JP2006044395A - Manned/unmanned operation switching traveling vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a travelling vehicle enabling switching between manned operation and unmanned operation by covering a steering wheel and driver's seat used during the manned operation. <P>SOLUTION: The vehicle has a switch means for switching between the manned operation in which the vehicle travels by driver's operation while a driver rides therein, and the unmanned operation in which the vehicle automatically travels while the driver does not ride therein, and also has a vehicle body front side cover 21 to cover a vehicle body front side, a vehicle body rear side cover 22 to cover a vehicle body rear side, and a vehicle body central cover 23 to cover the steering wheel and driver's seat 7 in a vehicle central part. The vehicle body central cover 23 is attachable/detachable. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a manned unmanned driving switching traveling vehicle capable of switching between manned driving and unmanned driving.

For example, there is a vehicle that travels on rough terrain and includes a manned driving system in which the driver gets on and travels by the driver's operation (for example, Patent Document 1). Moreover, as a vehicle that moves unmanned, a transport vehicle, a golf cart that moves by unmanned guidance, and the like are used in factories and golf courses (for example, Patent Document 2). In addition, there are vehicles that are used for competitions that run on specific courses while avoiding obstacles and compete for time. Such vehicles and the like are configured according to their respective uses.
Japanese Unexamined Patent Publication No. 2001-10580 (first page to sixth page, FIGS. 1 to 5) JP 2001-202132 A (page 1 to page 8, FIGS. 1 to 6)

  By the way, a vehicle equipped with an unmanned driving system is used for, for example, scouting a predetermined area, collecting danger information, or obtaining information on a state in which a building, a driving path, or the like is destroyed, and there is a suspicious person. Demand for use to generate warnings is increasing. If a vehicle equipped with this unmanned driving system is dedicated to unmanned operation, it is inconvenient because it needs to be transported to a destination for use by unmanned driving or mounted on another vehicle.

  For this purpose, the vehicle may be provided with an unmanned driving system and a manned driving system so that they can be switched and operated. However, when manned driving, the driver sits in the driver's seat and travels with the steering handle, but during unmanned driving, when the driver's seat and steering handle are not used but are open to the outside, it is used for patrol etc. in rainy weather However, there is a problem that the steering handle or the driver's seat gets wet in the rain, or the steering handle touches an obstacle or may be mischievous from the outside.

  The present invention has been made in view of the above points, and provides a manned unmanned driving switching traveling vehicle capable of switching between manned driving and unmanned driving so as to cover a steering handle and a driver's seat used during manned driving during unmanned driving. It is intended to provide.

  In order to solve the above-described problems and achieve the object, the present invention is configured as follows.

The invention according to claim 1 is a vehicle having switching means for switching between a manned driving in which the driver gets on and runs by the driver's operation and an unmanned driving in which the driver automatically runs without getting on,
A vehicle front cover that covers the vehicle front side;
A vehicle body rear cover that covers the vehicle body rear side;
It has a steering handle at the center of the vehicle body and a vehicle body center cover that covers the driver's seat,
The vehicle body center cover is detachable, and is a manned unmanned operation switching traveling vehicle.

  The invention according to claim 2 is the manned unmanned operation switching traveling vehicle characterized in that the vehicle body center cover forms a substantially continuous surface with at least either the vehicle body front side cover or the vehicle body rear side cover.

According to a third aspect of the present invention, the vehicle body center cover is
A center top hood covering the steering handle and the driver's seat;
The manned unmanned operation switching traveling vehicle according to claim 1 or 2, wherein the steering steering wheel and a pair of center side hoods covering the left and right sides of the driver's seat can be divided.

  The invention according to claim 4 is characterized in that at least the center top hood and one center side hood of the pair of center side hoods can be attached and detached. It is a traveling vehicle.

  According to a fifth aspect of the present invention, the center top hood has a center roof rail extending in the front-rear direction, and has an attaching / detaching mechanism on the front side and the rear side of the center roof rail. The manned unmanned operation switching traveling vehicle described in 1.

  The invention according to claim 6 is the manned unmanned operation switching traveling vehicle according to any one of claims 1 to 5, wherein the driver's seat is a saddle riding type or a bench type. .

  The invention according to claim 7 is provided with a carrier on which the vehicle body center cover can be placed on the rear side of the vehicle body, and the manned unmanned operation according to any one of claims 1 to 6. It is a switching traveling vehicle.

  The invention according to claim 8 is the manned unmanned operation switching traveling vehicle according to any one of claims 1 to 7, wherein the steering handle is tiltable.

