and in a state in which the gap SP between the support frames <NUM> faces the rear and is opened as described above, the front wheel <NUM> can be inserted into the gap SP of the front vehicle <NUM> so that a plurality of vehicles <NUM> can be parked. Therefore, the entire length of the plurality of vehicles <NUM> in the parked state in the front-rear direction can be shortened, and the plurality of vehicles <NUM> can be efficiently parked in a limited parking space. In addition, since the steps <NUM> are provided so as to be rotatable about the shaft portions 24a, the steps <NUM> can be retracted above the rear wheels <NUM> of the front vehicle <NUM> at the time of parking. As a result, the steps <NUM> can be disposed below the upper surfaces of the rear wheels <NUM> in the horizontal posture, and the center of gravity position of the user PS at the time of riding on the vehicle is lowered, thereby improving the traveling stability.

As illustrated in <FIG>, pins <NUM> are provided on left and right outer side surfaces of the front fork <NUM> of the front frame <NUM> so as to protrude outward in the left-right direction. Lower sides of the pins <NUM> are formed in a substantially arc shape (for example, a semicircular shape). As illustrated in <FIG>, a length L3 from a distal end portion (right end portion) of the right pin <NUM> to a distal end portion (left end portion) of the left pin <NUM> is longer than the distance L1 between inner side surfaces of left and right support frames <NUM>. As illustrated in <FIG> and <FIG>, guides <NUM> are provided on upper surfaces of the left and right support frames <NUM>.

<FIG> is an enlarged view of a main part (enlarged view of part VII) of <FIG> schematically illustrating the configuration of the guide <NUM>. As illustrated in <FIG>, the guide <NUM> is formed to bulge upward on the upper surface of the support frame <NUM>. On the upper surface of the guide <NUM>, a recessed portion 29a having a substantially arc shape corresponding to the pin <NUM> is provided. An inclined surface 29b that is inclined downward toward the rear is formed at a rear end portion of the guide <NUM>. A top 29c at a front end of the inclined surface 29b is positioned above a bottom surface of the recessed portion 29a.

When the front wheel <NUM> of the second vehicle <NUM>-<NUM> is inserted into the gap SP of the first vehicle <NUM>-<NUM> from the rear side, a bottom surface of the pin <NUM> protruding from the front fork <NUM> of the second vehicle <NUM>-<NUM> comes into contact with the upper surface of the support frame <NUM> of the first vehicle <NUM>-<NUM> as indicated by the dotted line in <FIG>. When the second vehicle <NUM>-<NUM> is further pushed forward in this state (arrow in <FIG>), the pin <NUM> moves forward along the upper surface of the support frame <NUM> and the inclined surface 29b of the guide <NUM>. Then, the pin <NUM> moves over the top 29c of the inclined surface 29b and is engaged with the recessed portion 29a. Thus, the front fork <NUM> (pin <NUM>) of the second vehicle <NUM>-<NUM> is held by the support frame <NUM> (guide <NUM>) of the first vehicle <NUM>-<NUM>.

At this time, as illustrated in <FIG>, the front wheel <NUM> of the second vehicle <NUM>-<NUM> is lifted from the road surface <NUM>, brought into a non-grounded state, and disposed with a gap from the front fender <NUM> of the first vehicle <NUM>-<NUM>. In other words, the position of the second vehicle <NUM>-<NUM> with respect to the first vehicle <NUM>-<NUM> is defined by the engagement between the pins <NUM> and the guides <NUM>, and the positional relationship between the pins <NUM> and the guides <NUM> is defined such that the front wheel <NUM> is lifted and the front wheel <NUM> does not contact the front fender <NUM> of the front vehicle <NUM>, which is not clearly illustrated in <FIG>. The relationship between the first vehicle <NUM>-<NUM> and the second vehicle <NUM>-<NUM> is the same as the relationship between the second vehicle <NUM>-<NUM> and the third vehicle <NUM>-<NUM> and the relationship between the third vehicle <NUM>-<NUM> and the fourth vehicle <NUM>-<NUM>, and hence the front wheels <NUM> of the third vehicle <NUM>-<NUM> and the fourth vehicle <NUM>-<NUM> are also in the non-grounded state.

