JP2005218148A - Electric working vehicle for conducting course management work of golf course - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an electric working vehicle that can travel at a constant speed in accordance with a pedaling amount of an accelerator pedal even if a load varies due to the inclination of a traveling route, and conducts the course management work of a golf course. <P>SOLUTION: A rotational speed command signal (target rotational speed) and an output value of an encoder are compared, and a difference between them is confirmed (S16). When an actual rotational speed is determined to be lower (higher) than the target rotational speed (S18: Yes(No)), the duty ratio of a drive signal outputted to an electric motor is increased (decreased), whereby power supply is increased (decreased) (S19(S20)). By this, the actual rotational speed of the electric motor coincides with the target rotational speed, the electric working vehicle can be traveled at a constant speed in accordance with the pedaling amount of the accelerator pedal irrespective of the inclination of the traveling route. As a result, when the vehicle descends to the hollow of a banker, for example, imprudent abrupt acceleration can be prevented, and safe traveling can be secured. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to an electric work vehicle that performs course management work of a golf course, and in particular, golf that can travel at a substantially constant speed according to the amount of depression of an accelerator pedal even when the load fluctuates due to the gradient of a travel route or the like. The present invention relates to an electric work vehicle that performs course management work on the ground.

  For example, in golf courses and the like, work vehicles equipped with lawn mowers and bunker rakes are used. Conventionally, a gasoline engine has been used as a driving source for these work vehicles. However, in recent years, an electric work vehicle (golf course golf) that travels with the driving force of an electric motor is considered in consideration of environmental problems and noise. Electric work vehicles that perform course management work) are generally used.

  Such an electric work vehicle includes an electric motor that applies rotational driving force to driving wheels, a battery that applies driving power to the electric motor, and an accelerator pedal and a brake pedal that are operated by an operator. When the accelerator pedal is stepped on, electric power corresponding to the amount of depression is supplied from the battery to the electric motor, the electric motor is driven to rotate, and the driving force is rotated by the rotational force. Is done.

For example, when working with a bunker rake-equipped electric work vehicle equipped with a bunker rake, first self-propelled on the fairway or rough from the work vehicle storage location to the bunker, and then descends into the depression where the bunker is formed . Then, the bunker rake mounted on the rear of the vehicle is grounded on the sand surface of the bunker, and then travels on the sand surface. As a result, the surface of the sand is laid flat by the bunker rake.
Japanese Patent No. 3386632 (paragraph [0002], FIG. 1 etc.)

  However, in the conventional electric work vehicle, the electric power supplied to the electric motor is only given by a value proportional to the amount of depression of the accelerator pedal. Therefore, when the load on the electric motor increases or decreases due to a slope, the electric motor rotates. The speed fluctuates, and there is a problem that the traveling speed is accelerated and decelerated regardless of the operation state (depression amount) of the accelerator pedal.

  As a result, in order to travel at a constant speed, it is necessary to frequently operate the accelerator pedal and brake pedal according to the undulation state of the travel route, etc., and the burden on the driver increases due to complicated pedal operation In addition, there is a point, and electric work vehicles equipped with bunker rakes need to work in undulating places such as bunker depressions. For example, electric work vehicles suddenly accelerate suddenly on a downhill when entering a bunker Thus, there is a problem that it is difficult to drive safely.

  The present invention has been made to solve the above-described problems, and golf that can travel at a substantially constant speed according to the amount of depression of the accelerator pedal even when the load fluctuates due to the gradient of the travel route or the like. The purpose is to provide an electric work vehicle that performs course management work on the ground.

  In order to achieve this object, an electric work vehicle for performing course management work of a golf course according to claim 1 is operated by a driver to instruct driving of the electric drive means for driving the vehicle and to drive the electric drive means. And an actual rotation speed detecting means for detecting an actual rotation speed of the electric drive means, and a drive control means for driving and controlling the electric drive means in accordance with an operation amount of the operation means. And an operation amount detection means for detecting an operation amount of the operation means, and the drive control means calculates a target rotational speed of the electric drive means based on the operation amount detected by the operation amount detection means. Difference calculation for calculating the difference between the target rotation speed calculation means, the target rotation speed calculated by the target rotation speed calculation means, and the actual rotation speed detected by the actual rotation speed detection means And a supply power adjusting means for adjusting the power supplied to the electric drive means based on the difference calculated by the difference calculation means so that the actual rotation speed of the electric drive means matches the target rotation speed. The vehicle is configured to travel at a substantially constant speed corresponding to the operation amount of the operation means regardless of the gradient of the travel route.

  According to the electric work vehicle for performing the course management work of the golf course according to claim 1, when the operating means is operated by the driver, the operating amount of the operating means is detected by the operating amount detecting means, and the operating amount is detected. The electric drive means is driven and controlled by the drive control means in accordance with the operation amount detected by the detection means. As a result, the electric drive means is rotationally driven, and the driving wheel is rotated by this rotational force to drive the vehicle.

  When the electric drive means is driven to rotate, the actual rotation speed of the electric drive means is detected by the actual rotation speed detection means, and the actual rotation speed detected by the actual rotation speed detection means and the target rotation speed calculation means The difference from the calculated target rotation speed is calculated by the difference calculation means. Then, the supply power to the electric drive means is adjusted by the supply power adjustment means so that the actual rotation speed of the electric drive means matches the target rotation speed.

  Therefore, for example, when the vehicle approaches an uphill (downhill) and the actual rotation speed of the electric drive means becomes lower (higher) than the target rotation speed due to an increase (decrease) in the load on the electric drive means. The power supplied to the electric drive means is increased (decreased) by the power supply adjusting means, and the running speed of the vehicle is accelerated (decelerated) by increasing (decreasing) the rotational speed. As a result, the vehicle travels at a substantially constant speed corresponding to the operation amount of the operation means regardless of the presence or absence of the gradient of the travel route.

  An electric work vehicle that performs course management work for a golf course according to claim 2 is an electric work vehicle that performs course management work for a golf course according to claim 1, wherein the operating means is moved from a reference position to one side or the other side. A bias member configured to swing toward the reference position, and a bias member configured to bias the pedal member swinged toward the one side or the other side toward the reference position and return the pedal member to the reference position. A swing direction detecting means for detecting whether the pedal member is swung in the one side or the other side with respect to the reference position; and A swing amount detecting means for detecting a swing amount from the reference position of the pedal member swung to the side or the other side, and the target rotational speed detecting means is the swing direction detecting means and the swing amount detecting means. Based on the detection result of before It is configured to calculate the rotation direction and the target rotational speed of the electric drive means.

  The electric work vehicle for performing the course management work of the golf course according to claim 3 is the electric work vehicle for performing the course management work of the golf course according to claim 2, wherein the operation amount detecting means is connected to the pedal member, It is configured as a variable resistor whose resistance value is variable in conjunction with the swing of the pedal member, and the swing direction detecting means determines whether or not the resistance value of the variable resistor exceeds a reference value. Based on this, the swinging direction of the pedal member is detected, and the swinging amount detecting means is configured to detect the swinging amount of the pedal member based on the resistance value of the variable resistor.