  With the above configuration, the present invention has the following effects.

  According to the first aspect of the present invention, during manned driving, the vehicle body center cover is removed and the driver sits on the driver's seat and operates the steering handle, but during unmanned driving, the vehicle body center cover is attached to operate the vehicle. Cover the steering handle and the driver's seat so that the steering handle and the driver's seat do not get wet in the rain, or prevent the steering handle from touching obstacles and from being mischievous from the outside.

  According to the second aspect of the present invention, the vehicle body center cover forms a substantially continuous surface with at least either the vehicle body front side cover or the vehicle body rear side cover, has an integrated appearance, has no step, and is cleaned. Can be easily performed.

  According to the third aspect of the present invention, the vehicle body center cover can be divided into a center top hood and a pair of center side hoods. Is easy.

  According to the fourth aspect of the present invention, the center side hood can be attached and detached only on the side where the driver gets on and off the center top hood, and the handling is easy.

  According to the fifth aspect of the present invention, by using the center roof rail of the center top hood, the attachment and detachment mechanism can be provided on the front side and the rear side of the center roof rail. Simple.

  According to the invention described in claim 6, the driver's seat is a saddle riding type or a bench type, and can be used for various vehicles.

  According to the seventh aspect of the present invention, it is convenient that the vehicle body center cover can be removed during manned operation and the vehicle body center cover is mounted on the carrier, and the vehicle body center cover can be attached during unmanned operation at the travel destination.

  According to the eighth aspect of the present invention, the vehicle height can be lowered by tilting down the steering handle and attaching the vehicle body center cover when performing unmanned driving.

  Hereinafter, an embodiment of a manned unmanned operation switching traveling vehicle of the present invention will be described. The embodiment of the present invention shows the most preferable mode of the present invention, and the present invention is not limited to this.

  FIGS. 1 to 32 show an example of an embodiment in which a manned unmanned operation switching traveling vehicle of the present invention is implemented in a four-wheel buggy vehicle, and FIG. 1 is a side view of the manned unmanned operation switching traveling vehicle with a vehicle body center cover attached. 2 is a perspective view of a manned unmanned operation switching traveling vehicle with the vehicle body center cover attached, FIG. 3 is a side view of the manned unmanned operation switching traveling vehicle with the vehicle body center cover removed, and FIG. FIG. 5 is a plan view showing an engine and a power transmission mechanism of the manned unmanned operation switching traveling vehicle with the vehicle body cover removed, and FIG. 6 is a state with the vehicle body cover removed. FIG. 7 is a front view of the manned unmanned operation switching traveling vehicle with the body cover removed, and FIG. 8 is a rear view of the manned unmanned operation switching traveling vehicle with the body cover removed. Figure 9 is after FIG. 10 is a view showing a front side attaching / detaching portion of the center top hood, FIG. 11 is a sectional view taken along line XI-XI in FIG. 10, and FIG. 12 is a perspective view showing the center top hood attaching / detaching pin. 13 is a view showing a rear side attaching / detaching portion of the center top hood, FIG. 14 is a sectional view taken along line XIV-XIV in FIG. 13, and FIG. 15 is a sectional view showing a lower attaching / detaching portion of the left center side hood. 16 is a perspective view showing a lower attaching / detaching portion of the left center side hood, FIG. 17 is a sectional view taken along line XVII-XVII in FIG. 13, and FIG. 18 is a perspective view showing a rear attaching / detaching portion of the left center side hood. 19 is a side view showing the steering mechanism, FIG. 20 is a side view showing the main part of the upper divided steering shaft, FIG. 21 is a sectional view taken along line XXI-XXI in FIG. 20, and FIG. 22 is a line XXII-XXII in FIG. Sectional view along 23 is a diagram showing the structure of the reaction force mechanism, FIG. 24 is a sectional view taken along line XXIV-XXIV in FIG. 20, FIG. 25 is a diagram showing the reaction force of the reaction force mechanism, and FIG. 27 is a front view of the steering system, FIG. 28 is a transverse sectional view of the steering shaft driving unit, FIG. 29 is a longitudinal sectional view of the steering shaft driving unit, and FIG. 30 is a plan view of the steering handle. 31 is a side view showing the tilting operation of the steering handle, and FIG. 32 is a schematic configuration diagram of control of the manned unmanned operation switching traveling vehicle.