As described above, in the present embodiment, the vehicles <NUM> can be sequentially coupled by the engagement between the pins <NUM> and the guides <NUM>. In the coupled state of the vehicles <NUM>, the rear wheels <NUM> of the coupled vehicles <NUM> are grounded, but the front wheels <NUM>, which are drive wheels, are in the non-grounded state. Thus, the plurality of vehicles <NUM> in the coupled state can be collectively towed to a predetermined place. For example, it is possible to easily move them to a place where they are highly used as sharing vehicles. When the pins <NUM> are engaged with the guides <NUM>, it is necessary to move the pins <NUM> upward along the upper surfaces of the support frames <NUM> inclined upward to the front until reaching the guides <NUM>, but this engagement operation can be easily realized using an inertial force when the vehicle <NUM> is moved forward along the gap SP.

According to the first embodiment, the advantageous effects described below can be obtained.

A second embodiment of the present invention will be described referring to <FIG>. In the following, differences from the first embodiment will be mainly described. The second embodiment is different from the first embodiment in that a locking mechanism for locking the swing of the front frame <NUM> with respect to the rear frame <NUM> is provided.

<FIG> and <FIG> are side views illustrating the entire configuration of a vehicle 100A according to the second embodiment. In particular, <FIG> is a view showing an unlocked state in which the locking mechanism is unlocked, and <FIG> is a view showing a locked state in which the locking mechanism is locked. The same reference numerals are given to the same parts as those in <FIG> and <FIG>. As shown in <FIG> and <FIG>, a lever member <NUM> in which a plurality of rod-shaped members are joined to form a frame as a whole is attached to a front frame <NUM> of a vehicle 100A, more specifically, the holder <NUM> of the battery <NUM>.

<FIG> are cross-sectional views taken along A-A line of <FIG> and B-B line of <FIG> showing the configuration of each lever member <NUM> (view of the lever member <NUM> from below). As shown in <FIG>, <FIG>, <FIG>, at the bottom of the holder <NUM>, the bracket <NUM> is projected toward the rear from its left and right direction central portion. A terminal portion <NUM> is provided so as to protrude upward from a distal end portion (rear end portion) of the bracket <NUM>. An upper end portion of the terminal portion <NUM> is formed in a convex shape, and a positive or negative electrode T1 is provided in the convex portion.

The lever member <NUM> has a substantially circular shaft portion <NUM> extending in the left-right direction beyond the left and right end faces of the holder <NUM>. The center portion of the shaft portion <NUM> in the left-right direction is rotatably supported on the upper surface of the bracket <NUM>. A pair of front and rear arms (a front arm <NUM> and a rear arm <NUM>) having a substantially cylindrical cross section are joined to the left and right end portions of the shaft portion <NUM>. As shown in <FIG>, the front arm <NUM> has a pair of left and right side arms <NUM> and a connecting arm <NUM> extending in the left-right direction and connecting the front end portions of the side arms <NUM> to each other, and has a substantially U-shape in plan view. As shown in <FIG>, the side arm <NUM> is bent at a substantially right angle toward the upper side in the middle, and has a substantially L-shape in a side view.

A pad <NUM> having a substantially rectangular parallelepiped shape is attached to the bent portion of the side arm <NUM>. The bottom surface of the pad <NUM> is formed in a substantially arc shape in the front-rear direction. A sliding material 21a is attached to the upper surfaces of the left and right support frames <NUM> below the pad <NUM> over a predetermined length in the front-rear direction. The sliding material 21a is provided to facilitate sliding of the pad <NUM> on the support frame <NUM>, and is made of an elastic material such as hard rubber. The pad <NUM> may be formed of an elastic body.

The side arm <NUM> extends forward beyond the vertical frame <NUM> extending above the front wheel <NUM>, and the connecting arm <NUM> is located forward of the vertical frame <NUM>. A terminal portion <NUM> is provided so as to protrude upward and downward or downward from a central portion of the connecting arm <NUM> in the left-right direction. The bottom portion of the terminal portion <NUM> is formed in a concave shape so as to be able to be fitted into the upper end portion of the terminal portion <NUM> of the other vehicle 100A ahead, and a positive or negative electrode T2 is provided in the concave portion. The electrode T1 (terminal portion <NUM>) and the electrode T2 (terminal portion <NUM>) are connected to the battery <NUM> of the vehicle 100A via a power line (<FIG>).

As shown in <FIG>, the rear arm <NUM> has a pair of left and right side arms <NUM> and a connecting arm <NUM> that connects the rear end portions of the side arms <NUM> to each other, and has a substantially U-shape in plan view. In the unlocked state shown in <FIG>, the side arm <NUM> extends rearward beyond the terminal portion <NUM>, and the connecting arm <NUM> is located rearward of the terminal portion <NUM>. However, as shown in <FIG>, it is sufficiently separated from the user PS in the standing position. The connecting arm <NUM> is operated upward and downward by a user PS, and thereby the lever member <NUM> rotates about the shaft portion <NUM> as a fulcrum. The position of the lever member <NUM> in <FIG> is referred to as an unlocked position, and the position of the lever member <NUM> in <FIG> is referred to as a locked position.