  An electric work vehicle for performing course management work for a golf course according to claim 4 is connected to the electric drive means in the electric work vehicle for performing course management work for a golf course according to any one of claims 1 to 3, At least two or more speed reduction means for decelerating the rotational force of the electric drive means and transmitting it to the drive wheels of the vehicle, and at least two or more speed reduction means are selectively switched to enable at least two or more speed changes. Transmission means.

  The electric work vehicle for performing course management work for a golf course according to claim 5 is an electric work vehicle for performing course management work for a golf course according to claim 4, wherein the rotational force from the electric drive means to the drive wheels of the vehicle The release means which cancels | transmits this is provided.

  An electric work vehicle that performs course management work for a golf course according to claim 6 is an electric work vehicle that performs course management work for a golf course according to any one of claims 1 to 5, wherein braking force is applied to the vehicle. And a parking brake device configured to be selectively executable by an operator's operation, and when the braking force is applied to the vehicle by the parking brake device, the operation amount detecting means detects the parking brake device. Input blocking means for blocking the detection result from being input to the drive control means.

  According to the electric work vehicle for performing the course management work of the golf course according to claim 1, for example, the load on the electric drive means increases and decreases for some reason, and the actual rotation speed of the electric drive means is less than the target rotation speed. The difference calculating means calculates the difference between the actual rotation speed of the electric drive means and the target rotation speed, and supplies the electric power to the electric drive means based on the difference by the supply power adjustment means. There is an effect that the actual rotation speed of the electric drive means can be controlled to be matched with the target rotation speed by adjusting.

  As a result, for example, the vehicle can be driven at a substantially constant speed according to the amount of operation of the operating means regardless of whether or not there is a gradient of the driving route, etc. As described above, there is no need to frequently operate the operating means in order to travel at a constant speed, and the burden on the driver can be reduced correspondingly.

  In addition, in an electric work vehicle that performs course management work of a golf course that needs to work in an undulating place such as a bunker depression, for example, in an electric work vehicle equipped with a bunker rake, operation means regardless of whether there is a slope or not. It is possible to run at a substantially constant speed according to the operation amount of the vehicle, for example, the electric work vehicle suddenly accelerates suddenly on the downhill when entering the bunker depression, or escapes from the bunker depression The effect that it is possible to prevent the electric work vehicle from inadvertently stopping suddenly on the uphill and to roll over due to them, and to ensure safe workability There is.

  According to the electric work vehicle for performing the course management work of the golf course according to claim 2, in addition to the effect of the electric work vehicle for performing the course management work of the golf course according to claim 1, the pedal member is provided on one side and the other side. And a swing direction detecting means and a swing amount detecting means for detecting the swing direction and swing amount of the pedal member. Therefore, one pedal member can be obtained by making the swing direction of the pedal member correspond to the traveling direction (forward or backward) of the vehicle and the swing amount of the pedal member to the traveling speed of the vehicle (rotational speed of the electric drive means). Thus, the vehicle can be operated.

  Accordingly, switch means for instructing reverse movement, such as a conventional electric work vehicle that performs course management work of a golf course (for example, reverse is instructed when turned on, and forward is instructed when turned off. ) Is not required to be provided separately, so that the number of parts can be reduced and the product cost of the electric work vehicle as a whole can be reduced accordingly. Further, unlike the conventional electric work vehicle that performs course management work of a golf course, it is not necessary to perform two kinds of operations of the switch means and the pedal means independently, so that the operations necessary for running the vehicle are simplified. Thus, the operation burden on the driver can be reduced correspondingly, and an accident caused by an erroneous operation can be suppressed.

  According to the electric work vehicle for performing the course management work of the golf course according to claim 3, in addition to the effect exerted by the electric work vehicle for performing the course management work of the golf course according to claim 2, the operation amount detection means includes the pedal member. It is configured as a variable resistor whose resistance value is varied in conjunction with the swing. Therefore, the swing direction detecting means and the swing amount detecting means can detect two parameters, that is, the swing direction and the swing amount of the pedal member based on the resistance value of the variable resistor. That is, since it is not necessary to provide a sensor or the like separately for each of these two parameters (swing direction and swing amount), the detection cost can be reduced correspondingly.

  According to the electric work vehicle for performing the course management work of the golf course according to claim 4, in addition to the effect exhibited by the electric work vehicle for performing the course management work of the golf course according to any one of claims 1 to 3, the speed change means Thus, at least two or more speed reduction means can be selectively switched to change the speed, so that the burden on the electric drive means can be suppressed and the working range of the electric work vehicle can be expanded. . For example, on a steep uphill slope, by selecting a deceleration means with a large reduction ratio, it is possible to improve the climbing ability by generating a high torque and to suppress an excessive load on the electric drive means, Can be protected. On the other hand, for example, if it is a flat place, it is possible to move at high speed by selecting a reduction means with a small reduction ratio, so that the work range can be expanded and work can be performed with high efficiency.

  According to the electric work vehicle that performs the course management work of the golf course according to claim 5, in addition to the effect of the electric work vehicle that performs the course management work of the golf course according to claim 4, the electric drive means to the drive wheel Since the release means for releasing the transmission is provided, by operating the release means, the electric drive means can be rotationally driven while the vehicle is stopped, so that the electric drive means can be efficiently maintained. In addition, when a failure occurs, the vehicle can be easily pulled.

  According to the electric work vehicle that performs the course management work of the golf course according to claim 6, in addition to the effect of the electric work vehicle that performs the course management work of the golf course according to any one of claims 1 to 5, the parking brake When the braking force is applied to the vehicle by the device (the parking brake device is applied), the input blocking means prevents the detection result detected by the operation amount detecting means from being input to the drive control means. Can do. That is, if the parking brake device is applied, even if the operating means is operated for some reason (for example, erroneous operation), the operating state (detection result by the operation amount detecting means) is input to the drive control means. It is possible to prevent the electric drive means from being driven. As a result, there is an effect that it is possible to avoid problems such as causing the vehicle to travel with the parking brake device applied, or causing the vehicle to suddenly travel due to careless operation of the operating means.

  Hereinafter, preferred embodiments of the present invention will be described with reference to the accompanying drawings. 1 and 2 are views showing a bunker rake-equipped electric work vehicle 1 according to an embodiment of the present invention, FIG. 1 is a top view of the bunker rake-equipped electric work vehicle 1, and FIG. 2 is a bunker rake. 1 is a side view of a mounted electric work vehicle 1. FIG. First, the external configuration of the bunker rake-equipped electric work vehicle 1 will be described with reference to FIGS. 1 and 2.