  The manned unmanned operation switching traveling vehicle 1 includes a front wheel 3 and a rear wheel 4 in which wheels are arranged on both left and right ends in the vehicle body width direction on the front and rear of a vehicle body 2, respectively, and a substantially center between the front wheel 3 and the rear wheel 4. This is a so-called four-wheel buggy vehicle for running on rough land, in which an engine 5 for driving the front wheels 3 and the rear wheels 4 is arranged.

  A fuel tank 6 is disposed above the engine 5, and a saddle type seat 7 is disposed behind the fuel tank 6. The seat 7 constitutes a driver's seat, and the driver's seat is not limited to the saddle riding type, but may be a bench type. When the driver's seat is a bench type, the vehicle seat is elongated in the vehicle width direction, and a fuel tank is disposed below the driver's seat. A steering handle 8 capable of steering the front wheel 3 is provided on the front side of the fuel tank 6.

  An intake air cleaner 9 is disposed above the engine 5, and an exhaust exhaust pipe 10 is disposed behind the engine 5. Further, an air introduction duct 11 for introducing air for cooling the engine 5 is disposed on the front side of the engine 5, and an air discharge duct 12 for discharging the air that has cooled the engine 5 is disposed on the rear side of the engine 5. ing.

  In this manned unmanned operation switching traveling vehicle 1, the vehicle body 2, the front wheels 3 and the rear wheels 4 are covered with a vehicle body cover 20. The vehicle body cover 20 includes a vehicle body front side cover 21 that covers the vehicle body front side, a vehicle body rear side cover 22 that covers the vehicle body rear side, and a vehicle body center cover 23 that covers the steering handle 8 and the seat 7 at the center of the vehicle body. The vehicle body front side cover 21 has a front top hood 21a that covers the upper side, and a pair of front side hoods 21b that cover the left and right sides. The vehicle body rear cover 22 includes a rear top hood 22a that covers the upper side, and a pair of rear side hoods 22b that cover the left and right sides. The vehicle body center cover 23 includes a center top hood 23a covering the upper side and a pair of center side hoods 23b covering the left and right sides.

  The vehicle body cover 20 includes a front wheel mudguard portion that covers the pair of front wheels 3 from above to the rear, that is, a so-called front fender 26, and a rear wheel mudguard portion that covers the pair of rear wheels 4 from the front to the top, so-called. A rear fender 27 is provided. A floor portion 28 for placing a driver's feet extends substantially horizontally from the rear end portion of the front fender 26 to the front end portion of the rear fender 27.

  A tower-like rear carrier 22c is attached to the upper surface of the rear top hood 22a. The rear carrier 22c has a pair of left and right front legs 22c1, a pair of left and right rear legs 22c2, and a mounting plate 22c3. Attachment portions 22c21 of the left and right rear leg portions 22c2 are attached to the vehicle body 2. The attachment portions 22c11 of the pair of left and right front leg portions 22c1 are attached to the inner body frame 2b by being fastened to the upper surface of the rear top hood 22a with attachment bolts 22e.

  A searchlight 100, a rear laser scanner C2, and a camera C3 are attached to the upper portion of the rear carrier 22c. A speaker light unit 103 is attached below the attachment plate 22c3 of the rear carrier 22c. The speaker light unit 103 includes a central speaker 103a and a pair of left and right pilot lights 103b.

  As shown in FIGS. 10 to 18, the vehicle body center cover 23 is detachable from the vehicle body front side cover 21, the vehicle body rear side cover 22, and the floor portion 28. The attachment / detachment structure will be described below. .

  On the upper surface of the front top hood 21a, convex portions 21c1 formed on the front and rear sides of a pair of left and right front roof rails 21c are attached to the inner body frame 2a by fastening bolts 21d. . The convex portion 21c1 of the front roof rail 21c forms a gap D1 into which a finger can enter between the surface of the front top hood 21a and the front roof rail 21c. Can be easily attached and detached.

  On the surface of the center top hood 23a, projections 23c1 formed at the front and rear of a pair of left and right center roof rails 23c are applied to a reinforcing plate (not shown) fixed to the back side of the center top hood 23a by mounting bolts 23d. It is fastened and fixed to A gap D2 into which a finger enters is formed between the surface of the center top hood 23a and the center roof rail 23c by the convex portion 23c1 of the center roof rail 23c, and the center top hood 23a can be easily attached and detached with the center roof rail 23c. ing.