When the user PS operates the rear connecting arm <NUM> of the lever member <NUM> in the locked position at the maximum downward, the front connecting arm <NUM> abuts against the front surface of the vertical frame <NUM>, and the upward movement of the connecting arm <NUM> is restricted. At this time, the lever member <NUM> is positioned in the unlocked position. As shown in <FIG>, in the unlocked position, the pad <NUM> is positioned above the sliding material 21a and spaced apart from the sliding material 21a.

<FIG> is a diagram showing a positional relationship between the pad <NUM> and the sliding material 21a in the unlocked position (a view along an arrow Z1 in <FIG>). A part of the lever member <NUM> is not omitted in <FIG>. As shown in <FIG>, when the lever member <NUM> is in the unlocked position, a gap SPa is formed between the bottom surface of the pad <NUM> and the sliding material 21a. As a result, as shown in <FIG>, the rear frame <NUM> can swing in the direction of an arrow R about the axis CL2, and the vehicle 100A can travel while the front wheel <NUM> being inclined in the left-right direction.

When the user PS operates the rear connecting arm <NUM> upward while the lever member <NUM> is in the unlocked position, the pad <NUM> contacts the sliding material 21a. From this condition, when the user PS further operates the connecting arm <NUM> upward until the connecting arm <NUM> abuts the rear surface of the vertical frame <NUM> or the battery <NUM>, the pad <NUM> moves rearward while sliding over the upper surface of the sliding material 21a. At this time, the lever member <NUM> is positioned at the locked position.

<FIG> is a diagram showing a positional relationship between the pad <NUM> and the sliding material 21a in the locked position (a diagram along an arrow Z2 in <FIG>). As shown in <FIG>, when the lever member <NUM> is in the locked position, the bottom surface of the pad <NUM> abuts against the upper surface of the sliding material 21a. This makes it impossible to swing the frame <NUM> around the axis CL2.

The lever member <NUM> is operated to the locked position when the vehicle 100A is parked. This makes it possible to park the vehicle 100A in a stable posture in which the swing is prevented (locked). Although not shown, an outer cable in which a brake wire connected to a brake unit is accommodated is disposed in the vicinity of the lever member <NUM>, and when the lever member <NUM> is operated from the unlocked position to the locked position, the outer cable is pressed by the lever member <NUM>. As a result, a tensile force acts on the brake wire, and the brake units of the front wheel <NUM> and the rear wheels <NUM> can be operated. That is, the parking brake can be operated simultaneously by operating the lever member <NUM> to the locked position.

The lever member <NUM> functions not only as a locking mechanism for the vehicle 100A but also as a coupling mechanism for coupling a plurality of vehicles 100A. <FIG> is a side view illustrating the plurality of vehicles 100A coupled to each other via the lever member <NUM>, and <FIG> is a plan view. In <FIG>, two vehicle 100A (first vehicle 100A-<NUM>, second vehicle 100A-<NUM>) are coupled for the sake of convenience. In <FIG>, as in <FIG> and <FIG>, the pin <NUM> of the rear vehicle 100A, that is, pin <NUM> of the second vehicle 100A-<NUM> is engaged with the guide <NUM> of the front vehicle 100A, that is, the guide <NUM> of the first vehicle 100A-<NUM>, and the front wheel <NUM> of the second vehicle 100A-<NUM> is in the non-grounded state.

As shown in <FIG>, when the lever member <NUM> of the second vehicle 100A-<NUM> is operated to the locked position while the pin <NUM> of the second vehicle 100A-<NUM> is engaged with the guide <NUM> of the first vehicle 100A-<NUM>, the terminal portion <NUM> of the lever member <NUM> of the second vehicle 100A-<NUM> is fitted to the terminal portion <NUM> of the holder <NUM> of the first vehicle 100A-<NUM>. Accordingly, the plurality of vehicles 100A can be more firmly coupled to each other via the lever member <NUM>. Therefore, the plurality of vehicles 100A can be easily moved from a parking lot (station) to another station.