  The bunker rake-equipped electric work vehicle 1 is a work vehicle for laying and leveling a bunker on a golf course, and a bunker rake device 20 that is grounded to the surface layer portion of the bunker's sand can be moved up and down at the rear of the vehicle 10. It is attached to. The bunker rake-equipped electric work vehicle 1 is configured to be able to travel at a constant speed corresponding to the amount of depression of the accelerator pedal 15 even when traveling on a route with a rough undulation. Therefore, even when going down a steep slope, for example, when entering a bunker provided in a depression, it does not suddenly accelerate like an electric work vehicle equipped with a conventional bunker rake, and always runs at a constant speed. So you can work safely.

  As shown in FIGS. 1 and 2, the vehicle 10 of the bunker rake-equipped electric work vehicle 1 mainly includes front and rear wheels 11, 12, a seat 13, a handle 14, an accelerator pedal 15, a transmission lever 16, a brake pedal 17, and the like. Configured. The front wheel 11 is configured as a steering wheel, and when the handle 14 is rotated, the front wheel 11 is steered to a predetermined steering angle in accordance with the rotation operation. Thereby, the advancing direction of the electric work vehicle 1 with the bunker rake is changed.

  On the other hand, the rear wheel 12 is configured as a drive wheel, and is connected to an electric motor M (see FIGS. 3 and 5) via a transmission 50 (see FIG. 5). Therefore, when the electric motor M is driven forward (reversely driven), the rotational force is transmitted to the drive wheels 12 while being decelerated by the transmission 50 at a predetermined reduction ratio. The electric work vehicle 1 equipped with the bunker rake is moved forward (retracted) by being driven to rotate (reversely driven).

  The accelerator pedal 15 is a member for setting the traveling direction (forward or backward) and the traveling speed of the electric work vehicle 1 equipped with the bunker rake so that the driver can operate with the sole of the foot as shown in FIG. The handle 14 is disposed on the side (upper side in FIG. 1). The accelerator pedal 15 is configured to swing back and forth from a neutral position (reference position). For example, when the accelerator pedal 15 in the neutral position is stepped forward (backward), the electric motor M is driven to rotate forward. The electric work vehicle 1 with the bunker rake is moved forward (retracted).

  As will be described later, the electric motor M is controlled to rotate at a constant rotational speed corresponding to the depression amount of the accelerator pedal 15. Therefore, the driver can keep the bunker rake-equipped electric work vehicle 1 traveling at a constant speed regardless of the presence or absence of a gradient, etc., by keeping the depression amount of the accelerator pedal 15 constant.

  The transmission lever 16 is a lever for performing a transmission operation of the transmission 50 (see FIG. 5), and is disposed on the side of the sheet 13 (front side in FIG. 2) as shown in FIGS. ing. As will be described later, the transmission 50 is configured to be capable of shifting to the second speed of “low speed” or “high speed”. For example, when the transmission 50 is shifted to the “low speed” side by the shift lever 16. The reduction ratio of the rotational force transmitted from the electric motor M to the rear wheels 12 (drive wheels) is made larger than when shifting to the “high speed” side.

  The brake pedal 17 serves as an operation unit for the service brake device and the parking brake device, and brakes a drum brake (not shown) (part of the parking brake device) mounted on the front wheel 11 (or the rear wheel 12). It is connected via a cable.

  That is, when the brake pedal 17 is depressed, the brake shoe is expanded and pressed against the drum in conjunction with the depression operation, thereby generating a braking force as a service brake device. When the brake pedal 17 is further depressed and the depression amount exceeds a certain level, the lock mechanism is activated, the operation state of the drum brake (brake shoe) is locked, and a braking force as a parking brake device is generated. .

  Therefore, at the time of parking, the bunker rake-equipped electric work vehicle 1 can be safely parked even on a slope by setting the brake pedal 17 in the locked state and applying the parking brake device (applying a braking force to the vehicle 10). The lock mechanism of the brake pedal 17 is released by depressing the brake pedal 17 in the locked state again.

  Here, a projecting piece of a switch 40 (see FIG. 3), which will be described later, is mechanically connected to the brake pedal 17, and the contact of the switch 40 is opened / closed according to the depression state of the brake pedal 17. Is done. Specifically, when the brake pedal 17 is depressed to the locked state, the projecting piece of the switch 40 is pushed in, and the contact is opened. On the other hand, the brake pedal 17 is pushed in when the locked state is released. The protruding piece of the switch 40 pops out and the contact is closed. That is, the contact of the switch 40 is opened only when the parking brake device is operated. The detailed configuration of the switch 40 will be described later.

  Note that “when the braking force is applied to the vehicle by the parking brake device” described in claim 6 is a state in which the parking brake device is applied and the braking force is generated, that is, the brake pedal 17 is depressed and the lock is applied. It means a state where the mechanism is activated (a state where the drum brake is locked).

  The bunker rake device 20 is configured by attaching a hawk blade 22, a sled plate 23, a first leveling plate 24 and a second leveling plate 25 to a frame 21, and the frame 21 is connected to a hydraulic cylinder (not shown). Has been. The plates 22 to 25 of the bunker rake device 20 are moved up and down in the vertical direction (the vertical direction in FIG. 2) via the frame 21 when the hydraulic cylinder is driven to extend and contract.

  In order to spread and level the sand of the bunker, first, the bunker rake device 20 is driven down so that the plates 22 to 25 are brought into contact with the surface layer of the bunker's sand, and the ground is covered by the electric work vehicle 1 equipped with the bunker rake. Run. Thereby, the surface layer portion of the sand of the bunker softened by the hawk blade 22 is leveled by the sled plate 23, and the surface layer portion of the sand of the bunker leveled by the sled plate 23 is further flattened. Finished by the first and second leveling plates 24, 25.

  According to the bunker rake-equipped electric work vehicle 1 of the present invention, the bunker can be driven on the sand surface of the bunker at a constant speed regardless of whether or not there is a slope according to the amount of depression of the accelerator pedal 15, so The surface layer portion can be spread more uniformly and a flat surface with little variation can be stably formed.

  An electric motor M and a transmission 50 which will be described later are disposed behind the seat 13 (the right side in FIGS. 1 and 2) and inside the vehicle 10, and supply driving power to the electric motor M. The battery device for this purpose is disposed inside the vehicle 10 and below the seat 13 (lower side in FIGS. 1 and 2).

  FIG. 3 is a block diagram showing an electrical configuration of the electric work vehicle 1 equipped with the bunker rake. The main control board C of the bunker rake-equipped electric work vehicle 1 temporarily stores a CPU 31 that is an arithmetic device, a ROM 32 that records various control programs executed by the CPU 31 and fixed value data, and various data. A RAM 33 which is a memory for storing is mounted. The CPU 31, ROM 32, and RAM 33 are connected to each other via a bus line 34. The bus line 34 is also connected to an input / output port 35. The program of the flowchart shown in FIG. 6 is stored in the ROM 32.