  A pin hole 23c2 is formed on the front side and the rear side of the center roof rail 23c, and a mounting pin 23e is slidably provided in the pin hole 23c2. A locking knob 23e1 is formed on the mounting pin 23e, and the locking knob 23e1 is engaged with an axially long locking groove 23c3 formed on the center roof rail 23c so as to be slidable in the axial direction. The length of the locking groove 23c3 is such that the tip 23e2 of the mounting pin 23e protrudes a predetermined length from the tip of the center roof rail 23c, and the protruding tip 23e2 enters the pin hole 23c2. In the locking groove 23c3, an engagement recess 23c31 is formed in which the locking knob 23e1 is locked at a position where the tip 23e2 of the mounting pin 23e enters the pin hole 23c2. A coil spring 23f is disposed in the pin hole 23c2, and the coil spring 23f biases the mounting pin 23e so as to protrude from the pin hole 23c2.

  Thus, the mounting pins 23e are slidably provided in the same configuration on the front side and the rear side of the center roof rail 23c. As shown in FIG. 10, the front mounting pin 23e is engaged with and attached to a pin hole 21c2 formed in the front roof rail 21c. Holding the locking knob 23e1 and moving in the axial direction of the arrow a and abutting on the end of the locking groove 23c3, it moves in the direction of the arrow b perpendicular to the axial direction of the arrow a and the locking knob 23e1. Is engaged with the engaging recess 23c31, the front mounting pin 23e is removed from the pin hole 21c2, and the mounting pin 23e maintains the engaged state with the engaging recess 23c31 by the urging force of the coil spring 23f.

  As shown in FIG. 13, the rear attachment pin 23e is engaged and attached to pin holes 22c12 formed in the pair of left and right front legs 22c1 of the rear carrier 22c.

  Similarly to the front mounting pin 23e, when holding the locking knob 23e1 and moving in the axial direction of the arrow c and coming into contact with the end of the locking groove 23c3, the arrow d perpendicular to the axial direction of the arrow c When the engagement knob 23e1 is engaged with the engagement recess 23c31, the rear mounting pin 23e is removed from the pin hole 21c12 and the state is maintained. Thus, using the center roof rail 23c of the center top hood 23a, the coil spring 23f and the mounting pin 23e are provided in the pin hole 23c2 on the front side and the rear side of the center roof rail 23c, and the coil spring 23f pins the mounting pin 23e. An attaching / detaching mechanism for urging the projection so as to protrude from the hole 23c2 can be provided, and it is not necessary to provide a special attachment member, and the structure is simple.

  Next, the attachment / detachment structure of the pair of center side hoods 23b covering the left and right sides will be described. As shown in FIGS. 15 and 16, a pair of locking projections 23b1 is formed at the lower part of the pair of center side hoods 23b. An engagement hole 28a is formed in the floor portion 28 at a position facing the pair of locking projections 23b1. The lower portions of the pair of center side hoods 23b are attached by inserting the pair of locking projections 23b1 into the engaging holes 28a of the floor portion 28 from above.

  As shown in FIGS. 10, 13, 17, and 18, screw shaft portions 23g1 of the front and rear rotary knobs 23g are rotatably attached to the upper portions of the pair of center side hoods 23b. . A locking lever 23h is screwed to the screw shaft portion 23g1 of the rotary knob 23g.

  A locking hole 21b1 is formed in the upper part of the front side hood 21b at a position facing the front rotation knob 23g. When the front rotation knob 23g is rotated in the direction of arrow e with the center side hood 23b positioned on the front side hood 21b, the locking lever 23h rotates in the direction of arrow f and the locking hole 21b1 of the front side hood 21b. Get in.

  A locking hole 22b1 is formed in the upper part of the rear side hood 22b at a position facing the rear rotation knob 23g. Similarly, when the rear rotation knob 23g is rotated in the direction of the arrow g with the center side hood 23b positioned on the rear side hood 22b, the locking lever 23h rotates in the direction of the arrow h to lock the rear side hood 22b. It enters the hole 22b1.

  Further, when the front rotation knob 23g is rotated in the direction of the arrow e and the rear rotation knob 23g is rotated in the direction of the arrow g, each locking lever 23h is moved in the direction of the arrow i, and the center side hood 23b is firmly fixed to the front and rear side hoods 21b, 22b.

  When the rear side hood 22b is removed, the front rotation knob 23g is rotated in the direction opposite to the arrow e, and the rear rotation knob 23g is rotated in the direction opposite to the arrow g. Move in the opposite direction. Thus, the locking lever 23h of the front rotation knob 23g is loosened, the front rotation knob 23g and the locking lever 23h are rotated, and the engagement with the locking hole 21b1 of the front side hood 21b is released. Similarly, the locking lever 23h of the rear rotation knob 23g is loosened, the rear rotation knob 23g and the locking lever 23h are rotated, and the engagement with the locking hole 22b1 of the rear side hood 22b is released.