When the terminal portion <NUM> of the second vehicle 100A-<NUM> is fitted to the terminal portion <NUM> of the first vehicle 100A-<NUM>, the electrode T2 of the second vehicle 100A-<NUM> and the electrode T1 of the first vehicle 100A-<NUM> are connected. As a result, electric power can be supplied from a power supply unit installed in the station to the batteries <NUM> of the respective vehicle 100A. The terminal portions <NUM> and <NUM> of the vehicle 101A described above also include a terminal portion used other than a power source, for example, a terminal portion used for communicating with each other the condition of the vehicle, such as a vehicle ID for identifying the vehicle 100A and information on the remaining battery capacity. The configuration of the locking mechanisms for coupling the front and rear vehicles 101A is not limited to the configuration described above. For example, the vehicle 101A and the front or rear vehicle 101Amay be mechanically joined to each other, and a locking management thereof may be electrically performed. The locking management may be performed by a physical key.

<FIG> is a diagram illustrating an example in a case where electric power is supplied from the power supply unit installed in the station ST, that is, a battery BT for supplying electric power to the respective batteries <NUM> of the plurality of vehicles 100A (first vehicle 100A-<NUM>, second vehicle 100A-<NUM>, third vehicle 100A-<NUM>, fourth vehicle 100A-<NUM>). More specifically, in a state that the first vehicle 100A-<NUM> to the third vehicle 100A-<NUM> are parked in the station ST, the fourth vehicle 100A-<NUM> is newly parked in the station ST as indicated by an arrow. In <FIG>, the lever member <NUM> is not illustrated.

The station ST is a parking lot of the vehicles 100A, and is a rental place and a return place of the vehicles 100A when the vehicles 100A are used as sharing vehicles. Since the vehicle 100A is an electric vehicle traveling by electric power from the battery <NUM>, when the remaining capacity of the battery <NUM> becomes equal to or less than a predetermined value, the vehicle 100A becomes unable to travel. Therefore, in the station ST, the battery <NUM> is simultaneously charged while the lever member <NUM> of the vehicle 100A is operated to the locked position.

The station ST may be stationary or mobile. In the case of a stationary station ST, the power supply unit may be an AC power supply, and in that case, alternating current may be converted to direct current via an AC adaptor and then the electric power may be supplied to battery <NUM>. In a mobile station ST, the moving mechanism of the station ST may be either manual or automated. When configured as the mobile station ST, an installation position of the station ST can be changed according to the day of week, the hours, and the like. For example, the station ST may be installed in the vicinity of a train station during commuting hours and in the center of an office-town during the daytime. That is, it is possible to increase the frequency of use of the vehicle 100A by installing the station ST in a location where the use of the vehicle 100A is highly required.

<FIG> is a diagram showing an example of the manual mobile station ST. Specifically, a hand-push power supply cart <NUM> is arranged in advance in the station ST. The power supply cart <NUM> includes, for example, a pair of left and right tires <NUM> and a support pole <NUM>, and can be self-standing by grounding of three points on ground surface <NUM>. By folding, for example, the support pole <NUM> from the self-standing state in <FIG>, the power supply cart <NUM> can easily move while rolling the tires <NUM>. The power supply cart <NUM> is equipped with batteries BT at two positions on the left and right sides, for example.

Further, although not shown, the power supply cart <NUM> has a connecting portion to which the first vehicle 100A-<NUM> is connected. More specifically, the power supply cart includes a guide (referred to as a station guide) to which the pin <NUM> (<FIG>) protruding from the front fork <NUM> of the first vehicle 100A-<NUM> engages and a terminal portion (referred to as a station terminal portion) to which the terminal portion <NUM> (<FIG>) of the first vehicle 100A-<NUM> is fitted. The positional relationship between the station guide and the station terminal portion is the same as the positional relationship between the guide <NUM> and the terminal portion <NUM> of the vehicles 100A. The station terminal portion has an electrode which is electrically connected to the battery BT.

Thus, when the pin <NUM> of the first vehicle 100A-<NUM> is engaged with the station guide and the lever member <NUM> of the first vehicle 100A-<NUM> is operated to the locked position, the terminal portion <NUM> of the first vehicle 100A-<NUM> is fitted to the station terminal portion, and the first vehicle 100A-<NUM> can be held with the front wheel <NUM> floated. Further, the battery <NUM> of the first vehicle 100A-<NUM> is connected to the battery BT via the terminal portion <NUM>, and the electric power of the battery BT can be supplied to the battery <NUM> to charge the battery <NUM>.