  As shown in FIG. 3, a motor drive driver 36, A / D 38, and other input / output devices 41 are connected to the input / output port 35, respectively. The main control board C transmits various commands to the motor drive driver 36 and other input / output devices 41 via the input / output port 35 to control these devices.

  The motor drive driver 36 is a circuit for driving and controlling the electric motor M based on an instruction from the CPU 31, and the electric motor M is the rear wheel 12 of the bunker rake-mounted electric work vehicle 1 (see FIG. 1 or FIG. 2). This is a motor for applying a rotational driving force to the motor. By applying this rotational driving force, the rear wheel 12 is rotationally driven, and the bunker rake-equipped electric work vehicle 1 moves forward or backward.

  As shown in FIG. 3, the drive signal of the electric motor M output from the motor drive driver 36 is amplified by the amplifier 37 and then given to the electric motor M. An encoder PG is connected to the rotating shaft of the electric motor M, and a servo motor SM is configured by the electric motor M and the encoder PG.

  The encoder PG is a device for detecting the actual rotational speed of the electric motor M, and the actual rotational speed of the electric motor M detected by the encoder PG is fed back to the motor drive driver 36. The motor drive driver 36 drives and controls the electric motor M so that the actual rotation speed of the electric motor M fed back from the encoder PG matches the target rotation speed commanded from the CPU 31.

  Here, the control so that the actual rotational speed of the electric motor M matches the target rotational speed does not require that the actual rotational speed be completely matched with the target rotational speed, but the actual rotational speed and the target rotational speed. This is to control so that the difference between is small. The phrase “supplied power adjusting means makes the actual rotational speed of the electric drive means coincide with the target rotational speed” described in claim 1 is to reduce the difference between the actual rotational speed and the target rotational speed, as described above. Therefore, it is not necessary that the rotational speeds coincide completely.

  For drive control of the electric motor M, a PWM (Pulse Width Modulation) control method (pulse width modulation control method) is applied. This is a control method for controlling input power to the electric motor M by changing (modulating) the energization width of the on-pulse. According to this control method, a current is passed through the electric motor M only when the power pulse is on, and rest is performed at other times, so that the burden on the transistor and the power source (both not shown) can be reduced. .

  The A / D 38 is an analog-digital converter for sampling an analog signal and converting it into a digital signal. The A / D 38 converts an analog signal input from a potentiometer 39 (to be described later) into a digital signal and outputs the digital signal to the CPU 31.

  The potentiometer 39 is a device for detecting the depression direction and the depression amount of the accelerator pedal 15, and is configured as a rotary variable resistor whose resistance value is variable in conjunction with the operation of the accelerator pedal 15. The potentiometer 39 includes a resistor to which a constant voltage is applied at both ends, and a brush that slides on the surface of the resistor in conjunction with the depression operation of the accelerator pedal 15. A voltage corresponding to the stepping direction and the stepping amount can be taken out.

  In the potentiometer 39 of the present embodiment, when the accelerator pedal 15 is in the neutral position (reference position), the voltage taken out from the brush terminal is 0 [V], and when the accelerator pedal 15 is stepped forward. The voltage extracted from the brush terminal varies in the range of 0 [V] to 10 [V] according to the amount of depression. Further, when the accelerator pedal 15 is stepped backward, the voltage taken out from the brush terminal changes in the range of 0 [V] to −10 [V] according to the amount of depression.

  Therefore, the CPU 31 determines the depression direction (front side or rear side) of the accelerator pedal 15 based on the polarity (plus (+) or minus (−)) of the voltage extracted from the brush terminal of the potentiometer 39, that is, the driver. It can be determined whether the direction of travel indicated by is forward or backward. As will be described later, the CPU 31 determines the rotation direction (forward rotation or reverse rotation) of the electric motor M based on the determination result.

  Further, the CPU 31 determines the amount of depression of the accelerator pedal 15 based on the magnitude of the voltage value taken out from the brush terminal of the potentiometer 39, that is, the traveling speed of the bunker rake-equipped electric work vehicle 1 indicated by the driver. (Target travel speed) can be determined. As will be described later, the CPU 31 determines the rotational speed (target rotational speed) of the electric motor M based on the determination result.

  Specifically, in the electric work vehicle 1 equipped with the bunker rake of this embodiment, the maximum rotation speed of the electric motor M is 2400 rotations per minute in both forward and reverse rotations, and this maximum rotation speed is taken out from the terminal of the brush. For example, if the voltage value taken out from the brush terminal is 5 [V], the target rotational speed of the electric motor M is proportionally related. It is determined as 1200 revolutions per minute in the forward direction. For example, if the voltage value extracted from the terminal of the brush is −1 [V], the target rotational speed of the electric motor M is determined to be 240 revolutions per minute in the reverse direction due to the proportional relationship.

  As described above, the potentiometer 39 is configured as a variable resistor whose resistance value is variable in conjunction with the depression operation of the accelerator pedal 15, and the values of two parameters such as the depression direction and the depression amount of the accelerator pedal 15 are variable. Based on the resistance value of the resistor (in this embodiment, the terminal voltage value of the brush that changes in conjunction with the resistance value), it can be detected at a time. That is, since it is not necessary to provide a sensor or the like separately for each of the two parameters, the detection cost can be reduced accordingly.

  The switch 40 detects whether or not the parking brake device is applied (whether or not a braking force is applied to the vehicle 10), and switches the electrical connection state between the A / D 38 and the potentiometer 39. As shown in FIG. 2, the switch is for electrical connection between the A / D 38 and the potentiometer 39. As described above, the switch 40 is mechanically connected to the brake pedal 17 (see FIG. 1), and its contact is opened or closed according to the depression state of the brake pedal 17.

  That is, as described above, in the normal state (for example, the running state or the pause state), the switch 40 is in a state in which the protruding piece protrudes and the contact is closed. The potentiometer 39 is electrically connected. Therefore, the output signal from the potentiometer 39 is input to the A / D 38, A / D converted, and then output to the CPU 31. That is, the operation state of the potentiometer 39 is detected by the CPU 31, and the electric motor M is driven and controlled according to the operation state.

  On the other hand, when the brake pedal 17 (see FIG. 1) is depressed to the locked state and the parking brake device is applied (the braking force is applied to the vehicle 10), the projecting piece of the switch 40 is pushed in and the contact is opened. Therefore, the electrical connection between the A / D 38 and the potentiometer 39 is disconnected. As a result, even when the potentiometer 39 is operated, it is possible to prevent the output signal from the potentiometer 39 from being input to the CPU 31.

  In this case, since the same signal (a signal corresponding to 0 [V]) as that when the potentiometer 39 is in the neutral state is input to the CPU 31 from the A / D 38, the drive power to the drive motor M is reduced. Supply is prohibited.