  As described above, during the manned driving, the vehicle body center cover 23 is removed and the driver sits on the seat 7 and operates the steering handle 8, but during unmanned driving, the vehicle body central cover 23 is attached to the steering handle 8. The seat 7 is covered so that the steering handle 8 and the seat 7 do not get wet in the rain, or the steering handle 8 does not come into contact with an obstacle or be tampered with from the outside.

  The vehicle body center cover 23 of this embodiment can be divided into a center top hood 23a and a pair of center side hoods 23b. By dividing the vehicle body center cover 23, the vehicle body center cover 23 becomes smaller and lighter, and can be handled during attachment / detachment. Easy. Further, the center side hood 23b may be attached and detached only on the side where the driver gets on and off the center top hood 23a, and the handling is easy.

  The vehicle body center cover 23 forms a substantially continuous surface with at least the vehicle body front side cover 21 or the vehicle body rear side cover 22. However, the vehicle body center cover 23 only needs to form a substantially continuous surface with at least one of them, thereby providing an appearance with a sense of unity. There are no steps, and cleaning and the like can be performed easily.

  Further, during unmanned operation, as shown in FIG. 31, the vehicle height is lowered by operating the tilt switch SW10 and tilting down the steering handle 8 to attach the center top hood 23a constituting the vehicle body center cover 23. it can.

  The manned unmanned operation switching traveling vehicle 1 includes a carrier 24 on the rear side of the vehicle body. At the time of manned operation, as shown in FIG. 3, the vehicle body center cover 23 is removed, the vehicle is divided into three parts, placed on the carrier 24, traveled, and stopped by the band 25 so as not to fall. In this way, when the manned unmanned operation switching traveling vehicle 1 is manned and is unmanned at the travel destination, the vehicle body center cover 23 can be detached from the carrier 24 and attached to the vehicle body 2 for convenience.

  A front wheel 3 is suspended from a front portion of the vehicle body 2 via a front wheel suspension device 30. The front wheel 3 is driven by a steering shaft 32 via a turning force transmission mechanism 31. A steering handle 8 is integrally attached to the upper end of the steering shaft 32, and the front wheel 3 can be steered left and right by turning the steering handle 8 left and right. A rear wheel 4 is suspended from a rear portion of the vehicle body 2 via a rear wheel suspension device 35.

  Next, a mechanism for turning the front wheel 3 will be described with reference to FIGS. 19 to 3031. As shown in FIG. 19, the steering shaft 32 is divided into upper and lower divided steering shafts 32a and 32b.

  As shown in FIGS. 19 to 25, the upper divided steering shaft 32a is provided with a handle turning angle detecting means 200 and reaction force mechanisms 300 and 400. A central portion of the upper divided steering shaft 32a is supported by a mounting bracket 452 via a bearing 451 formed of a nylon bush, and the mounting bracket 452 is fixed to a front body frame 2a constituting the vehicle body 2. The lower part of the upper divided steering shaft 32a is supported by a mounting bracket 454 via a bearing 453 made of a nylon bush, and both ends of the mounting bracket 454 are fixed to the front body frame 2a.

  A square shaft portion 32a2 is attached to the lower tip portion 32a1 of the upper divided steering shaft 32a. A potentiometer constituting the handle turning angle detecting means 200 is attached to the tip end portion of the square shaft portion 32a2. The handle turning angle detection means 200 is attached to the support plate 456 by screws 455. The support plate 456 is attached to the mounting bracket 454 by bolts 457. The potentiometer of the steering wheel turning angle detecting means 200 detects a steering wheel turning angle (steering wheel turning amount) from the straight vehicle position to the right or left direction based on the turning of the upper divided steering shaft 32a. Send to device 700.

  The reaction force mechanism 300 is a known friction damper, and includes a damper 301, a case 302, and a mounting base 303. The damper 301 includes a central metal boss 301a and an elastic disc 301b baked on the outer peripheral surface thereof, and the elastic disc 301b is pressed between the case 302 and the mounting base 303 fixed to each other. A square hole 301a1 is formed in the metal boss 301a.

  The attachment base 303 is fixed to the attachment bracket 454 and attached to the boss portion 305 with fastening bolts 306.