As shown in <FIG>, when the plurality of vehicles 100A-<NUM> to 100A-<NUM> are coupled and parked, for example, the batteries <NUM> of the respective vehicles 100A-<NUM> to 100A-<NUM> are charged as follows. <FIG> is an electrical diagram schematically illustrating a configuration of a power supply circuit in a coupled state of the plurality of vehicles 100A-<NUM> to 100A-<NUM>. As shown in <FIG>, the terminal portions <NUM> (electrodes T2) of the respective vehicles 100A-<NUM> to 100A-<NUM> are connected to the terminal portions <NUM> (electrodes T1) via power lines, and are connected to the batteries <NUM> in parallel with the terminal portions <NUM> via control circuits 6a constituting the power control unit.

In <FIG>, the terminal portion <NUM> of the first vehicle 100A-<NUM> is connected to the station terminal portion BTa, the terminal portion <NUM> of the second vehicle 100A-<NUM> is connected to the terminal portion <NUM> of the first vehicle 100A-<NUM>, the terminal portion <NUM> of the third vehicle 100A-<NUM> is connected to the terminal portion <NUM> of the second vehicle 100A-<NUM>, and the terminal portion <NUM> of the fourth vehicle 100A-<NUM> is connected to the terminal portion <NUM> of the third vehicle 100A-<NUM>. The control circuit 6a of each vehicle 100A-<NUM> to 100A-<NUM> includes, for example, a power switch that connects (turns on) or disconnects (turns off) the terminal portion <NUM> (electrode T2) and the battery <NUM>, and the power switch is turned on and off by the controller of the control circuit 6a.

Specifically, the controller of each vehicle 100A determine whether or not the terminal portion <NUM> of the other vehicle 100A is connected to the terminal portion <NUM>, and turns off the power switch when it is determined that the terminal portions <NUM> is connected. On the other hand, when it is determined that the terminal portion <NUM> is not connected, the controller turns on the power switch. In <FIG>, the power switches of the first vehicle 100A-<NUM>, the second vehicle 100A-<NUM>, and the third vehicle 100A-<NUM> are turned off by the process performed by the controllers. Therefore, the batteries <NUM> of the first vehicle 100A-<NUM>, the second vehicle 100A-<NUM>, and the third vehicle 100A-<NUM> are prevented from being charged from the battery BT.

On the other hand, the power switch of the fourth vehicle 100A-<NUM> is turned on. As a result, the battery <NUM> of the fourth vehicle 100A-<NUM> is charged. That is, the battery <NUM> of the vehicle 100A-<NUM> located at the end of the plurality of vehicles 100A-<NUM> to 100A-<NUM> in the coupled state is preferentially charged. The vehicle 100A-<NUM> located at the end among the vehicles 100A-<NUM> to 100A-<NUM> parked at the station ST, is first used by the user PS. Therefore, it is possible to prevent the battery <NUM> from being insufficiently charged when the use of the vehicle 100A is started.

A SOC sensor for detecting a state of charge of the battery <NUM> of each vehicle 100A may be provided, and when the state of charge detected by SOC sensor becomes equal to or greater than a predetermined value, the power switch of the vehicle 100A located in front of the vehicle having the SOC of the predetermined value or greater may be turned on. That is, the power switch of the third vehicle 100A-<NUM> may be turned on when the state of charge of the fourth vehicle 100A-<NUM> becomes equal to or greater than the predetermined value, the power switch of the second vehicle 100A-<NUM> may be turned on when the state of charge of the third vehicle 100A-<NUM> becomes equal to or greater than the predetermined value, and the power switch of the first vehicle 100A-<NUM> may be turned on when the state of charge of the second vehicle 100A-<NUM> becomes equal to or greater than the predetermined value.

As a result, the batteries <NUM> of the respective vehicles 100A-<NUM> to 100A-<NUM> can be sequentially charged while prioritizing them. The electric power supplied to the battery <NUM> of each vehicle 100A may be controlled by providing, for example, a variable resistor and controlling a resistance of the variable resistor, instead of providing an on-off type power switch in the control circuit 6a of each vehicle 100A.

As described above, in the present embodiment, by operating of the lever member <NUM> to the locked position by the user PS, the swing lock of the vehicle 100A, the connection between the vehicles 100A, and the connection of the terminal portion <NUM> for charging the battery <NUM> can be simultaneously performed. That is, three operations or functions can be simultaneously realized by a single turning operation of the lever member <NUM> by the user PS when the vehicle 100A is parked.

It may be determined that the vehicle 100A is started to be used and returned when it is determined that the terminal portion <NUM> is attached or detached to or from the terminal portion <NUM> or the station terminal portion BTa of another vehicle 100A. This makes it possible to easily calculate the use times of the vehicle 100A. Therefore, it is easy to manage the vehicle 100A, and it is possible to appropriately charge the user PS according to the usage times of the vehicle 100A.