  In this way, in the state where the parking brake device is applied, the electrical connection between the potentiometer 39 and the A / D 38 can be disconnected by the switch 40, so even when the potentiometer 39 is operated. The operation state can be avoided from being detected by the CPU 31 and the electric motor M can be prohibited from being driven. That is, if the parking brake device is applied, even if the accelerator pedal 15 is depressed for some reason (for example, erroneous operation), it is possible to prohibit the bunker rake-equipped electric work vehicle 1 from traveling.

  Therefore, for example, it is possible to prevent the brake shoe and drum of the drum brake 17 from being consumed at an early stage or being damaged due to excessive heat generation by running with the parking brake device inadvertently by the driver. In addition, since the load on the electric motor M becomes excessive, it is possible to prevent damage such as burning of the coil.

  Also, in an electric work vehicle that uses an electric motor as a travel drive source, unlike the case where a gasoline engine is used as a travel drive source, no idling sound is generated, so it is difficult to recognize whether or not the main power supply is turned on. . Therefore, in the conventional electric work vehicle, for example, an operator who performs maintenance of the vehicle cannot recognize that the main power source is turned on and carelessly operates the accelerator pedal 15, resulting in the electric work vehicle. Had a problem of suddenly running.

  On the other hand, in the electric work vehicle 1 equipped with the bunker rake of the present invention, if the parking brake device is applied, the accelerator pedal 15 is inadvertently operated while the main power is on. However, since it is possible to prohibit the electric motor M from being driven by the operation of the accelerator pedal 15, it is possible to avoid the problem that the bunker rake-equipped electric work vehicle 1 travels suddenly.

  Next, the operation mechanism of the accelerator pedal 15 will be described with reference to FIG. FIG. 4 is a side view of the accelerator pedal 15 and a part of the vehicle 10 is not shown. FIG. 4 shows a state where the accelerator pedal 15 is in the neutral position (reference position).

  As shown in FIG. 4, the accelerator pedal 15 is formed to be bent in a substantially square shape when viewed from the side. A support plate 15a extends downward (lower side in FIG. 4) from a substantially central portion of the bottom surface of the accelerator pedal 15, and this support plate 15a is pivotally supported on the vehicle 10 by a shaft 10a. . Therefore, when the accelerator pedal 15 is depressed, the accelerator pedal 15 is swung toward the front (right side in FIG. 4) or the rear (left side in FIG. 4) of the vehicle 10 about the shaft 10a. .

  A neutral lever 41 is pivotally supported on the vehicle 10 by a shaft 10b below the accelerator pedal 15 (lower side in FIG. 4). At the right end of the neutral lever 41 (right side in FIG. 4), contact surfaces 41a and 41b that are cut out in a substantially L shape when viewed from the side are formed, and at the intersection of the contact surfaces 41a and 41b, A rotor 15a1 projecting from the support plate 15a so as to be rotatable is in contact therewith.

  Further, a substantially rod-shaped urging rod 42 is connected to the left end of the neutral lever 41 (left side in FIG. 4). The connecting rod 42 penetrates a substantially plate-shaped regulating plate 43 fixed to the vehicle 10. Arranged. A substantially disc-shaped spring holding plate 42a is disposed at the left end of the connecting rod 42 (left side in FIG. 4). The spring holding plate 42a and the regulating plate 43 are elastically compressed and deformed. The compression spring member 44 is disposed in the state.

  Therefore, the spring holding plate 42a is urged toward the side opposite to the regulating plate 43 (left side in FIG. 4) by the elastic restoring force of the compression spring member 44, and the connecting rod 42 is moved to the left side (left side in FIG. 4) by this urging force. 4), and the neutral lever 41 pulled by the connecting rod 42 is urged counterclockwise in FIG. 4 about the shaft 10b, whereby the contact surfaces 41a and 41b of the neutral lever 41 are The support plate 15a is in pressure contact with the rotor 15a.

  In the state shown in FIG. 4 (the neutral position of the accelerator pedal 15), the direction in which the contact surfaces 41a and 41b press the rotor 15a1 coincides with the direction of the phantom line that connects the rotor 15a1 and the shaft 10a. Therefore, the neutral lever 41 cannot be rotated further in the counterclockwise direction of FIG. 4, and therefore the accelerator pedal 15 is held at the neutral position (reference position).

  Here, for example, when the accelerator pedal 15 is stepped forward (right side in FIG. 4) of the vehicle 10, the support plate 15 is rotated about the shaft 10a in the clockwise direction in FIG. By pressing the contact surface 41a leftward (left side in FIG. 4), the contact surface 41a is pushed downward (lower side in FIG. 4), and the neutral lever 41 is rotated clockwise in FIG. 4 about the shaft 10b. Is rotated. Then, by the rotation of the neutral lever 41, the connecting rod 42 is pulled to the right (right side in FIG. 4), and the compression spring member 44 is further compressed and deformed between the spring holding plate 42a and the regulating plate 43.

  As a result, when the depression of the accelerator pedal 15 is released, the neutral lever 41 is rotated counterclockwise in FIG. 4 about the shaft 10b by the elastic restoring force of the compression spring member 44, and the neutral lever Since the contact surface 41a of 41 pushes back the rotor 15a of the support plate 15a to the right (right side in FIG. 4), the support plate 15 is rotated counterclockwise in FIG. 4 about the shaft 10a, and the accelerator pedal 15 is Return to the neutral position (reference position).

  On the other hand, when the accelerator pedal 15 is stepped backward (left side in FIG. 4) of the vehicle 10, the support plate 15 is rotated counterclockwise in FIG. 4 about the shaft 10a, and the rotor 15a1 is brought into contact with the contact surface. By pressing 41b to the right (right side in FIG. 4), the contact surface 41b is pushed downward (lower side in FIG. 4). As a result, as in the case described above, the neutral lever 41 is pivoted clockwise in FIG. 4 about the shaft 10b, and the connecting rod 42 is pulled to the right (right side in FIG. 4), whereby the compression spring member 44 is further compressed and deformed between the spring holding plate 42 a and the regulating plate 43. As a result, in this case as well, as described above, when the depression of the accelerator pedal 15 is released, the accelerator pedal 15 is returned to the neutral position (reference position) by the elastic restoring force of the compression spring member 44. .

  A damper 45 is connected to the lower end (lower side in FIG. 4) of the support plate 15a, and the damper 45 is expanded and contracted in conjunction with the rotation of the support member 15a. Therefore, when the depression of the accelerator pedal 15 is released, it is possible to prevent the accelerator pedal 15 from returning suddenly due to the damping action of the damper 45.

  Further, one end of a link rod 46 is movably connected to the accelerator pedal 15 at the front end side (the right side in FIG. 4) of the bottom surface thereof, and the other end of the link rod 46 is connected to a rotating lever 39a of the potentiometer 39. It is connected so that it can play freely.

  Therefore, when the accelerator pedal 15 is stepped forward (right side in FIG. 4) from the neutral position shown in FIG. 4, the turning lever 39a is pushed downward (lower side in FIG. 4), while the accelerator pedal 15 Is pushed backward (left side in FIG. 4), the turning lever 39a is lifted upward (upper side in FIG. 4). As a result, the depression direction and the depression amount of the accelerator pedal 15 are detected by the potentiometer 39. .