  The square shaft portion 32a2 of the upper divided steering shaft 32a is fitted and inserted into the square hole portion 301a1 of the metal boss 301a, and is inserted through the opening 302a of the case 302 and the opening portion 303a of the mounting base 303 with a gap therebetween. The shaft portion 32a2 can turn.

  The elastic disc 301b is rotated by turning the square shaft portion 32a2 of the upper divided steering shaft 32a, and at this time, frictional resistance is generated. In this way, resistance is given to the turning force of the upper divided steering shaft 32a. The upper divided steering shaft 32a is divided from the lower divided steering shaft 32b. However, the operation by the steering handle 8 during manned operation is not too light, and the front wheel 3 is moved left and right by the actual steering handle 8 operation. It can be operated with the same feeling as in the case of turning.

  The reaction force mechanism 400 includes a support lever 401 fixed to the upper divided steering shaft 32a, a rotation roller 402 rotatably supported by the support lever 401, and a cam surface 403a abutting against the rotation roller 402 and a rotation roller. A pair of left and right cam levers 403 that are pivotally supported by being pushed by 402, and a biasing means 404 that biases the pair of left and right cam levers 403 in the initial position direction.

  The support lever 401 is fixed so as to be orthogonal to the axial direction of the upper divided steering shaft 32a, and a roller holder 405 is fixed to the support lever 401. A roller shaft 406 is fastened and fixed to the roller holder 405 by a nut 407, and the rotating roller 402 is rotatably supported by the roller shaft 406.

  As shown in FIG. 23, the pair of left and right cam levers 403 has a symmetrical position with the vehicle straight running position as a reference L1 as an initial position, and are overlapped with each other so that each base portion 403b is supported by the support shaft 410 on the left and right sides of the cam holder 411 It is pivotally supported by the support part 411a whose position is shifted. Attachment portions 411b are formed on the left and right sides of the cam holder 411. The attachment portions 411b are attached to the attachment bracket 454 by fastening bolts 412. The pair of left and right cam levers 403 has a cam surface 403a, and the cam surface 403a is pushed by the rotating roller 402, whereby the pair of left and right cam levers 403 swing around the support shaft 410 as a fulcrum.

  For example, as shown in FIG. 23, when the upper divided steering shaft 32a turns in the direction of arrow j, the cam surface 403a of the cam lever 403 located on the upper side is pushed by the rotating roller 402 and swings. On the other hand, when the upper divided steering shaft 32a turns in the direction of the arrow k, the cam surface 403a of the cam lever 403 located on the lower side is pushed by the rotating roller 402 and swings.

  The cam holder 411 is provided with an adjuster 420, a biasing means 404, and a slider 421. The urging means 404 is constituted by a coil spring and is disposed between the adjuster 420 and the slider 421 and urges the slider 421 so as to always abut against the convex portions 403 c of the pair of left and right cam levers 403.

  By rotating the adjuster 420 and changing the mounting position on the cam holder 411, the set biasing force of the biasing means 404 can be changed as shown in FIG. Further, for example, reaction force characteristics a, b, and c as shown in FIG. 25 can be obtained by combining the biasing means 404 and the cam shape of the cam surface 403a of the pair of left and right cam levers 403. By changing the cam shape of the cam surface 403a of the pair of left and right cam levers 403, the reaction force characteristics a, b, and c can be changed.

  When the upper divided steering shaft 32a turns, the pair of left and right cam levers 403 having the cam surface 403a are swung with the vehicle straight running position as a reference L1 by the rotating roller 402 supported by the support lever 401. The upper divided steering shaft 32a is divided from the lower divided steering shaft 32b by being biased toward the initial position direction, but the operation by the steering handle 8 during manned operation is not too light, The operation with the actual steering handle 8 can be operated with the same feeling as when the front wheel 3 turns left and right.

  For example, in the reaction force characteristic a as shown in FIG. 25, the driver can feel a proportional weight as the steering angle increases from the beginning. In the reaction force characteristics b and c, the driver feels heavy at first, and can feel the weight gradually becoming lighter as the steering angle increases. In this way, by setting the feeling to be heavy at the beginning, for example, the steering handle 8 can be prevented from being cut at a stretch to prevent an inadvertent steering operation, and on the slope, the steering handle 8 can be leaned. The manned unmanned operation switching traveling vehicle 1 includes a steering shaft driving means 500 for turning the lower divided steering shaft 32b divided based on the steering angle information detected during manned driving. As shown in FIGS. 19 and 26 to 28, the lower divided steering shaft 32b is formed by integrally assembling a first lower divided shaft portion 32b1 and a second lower divided shaft portion 32b2.