<FIG> is a diagram showing a modification of <FIG>. In <FIG>, a power supply cart <NUM> is coupled to a two-wheeled vehicle <NUM>, such as a bicycle. This allows the power supply cart <NUM> to be easily transported with a plurality of vehicles 100A in the coupled state, and allows the station ST for the vehicles 100A to be quickly installed in a new location. The power supply cart <NUM> may be omitted, a battery BT may be mounted on the two-wheeled vehicle <NUM>, and a coupling portion (a station guide, a station terminal portion) to which the first vehicle 100A-<NUM> is connected may be provided in the two-wheeled vehicle <NUM>.

<FIG> is a diagram showing another modification of <FIG>. In <FIG>, a plurality of vehicular 100A are coupled to a robot <NUM> having a battery BT for supplying an electric power. The robot <NUM> is a self-propelled robot having wheels that rotate by driving of a traveling motor. The robot <NUM> automatically travels along a predetermined target route at a predetermined timing according to a predetermined program. As a result, it is possible to save time and effort for the worker to transport the vehicle 100A.

According to the second embodiment, in addition to the advantageous effects of the first embodiment, the following advantageous effects can be obtained.

A third embodiment of the present invention will be described referring to <FIG>. In the following, differences from the second embodiment will be mainly described. The third embodiment is different from the second embodiment mainly in the configuration of the lever member <NUM>. That is, in the third embodiment, a seat on which the user PS can sit is provided integrally with the lever member <NUM>.

<FIG> are side views of a vehicle 100B according to the third embodiment, and <FIG> are plan views. <FIG> and <FIG> show a state in which the lever member <NUM> is operated to the unlocked position, and <FIG> and <FIG> show a state in which the lever member <NUM> is operated to the locked position. In the third embodiment, the configuration of the pair of left and right support frames <NUM> is also different from that of the second embodiment.

That is, as shown in <FIG>, the support frame <NUM> includes a horizontal portion <NUM> extending substantially horizontally in the front-rear direction, a first inclined portion <NUM> extending obliquely upward at a first inclination angle with respect to the horizontal line from a front end of the horizontal portion <NUM>, and a second inclined portion <NUM> extending obliquely upward at a second inclination angle smaller than the first inclination angle from a front end of the first inclined portion <NUM>. The coupling portion <NUM> for swingably connecting the front frame <NUM> and the rear frame <NUM> is provided in the second inclined portion <NUM>. As shown in <FIG>, the left and right steps <NUM> are supported by the horizontal portions <NUM> of the left and right support frames <NUM>, respectively. Further, the pair of left and right support frames <NUM> are configured such that the first inclined portion <NUM> and the horizontal portion <NUM> extend obliquely toward the rear and toward the outside in the left-right direction. As a result, the support frame <NUM> has a substantially V-shape in plan view as a whole, and the distance between the left and right support frames <NUM> is enlarged toward the rear.

The positions of the pair of left and right steps <NUM> are the same as those of the second embodiment (<FIG>, <FIG>). However, in the third embodiment, since the support frame <NUM> is configured in a substantially V-shape in plan view, the pair of left and right steps <NUM> is disposed on the left and right inner sides of the pair of left and right support frames <NUM>. Therefore, when the other vehicle 100B is coupled to the rear side of the vehicle 100B, the front wheel <NUM> of the other vehicle 100B need only be inserted from the rear side between the left and right steps <NUM> enlarged from the distance L1 of <FIG>, and the vehicle 100B can be easily coupled.

As shown in <FIG>, <FIG>, a seat frame <NUM> is joined to the central portion in the left-right direction of the shaft portion <NUM> of the lever member <NUM>. As shown in <FIG> and <FIG>, the seat frame <NUM> includes a first seat frame <NUM> in which a front end portion is joined to the shaft portion <NUM> and extends rearward along the center line CL1 with the lever member <NUM> positioned in the unlocked position, a second seat frame <NUM> erected obliquely rearward from the rear end portion of the first seat frame <NUM>, and a third seat frame <NUM> extending in the left-right direction at the connecting portion between the first seat frame <NUM> and the second seat frame <NUM>. Each of the seat frames <NUM> to <NUM> has, for example, a substantially cylindrical cross-section.