  That is, in the case 39b of the potentiometer 39, as described above, a resistor to which a constant voltage is applied at both ends and a brush that slides on the surface of the resistor are incorporated, and the brush rotates. The surface of the resistor is slid in conjunction with the movement of the lever 39a. Therefore, the depression direction and depression amount of the accelerator pedal 15 can be detected based on the voltage value taken out from the brush terminal.

  As described above, the bunker rake-equipped electric work vehicle 1 is configured such that its traveling can be operated by one accelerator pedal 15. Therefore, it is necessary to separately provide switch means for instructing reverse movement (for example, reverse operation is instructed when turned on and forward movement is instructed when turned off) as in a conventional bunker rake-equipped electric work vehicle. Since the number of parts can be reduced, the product cost of the bunker rake-equipped electric work vehicle 1 as a whole can be reduced accordingly.

  Further, unlike the conventional bunker rake-equipped electric work vehicle, it is not necessary to perform the two types of operations of the switch means and the pedal means independently. This simplifies the operation load on the driver and reduces accidents caused by erroneous operations.

  Next, the transmission 50 will be described with reference to FIG. FIG. 5 is a front view of the transmission 50, in which a part of the transmission 50, electrical connection lines, and the like are omitted. The transmission 50 is a device that reduces the rotational speed of the electric motor M to a predetermined reduction ratio and transmits it to the drive shaft 53, and mainly includes a gear case 51 and a differential case 52 as shown in FIG. It is configured.

  A plurality of gear trains (reduction means) are provided in the gear case 51, and the rotational force of the electric motor M is input to one gear of the plurality of gear trains. This rotational force is transmitted to a differential gear of a differential case 52 to be described later via a plurality of gear trains. Further, the above-described transmission lever 16 (see FIGS. 1 and 2) is connected to the transmission shaft 51a protruding from the gear case 51 via a plurality of link rods (none of which are shown).

  When the transmission lever 16 is operated, the transmission shaft 51a rotates by a predetermined angle, the combination of gear trains in the gear case 51 is changed, and the rotational speed of the electric motor M is changed. In the transmission 50 of the present embodiment, the combination of gear trains in the gear case 51 can be shifted to two stages of “low speed” and “high speed”, and the reduction ratios at these “low speed” and “high speed” are 1/29 respectively. .682, 1 / 15.106.

  The “transmission means configured to be capable of two or more speed changes” described in claim 4 corresponds to the transmission 50 configured to be capable of two speeds of “low speed” and “high speed”. Therefore, it is naturally possible to configure the transmission 50 so as to be capable of shifting in two or more stages. For example, a three-speed shift of “low speed”, “medium speed”, and “high speed” may be possible.

  As described above, the electric work vehicle 1 with the bunker rake can selectively switch the transmission ratio of the transmission 50 between “low speed” and “high speed” by operating the shift lever 16, thereby suppressing the burden on the electric motor M. In addition, the working range of the bunker rake-equipped electric work vehicle 1 can be expanded. For example, on an uphill with a steep slope, the transmission 50 is switched to the “low speed” side to generate a high torque and improve the climbing ability, and to suppress an excessive load on the electric motor M. Can be protected. On the other hand, for example, in a flat place, the transmission 50 can be moved at high speed by switching to the “high speed” side, so the work range can be expanded and work can be performed with high efficiency. is there.

  Further, the transmission 50 is also configured as release means according to claim 5, and can change the shift state to a “neutral” state. That is, by operating the speed change lever 16, the meshing state of the gear train in the gear case 51 can be released, and the transmission of the rotational force from the electric motor M to the drive wheel (rear wheel 12) can be released. Therefore, by shifting to “neutral”, the electric motor M can be rotationally driven with the bunker rake-equipped electric work vehicle 1 stopped, so that maintenance of the electric motor M can be performed efficiently, failure, etc. When this occurs, the bunker rake-equipped electric work vehicle 1 can be easily pulled.

  A differential gear is provided in the differential case 52, and the rotational force of the electric motor M transmitted through the gear train in the gear case 51 is transmitted to the left and right drive shafts 53 through the differential gear. As a result, the rear wheel 12 (see FIGS. 1 and 2) attached to the drive shaft 53 rotates and the vehicle 10 travels. In addition, since the rotation speed of the left and right rear wheels 12 is distributed by the differential gear, it can travel smoothly even when turning.

  Next, processing executed in the bunker rake-equipped electric work vehicle 1 configured as described above will be described with reference to the flowchart of FIG.

  FIG. 6 is a flowchart showing drive command processing executed by the CPU 31. This process is a process periodically executed by the CPU 31 every predetermined time (for example, 200 ms) after the bunker rake-equipped electric work vehicle 1 is turned on, and when the accelerator pedal 15 is operated by the driver. This is a process for controlling the driving of the electric motor M according to the operation.

  Regarding the drive command process, the CPU 31 first reads the output value of the potentiometer 39, that is, the operation state of the accelerator pedal 15 by the driver (S1). As described above, the CPU 31 determines the depression direction (front side or rear side) of the accelerator pedal 15 based on the polarity (plus (+) or minus (−)) of the voltage extracted from the brush terminal of the potentiometer 39, that is, It is possible to determine whether the traveling direction instructed by the driver is forward or backward.

  Therefore, the CPU 31 first rotates the electric motor M based on the output value of the potentiometer 39 read in the process of S1 in order to drive the electric work vehicle 1 equipped with the bunker rake in the traveling direction instructed by the driver. The direction (forward rotation or reverse rotation) is calculated, and then a rotation direction command signal corresponding to the rotation direction is output to the motor drive driver 36 (S2). Thereby, the motor drive driver 36 supplies predetermined drive power to the electric motor M so as to drive the electric motor M in a predetermined rotation direction.

  Further, as described above, the CPU 31 depresses the accelerator pedal 15 based on the magnitude of the voltage value taken out from the brush terminal of the potentiometer 39, that is, the bunker rake mounting electric work instructed by the driver. The traveling speed of the car can be determined.

  Therefore, in order to run the bunker rake-equipped electric work vehicle 1 at the running speed instructed by the driver, the CPU 31 firstly rotates the rotational speed of the electric motor M (based on the output value of the potentiometer 39 read in the process of S1. Target rotation speed) is calculated, and then a rotation speed command signal corresponding to the rotation speed is output to the motor drive driver 36 (see FIG. 3) (S3). Thereby, the motor drive driver 36 controls the drive power supplied to the electric motor M so as to rotate the electric motor M at the target rotation speed.

  After the process of S3 ends, the CPU 31 temporarily ends this drive command process, and executes other processes until the next timing for executing the drive command process comes.