  A lower portion of the first lower split shaft portion 32b1 is supported by the front body frame 2a via a bearing 600. A shaft portion 601a of an arm 601 is spline-engaged with a lower portion of the first lower divided shaft portion 32b1, and is fastened and fixed by a nut 602 so that the first lower divided shaft portion 32b1 and the arm 601 can rotate together. It has become. One end of the left and right tie rods 603 is connected to the arm 601 via a ball joint 604. The other ends of the left and right tie rods 603 are connected to a knuckle 606 of the front wheel 3 via a ball joint 605, and these constitute the turning force transmission mechanism 31.

  The first lower divided shaft portion 32b1 and the second lower divided shaft portion 32b2 are rotatably supported by the drive case body 610 and the lid body 611 via bearings 612 and 613. The drive case body 610 is provided with a steering shaft drive means 500. The steering shaft driving means 500 includes a steering motor M1 and a driving shaft 500b, and a motor shaft 500a1 of the steering motor M1 is connected to the driving shaft 500b. Both ends of the drive shaft 500b are supported by the drive case body 610 via bearings 500c.

  A face gear 32b11 is formed on the upper surface of the first lower split shaft portion 32b1, and meshes with the gear 500b1 of the drive shaft 500b. The drive shaft 500b is rotated forward or reversely by the steering motor M1, thereby turning the lower divided steering shaft 32b including the first lower divided shaft portion 32b1 and the second lower divided shaft portion 32b2.

  Further, the steering shaft driving means 500 turns the lower divided steering shaft 32b based on the steering angle information based on at least the vehicle position information and the travel route information to the destination during unmanned operation.

  Next, a power transmission system for transmitting the driving force from the engine 5 will be described with reference to FIG. The driving force from the engine 5 is output from the transmission 5 a and transmitted to the differential device 41 via the front wheel propeller shaft 40. Left and right drive shafts 43 are connected to the left and right output shafts 41 a of the differential device 41 via constant velocity joints 42, respectively. The drive shafts 43 are respectively connected to the axles 3 a of the left and right front wheels 3 via the constant velocity joints 44. The front wheels 3 are driven by the driving force from the engine 5. Disc brake devices 45 are provided on the axles 3a of the left and right front wheels 3, respectively.

  The driving force from the engine 5 is output from the transmission 5 a and transmitted to the reduction gear 59 via the rear wheel propeller shaft 50. The left and right drive shafts 53 are connected to the left and right output shafts 59 a of the speed reducer 59 via constant velocity joints 58, respectively. The drive shafts 53 are respectively axles of the left and right rear wheels 4 via constant velocity joints 54. The rear wheel 4 is driven by the driving force from the engine 5. The rear wheel propeller shaft 50 is provided with an electromagnetic brake device 51 and a disc brake device 52 in this order.

  Next, control of the manned unmanned operation switching traveling vehicle 1 will be described with reference to FIG. In FIG. 32, a thin line indicates a normal control signal line, and a thick line indicates an abnormal signal communication line. The manned unmanned operation switching traveling vehicle 1 includes an operation device SW, a vehicle body control actuator group M, a vehicle body sensor group SE, a steering angle detection means 200, an engine ignition system 563, a speaker light unit 103, an emergency stop system A, a positioning system. B, a road obstacle detection system C, a power supply system G, an autonomous control device CM, a vehicle body control device 700, and the like. The autonomous control device CM and the vehicle body control device 700 are powered by the power supply system G, and the operation equipment SW, the vehicle body sensor group SE, the steering angle detection means 200, the emergency stop system A, the positioning system B, and the roadway obstacle. Based on information such as the detection system C, the engine ignition system 563, the speaker light unit 103, the vehicle body control actuator group M, and the like are driven to travel.

  As the operation equipment SW, there are a main switch SW1, a kill switch SW20, a manned unmanned operation switch SW2, a cell switch SW3, a throttle lever 560, a shift lever 561, a brake pedal 562, and the like.

  The main switch SW1, the kill switch SW20, and the manned unmanned operation changeover switch SW2 are arranged on the operation panel 550 as shown in FIG. By operating the main switch SW1, power is turned on from the battery G3 of the power supply system G to the electrical component, the autonomous control device CM, and the vehicle body control device 700. Further, the manned unmanned operation changeover switch SW2 switches between the manned driving in which the driver gets on and runs by the driver's operation and the unmanned driving in which the driver automatically runs without getting on.