The third seat frame <NUM> extends to the left and right support frames <NUM>, and when the lever member <NUM> is positioned in the unlocked position, the left and right end portions of the third seat frame <NUM> are placed on an upper surface of the horizontal portion <NUM> of the support frame <NUM>. Therefore, downward rotation of the lever member <NUM> is prevented, and the lever member <NUM> is supported in the unlocked position. A seat cushion <NUM> on which a user PS can sit is provided at an upper end portion of the second seat frame <NUM>.

<FIG> are diagrams illustrating examples of riding posture of the user PS when the lever member <NUM> is operated to the unlocked position. In particular, <FIG> shows a standing posture and <FIG> shows a sitting posture.

As shown in <FIG>, in the standing posture, the user PS stands on the upper surfaces of the left and right steps <NUM> with his/her feet placed thereon. In this condition, the first seat frame <NUM> is disposed under the crotch of the user PS, and the second seat frame <NUM> and the seat cushion <NUM> are located behind the user PS. Therefore, even when the seat is integrally provided with the lever member <NUM>, the user PS in the standing posture is not prevented from driving, and the user PS can drive the vehicle 100B while swinging the front frame <NUM> via the coupling portion <NUM> by tilting the body to the left and right with the ankle as a fulcrum.

As shown in <FIG>, in the sitting position, the user PS sits on the seat cushion <NUM> while both feet are placed on the steps <NUM>. In this condition, the weight of the user PS acts on the left and right support frames <NUM> via the seat cushion <NUM>. Thus, the left and right end portions of the third seat frame <NUM>, which is a part of the front frame <NUM>, are pressed against the rear frame <NUM> (the support frame <NUM>), so that the swinging of the front frame <NUM> with respect to the rear frame <NUM> in the left-right direction is suppressed, and the user PS can ride on the vehicle 100B in a stable posture.

Spring portions may be provided at both left and right end portions of the third seat frame <NUM>, and the seat frame <NUM> may be supported so as to be swingable via the spring portions. In this case, a support stiffness of the spring portions may be increased by the action of the weight of the user PS. As a result, the swing of the front frame <NUM> can be suppressed more than in the standing posture during the sitting posture. A switch turned on when the user is seated may be provided on the seat cushion, and the maximum vehicle speed of the vehicle 100B may be limited when the switch is turned on than when the switch is turned off. For example, the maximum vehicle speed at the time of switching on may be limited to a predetermined vehicle speed (for example, <NUM>/h). Thus, the vehicle 100B can be used as a vehicle (so-called senior car) capable of traveling on a sidewalk.

<FIG> is a side view illustrating the plurality of vehicle 100B (a first vehicle 100B-<NUM> and a second vehicle 100B-<NUM>) according to the third embodiment coupled to each other via a lever member <NUM>. Although not shown, in the third embodiment as in the second embodiment, when the lever member <NUM> is rotated to the locked position, the terminal portions <NUM> and <NUM> are connected to each other so that the battery <NUM> can be charged.

According to the third embodiment, in addition to the advantageous effects of the first embodiment and the second embodiment, the following advantageous effects can be obtained.

The above embodiments can be modified in various forms. Several modifications will be described below. In the above embodiment, the vehicles <NUM>, 100A and 100B are configured to have a single front wheel <NUM> and a pair of left and right rear wheels <NUM>. However, the configuration of the wheels is not limited to the above one as long as the vehicle has one front wheel and two rear wheels respectively disposed diagonally behind the front wheel on a left side and diagonally behind the front wheel on a right side. The one front wheel includes not only a single front wheel but also a pair of front wheels, that is, a pair of front wheels provided at one place, for example.

In the above embodiment, the support frames <NUM> as a pair of left and right support members having the rear wheel support portions <NUM> (a support portion) are extended in the front-rear direction. However, as long as support members are disposed so as to be separated from each other by a predetermined distance so that a front wheel of another vehicle is insertable into a gap between the pair of left and right support members from a rear side, the configuration of the support members is not limited to the above configuration. In the above embodiment, the pair of left and right pins <NUM> are provided to project from the front fork <NUM> serving as a front wheel support portion that rotatably supports the front wheel. However, the configuration (shape, mounting position, and the like) of a protruding portion is not limited to the above configuration as long as it is provided to protrude outward in the left-right direction from the front wheel support portion. The configuration of the guide <NUM> with which the pin <NUM> is engaged, that is, the configuration of an engagement portion is not also limited to the configuration described above.