  In the process of S1 described above, when the output value of the potentiometer 39 is “0”, that is, when the accelerator pedal 15 is not operated at the neutral position (reference position), the driver installs the bunker rake. There is no instruction to drive the electric work vehicle 1, and it is necessary to keep the travel work vehicle 1 in a stopped state. Therefore, in this case, in the processes of S2 and S3, a signal indicating that the rotation of the electric motor M is maintained in a stopped state is output to the motor drive driver 36.

  Thus, the motor drive driver 36 controls the drive power supplied to the electric motor M so as to stop the electric work vehicle 1 with the bunker rake while maintaining the electric motor M in the stopped state. For example, when the accelerator pedal 15 is operated to a neutral position with the bunker rake-equipped electric work vehicle 1 placed on a steep downhill, the bunker rake-equipped electric work vehicle 1 moves downhill due to the action of gravity. The electric motor M rotates in one direction when trying to move down. Therefore, in this case, the drive power corresponding to the other rotation direction is supplied to the electric motor M, and the electric work vehicle 1 equipped with the bunker rake is stopped.

  FIG. 7 is a flowchart showing the operation content of the logic circuit provided in the drive driver 36. The drive driver 36 adjusts the drive power supplied to the electric motor M so that the bunker rake-equipped electric work vehicle 1 travels at a constant speed according to the amount of operation of the accelerator pedal 15, and the actual rotation of the electric motor M is adjusted. Control is performed so that the speed matches the target rotational speed.

  Specifically, first, a rotation direction command signal periodically input from the CPU 31 (for example, every 200 ms) is read (S11), and the rotation direction of the electric motor M is changed based on the read rotation command signal. It is determined whether or not an instruction is given (S12). In the case of changing the rotation direction of the electric motor M, the depression direction of the accelerator pedal 15 is changed beyond the neutral position (reference position), and the change of the traveling direction of the electric work vehicle 1 with the bunker rake is changed by the driver. This is the case when instructed.

  As a result, when it is determined that an instruction to change the rotation direction of the electric motor M is given (S12: Yes), the electric motor M is supplied to change the traveling direction of the bunker rake-equipped electric work vehicle 1. After reversing the polarity of the drive power and changing (reversing) the direction of rotation of the electric motor M (S13), the process proceeds to S14.

  On the other hand, in the process of S12, when it is determined that the change of the rotation direction of the electric motor M is not instructed (S12: No), the process of S13 is performed to maintain the current rotation direction of the electric motor M. Skip to step S14.

  In the processing from S11 to S13, after setting the rotation direction of the electric motor M, the rotation speed of the electric motor M is then set. Specifically, first, the rotational speed command signal periodically input from the CPU 31 (for example, every 200 ms), that is, the target rotational speed of the electric motor M is read (S14), and the output value of the encoder PG, that is, The actual rotational speed of the electric motor M is read (S15).

  Then, the rotational speed command signal (that is, the target rotational speed of the electric motor M) read in the processes of S14 and S15 is compared with the output value of the encoder PG (that is, the actual rotational speed of the electric motor M). After confirming the difference between the target rotational speed of the motor M and the actual rotational speed (S16), the process proceeds to S17.

  In the process of S17, it is determined whether or not the difference between the target rotational speed of the electric motor M and the actual rotational speed is within an allowable range (S17). As a result, when it is determined that the difference is within the allowable range (S17: Yes), the bunker rake-equipped electric work vehicle 1 has a constant speed (that is, a target speed) corresponding to the depression amount of the accelerator pedal 15. This means that there is no need to increase or decrease the traveling speed.

  Therefore, in this case (S17: Yes), the process of changing the power supplied to the electric motor M (the process from S18 to S20 described later) is skipped in order to maintain the current rotational speed of the electric motor M. , The process proceeds to S11.

  On the other hand, in the process of S17, when it is determined that the difference between the target rotational speed and the actual rotational speed exceeds the allowable range (S17: No), the electric motor M is faster or slower than the target rotational speed. This means that the actual traveling speed of the electric work vehicle 1 with the bunker rake is higher or lower than the target traveling speed indicated by the amount of depression of the accelerator pedal 15 by the driver. Therefore, in this case, the power supplied to the electric motor M is adjusted so that the actual rotation speed of the electric motor M matches the target rotation speed.

  Specifically, first, it is determined whether or not the actual rotational speed of the electric motor M is lower than the target rotational speed (S18). If it is determined that the actual rotational speed is low (S18: Yes), for example, The bunker rake-equipped electric work vehicle 1 approaches the uphill, and the actual travel speed of the bunker rake-equipped electric work vehicle 1 is slower than the target travel speed corresponding to the depression amount of the accelerator pedal 15. It is necessary to increase the traveling speed of the electric work vehicle 1 with the bunker rake by increasing the actual rotational speed of the electric motor M toward the target rotational speed.

  Therefore, in this case (S18: Yes), the power supplied to the electric motor M is increased by increasing the duty ratio of the drive signal output from the motor drive driver 36 to the electric motor M via the amplifier 37. (S19). As a result, the actual rotational speed of the electric motor M is increased, and the traveling speed of the electric work vehicle 1 with the bunker rake is increased.

  On the other hand, in the process of S18, when it is determined that the actual rotation speed of the electric motor M is higher than the target rotation speed (S18: No), for example, the bunker rake-equipped electric work vehicle 1 approaches a downhill. Since the actual traveling speed of the electric work vehicle 1 equipped with the bunker rake is faster than the target traveling speed corresponding to the depression amount of the accelerator pedal 15, the actual rotational speed of the electric motor M is directed to the target rotational speed. It is necessary to reduce the traveling speed of the electric work vehicle 1 equipped with the bunker rake.

  Therefore, in this case (S18: No), the power supplied to the electric motor M is reduced by reducing the duty ratio of the drive signal output from the motor drive driver 36 to the electric motor M via the amplifier 37. (S20). As a result, the actual rotational speed of the electric motor M decreases, and the traveling speed of the electric work vehicle 1 with the bunker rake is reduced.

  In addition, after execution of the process of S19 and S20, it transfers to the process of S11 and performs the process mentioned above repeatedly.

  As described above, the bunker rake-equipped electric work vehicle 1 calculates the difference between the target rotation speed and the actual rotation speed of the electric motor M, and adjusts the power supplied to the electric motor M based on the difference. By doing this, the actual rotational speed of the electric motor M can be matched with the target rotational speed. Therefore, for example, even when there is a slope such as an uphill or a downhill on the travel route, it is possible to travel at a constant travel speed according to the amount of depression of the accelerator pedal 15. Therefore, unlike a conventional bunker rake-equipped electric work vehicle, it is not necessary to frequently operate the accelerator pedal and the brake pedal in order to travel at a constant speed, and accordingly, the burden on the driver can be reduced. For example, the electric work vehicle 1 equipped with the bunker rake can be prevented from suddenly accelerating suddenly and can be safely driven even in a undulating place such as a depression of a bunker, particularly a downhill.

  In each flowchart, the target rotation speed calculation means described in claim 1 corresponds to the process of S3, the difference calculation means corresponds to the process of S16, and the supply power adjustment means corresponds to the processes of S19 and S20.

  The present invention has been described based on the embodiments. However, the present invention is not limited to the above embodiments, and various modifications can be easily made without departing from the spirit of the present invention. It can be guessed.

  For example, in the bunker rake-equipped electric work vehicle 1 of the above-described embodiment, the case where the motor drive driver 36 that controls the drive of the electric motor M is configured by a logic circuit has been described. The driver 36 may be provided with an arithmetic device (CPU), and the electric motor M may be driven and controlled by this arithmetic device.

  Moreover, although description is abbreviate | omitted in the said Example, the regenerative brake device may be provided in the bunker rake mounting electric work vehicle 1, and the regenerative brake device may be used as a brake at the time of deceleration.

  That is, at the time of deceleration, the electric motor M is used as a generator to change the kinetic energy into electric energy and charge (recover) the battery device. If the electric motor M continues to rotate in a state where the current is cut, a counter electromotive force works, and a reverse direction torque is generated by becoming a generator, so that the electric motor M acts as a brake. Can do.

  In the above-described embodiment, the case where the brake pedal 17 is used as the operation unit for the service brake device and the parking brake device has been described. However, the present invention is not necessarily limited to this, and the brake as the operation unit for the parking brake device is used. In addition to the pedal 17, it is naturally possible to separately provide an operation unit for the service brake device.

  Similarly, in the above embodiment, the drum brake (not shown) is used as a braking means for the service brake device and the parking brake device. However, the present invention is not necessarily limited to this. Of course, it is possible to provide different braking means (for example, drum brakes).

  In the above embodiment, the case where the bunker rake-equipped electric work vehicle 1 is provided with the service brake device and the parking brake device is not necessarily limited to this, only the parking brake device is provided, Of course, it is possible to omit the installation of the service brake device.

  Moreover, in the said Example, although the bunker rake mounting electric work vehicle 1 was demonstrated as a representative example as an electric work vehicle which performs the course management work of a golf course, it is not necessarily restricted to this, This invention is not limited to this other electric drive vehicle. Of course, it is possible to apply to work vehicles.

  In addition, as an electric work vehicle that performs course management work of a golf course, for example, a golf cart for moving a course, an electric work vehicle equipped with a lawn mower equipped with a lawn mower, a spraying device such as agricultural chemicals and joints For example, an electric working vehicle equipped with a spraying device, an electric working vehicle equipped with a blower, or a bunker rake-equipped electric working vehicle equipped with a bunker rake that spreads the sand of the bunker is exemplified.

1 is a top view of a bunker rake-equipped electric work vehicle according to a first embodiment of the present invention. It is a side view of a bunker rake mounting electric work vehicle. It is the block diagram which showed the electrical structure of the bunker rake mounting electric work vehicle. It is a side view of an accelerator pedal. It is a front view of a transmission. It is a flowchart which shows the drive command process performed by CPU. It is a flowchart which shows the operation | movement content of the logic circuit provided in the drive driver.

Explanation of symbols

1 Bunker rake-equipped electric work vehicle (electric work vehicle that performs golf course course management work)
10 Vehicle 15 Accelerator pedal (pedal member, operating means)
17 Brake pedal (part of parking brake device)
20 Bunker rake equipment (bunker rake)
21 frame (part of bunker rake)
22 Hawk blade (part of bunker rake)
23 Sled board (part of bunker rake)
24 1st leveling board (part of bunker rake)
25 Second leveler (part of bunker rake)
36 Motor drive driver (part of drive control means)
39 Potentiometer (Operating amount detection means)
40 switches (input blocking means)
44 Compression spring member (biasing member)
50 Transmission (transmission means)
M Electric motor (electric drive means)
C Main control board (part of drive control means)
PG encoder (actual rotation speed detection means)

Claims (6)

Electric drive means for driving the vehicle, operation means operated by a driver to instruct driving of the electric drive means, and drive control means for driving and controlling the electric drive means in accordance with an operation amount of the operation means In an electric work vehicle that performs course management work of a golf course,
An actual rotational speed detecting means for detecting an actual rotational speed of the electric drive means;
An operation amount detection means for detecting an operation amount of the operation means,
The drive control means includes
Target rotational speed calculation means for calculating a target rotational speed of the electric drive means based on the operation amount detected by the operation amount detection means;
Difference calculation means for calculating a difference between the target rotation speed calculated by the target rotation speed calculation means and the actual rotation speed detected by the actual rotation speed detection means;
Adjusting the power supplied to the electric drive means based on the difference calculated by the difference calculation means, and supplying power adjustment means for matching the actual rotation speed of the electric drive means with the target rotation speed,
An electric work vehicle for performing course management work of a golf course, wherein the vehicle is configured to travel at a substantially constant speed according to an operation amount of the operation means regardless of a gradient of a travel route. The operation means includes
A pedal member configured to be swingable from a reference position toward one side or the other side;
An urging member that urges the pedal member swung toward the one side or the other side toward the reference position and returns the pedal member to the reference position;
The operation amount detection means includes
A swinging direction detecting means for detecting whether the pedal member is swung in the one side or the other side with respect to the reference position;
A swing amount detecting means for detecting a swing amount from the reference position of the pedal member swung to the one side or the other side;
The target rotation speed detection means is configured to calculate a rotation direction and a target rotation speed of the electric drive means based on detection results of the swing direction detection means and the swing amount detection means. An electric work vehicle for performing course management work for a golf course according to claim 1. The operation amount detection means is configured as a variable resistor connected to the pedal member and having a resistance value variable in conjunction with the swing of the pedal member.
The swing direction detecting means detects the swing direction of the pedal member based on whether or not the resistance value of the variable resistor exceeds a reference value,
3. The golf course course management operation according to claim 2, wherein the swing amount detecting means is configured to detect a swing amount of the pedal member based on a resistance value of the variable resistor. Electric work vehicle. And at least two or more speed reduction means connected to the electric drive means and decelerating the rotational force of the electric drive means to transmit to the drive wheels of the vehicle;
The golf course according to any one of claims 1 to 3, further comprising transmission means configured to selectively switch at least two or more speed reduction means to enable at least two or more speed changes. Electric work vehicle that performs course management work.   5. The electric work vehicle for performing course management work for a golf course according to claim 4, further comprising release means for releasing transmission of rotational force from the electric drive means to the drive wheels of the vehicle. A parking brake device configured to be capable of selectively executing the braking force on the vehicle and releasing the braking force by an operator;
And an input blocking means for blocking the detection result detected by the operation amount detecting means from being input to the drive control means when a braking force is applied to the vehicle by the parking brake device. The electric worker who performs the course management work of the golf course in any one of Claim 1 to 5 characterized by the above-mentioned.

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