In the above embodiment, the steps <NUM> are supported by the pair of left and right support frames <NUM> so as to be rotatable between the horizontal position at the time of riding and the inclined position at the time of non-riding. However, the configuration of placement portions on which feet of an occupant is placed is not limited to the above configuration. The placement portion may be omitted. In the above embodiment, the front frame <NUM> (a second part) for rotatably supporting the front wheel <NUM> in accordance with the operation of the handlebar <NUM> (a steering portion) and the support frame <NUM> (a first part) are connected to each other via the coupling portion <NUM> so as to be rotatable about the axis CL2. However, the configuration of a coupling portion for swingably supporting the second part in the left-right direction with respect to the first part is not limited to the above configuration. The swing mechanism may be omitted from the vehicle.

In the above embodiment, the lever member <NUM> is rotatably provided so as to be movable between an unlocked position (a first position) that permits the swing of the front frame <NUM> with respect to the support frame <NUM> and a locked position (a second position) that prohibits the swing. However, the configuration of an operation part movable between the first position and the second position by the operation of the occupant is not limited to the above configuration. Instead of prohibiting the swing when the operation part is operated to the second position, the swing when the operation part is operated to the second position may be suppressed more than the swing when the operation part is operated to the first position.

In the above embodiment, the traveling motor <NUM> (an electric motor) and the battery <NUM> (a storage unit) are mounted on the vehicles <NUM>, 100A and 100B, and the vehicles <NUM>, 100A and 100B are configured as an electric vehicle. However, the vehicle may be other than the electric vehicle. In the above embodiment, the front wheel <NUM> of the other vehicle (a first other vehicle) is inserted from the rear side of the vehicle <NUM>, 100A, 100B, and the terminal portion <NUM> is provided in the lever member <NUM> so as to be connectable to the terminal portion <NUM> of the other vehicle (a second other vehicle) in front of the vehicle <NUM>, 100A, 100B. However, a terminal portion may be provided in other position. In the above embodiment, the power supply cart <NUM> or the like is disposed on the station ST so as to support the leading vehicle <NUM>, 100A, 100B. However, the configuration of a vehicle support having a power supply portion connected to the terminal portion of the vehicle is not limited to the above configuration.

In the above embodiment, the seat (the seat frame <NUM> and the seat cushion <NUM>) is provided integrally with the lever member <NUM>. However, the configuration of a seat portion may be any configuration as long as it is provided so as to be movable integrally with the operation part so that the occupant is seatable when the operation part is in the first position, while the occupant is not seatable when the operation part is in the second position. In the above embodiment, the seat frame <NUM> is supported by the support frame <NUM> when the lever member <NUM> is positioned in the unlocked position. However, the configuration of the support portion for the seat portion is not limited thereto.

In the above embodiment, the swing of the front frame <NUM> with respect to the rear frame <NUM> is locked or unlocked by the rotation of the lever member <NUM>. However, this configuration can be similarly applied without having a gap SP into which the front wheel <NUM> can be inserted between the pair of left and right support frames <NUM>. That is, as long as the vehicle is configured such that the front frame is swingable with respect to the rear frame, the swing can be locked or unlocked in the same manner as described above via an operation part movable between the first position and the second position.

The above explanation is an explanation as an example and the present invention is not limited to the aforesaid embodiment or modifications unless sacrificing the characteristics of the invention. The aforesaid embodiment can be combined as desired with one or more of the aforesaid modifications. The modifications can also be combined with one another.

Claim 1:
A vehicle (<NUM>, 100A, 100B), comprising:
a front wheel (<NUM>); and
a pair of left and right rear wheels (<NUM>) disposed diagonally behind the front wheel (<NUM>) on a left side and diagonally behind the front wheel (<NUM>) on a right side, wherein
the vehicle (<NUM>, 100A, 100B) further comprises
a pair of left and right support members (<NUM>) extending in a front-rear direction and including support portions (<NUM>) rotatably supporting the pair of left and right rear wheels (<NUM>), and
a front wheel support portion (<NUM>) rotatably supporting the front wheel (<NUM>),
the pair of left and right support members (<NUM>) are disposed so as to be separated from each other by a predetermined distance (L1) so that a front wheel (<NUM>) of another vehicle (<NUM>, 100A, 100B) configured to have a same shape as the vehicle (<NUM>, 100A, 100B) is insertable into a gap between the pair of left and right support members (<NUM>) from a rear side,
the front wheel support portion (<NUM>) includes a pair of left and right protruding portions (<NUM>) provided so as to protrude outward in a left-right direction,
characterised in that
the pair of left and right protruding portions (<NUM>) are provided so that a distance (L3) from a distal end of one of the pair of left and right protruding portions (<NUM>) to a distal end of another of the pair of left and right protruding portions (<NUM>) is longer than the predetermined distance (L1).