  As shown in FIG. 30, the cell switch SW3 and the throttle lever 560 are arranged on the right side of the steering handle 8, and the shift lever 561 is arranged on the left side. In a state where the main switch SW1 is input, the cell motor M2 is driven by the operation of the cell switch SW3 to start the engine 5. Further, when the kill switch SW20 is operated while the engine 5 is being driven, the power is cut off and the engine 5 is stopped.

  Further, the cell switch SW3 and the kill switch SW20 are provided in the remote controller H. With the main switch SW1 input, the cell switch SW3 of the remote controller H is operated, and the engine 5 can be started by remote control. Similarly, the engine 5 can be stopped by remote control by operating the kill switch SW20 of the remote controller H.

  By operating the throttle lever 560, the throttle motor M3 is driven to control the carburetor. Further, the shift is switched by driving the shift motor M4 by operating the shift lever 561.

  As shown in FIG. 5, the brake pedal 562 is disposed on the floor portion 28 of the vehicle body 2, and sends a brake signal via the rod 562 b by operating the brake pedal 562. Based on this brake signal, the vehicle body control device 700 drives the brake motor M5 and supplies the brake fluid to the disc brake devices 45 and 52 arranged in the front and rear by the master cylinder 562a to brake.

  The vehicle body control actuator group M includes a steering motor M1, a cell motor M2, a throttle motor M3, a brake motor M5, and the like.

  As shown in FIG. 19 and the like, the steering motor M1 is arranged to turn the lower divided steering shaft 32b based on the steering angle information. The cell motor M2, the throttle motor M3, and the shift motor M4 are each arranged around the engine 5 as shown in FIG. The shift motor M4 performs communication control based on operation information of the shift lever 561, and switches the shift to forward, neutral, and reverse. The brake motor M5 is disposed on the rear side of the vehicle body 2.

  The vehicle body sensor group SE includes a vehicle speed sensor SE1, an engine water temperature sensor SE2, an actuator temperature sensor SE3, an engine speed detection sensor SE4, and the like. As shown in FIG. 5, the vehicle speed sensor SE <b> 1 is disposed around the drive shaft 43 of the front wheel 3, and the engine water temperature sensor SE <b> 2 is disposed around the engine 5. The actuator temperature sensor SE3 is disposed in each vehicle body control actuator group M. The engine speed detection sensor SE4 is arranged corresponding to the crankshaft 5b of the engine 5, as shown in FIG.

  As shown in FIG. 19 and the like, the steering wheel turning angle detection means 200 is disposed below the lower divided steering shaft 32b and detects the steering wheel turning angle during manned driving.

  The engine ignition system 563 includes an ignition circuit 563a, an ignition coil 563c, a spark plug 563b, and the like. A high voltage is applied to the ignition coil 563c by the ignition circuit 563a, and spark is ignited by the spark plug 563b. The spark plug 563b is provided in the cylinder of the engine 5 as shown in FIG.

  The speaker light unit 103 includes a central speaker 103a and a pair of left and right pilot lights 103b, and is disposed on the rear carrier 22c as shown in FIGS.

  The emergency stop system A includes an emergency stop receiver 570, an emergency stop switch SW4, an emergency stop control unit 700a provided in the vehicle body control device 700, and the like. As shown in FIG. 4, the emergency stop receiver 570 is arranged beside the vehicle body control device 700 and receives an emergency stop signal from an emergency stop transmitter 580 provided in the base station or the remote controller. As shown in FIG. 5, an emergency stop switch SW4 is provided on the front, rear, left and right of the vehicle body 2, and the emergency stop switch SW4 is pushed in an emergency.

  The emergency stop control unit 700a includes an emergency stop receiver 570, an emergency stop signal from the emergency stop switch SW4, an actuator diagnosis unit 700b based on a signal from the vehicle body control actuator group M, and a sensor diagnosis unit 700c based on a signal from the vehicle body sensor group SE. The vehicle is stopped by driving the electromagnetic brake device 51 based on any one of the diagnostic signal from the positioning system B, the road obstacle detection system C, and the emergency stop signal from the autonomous controller CM. The engine 5 is stopped by misfire control of the ignition system 563.

  The positioning system B includes a GPS receiver B1, a gyro compass B2, an encoder B3, and the like. The GPS receiver B1 is disposed on the tower-like rear carrier 22c, and vehicle position information is obtained by the GPS receiver B1. As shown in FIG. 4, the gyrocompass B2 is disposed immediately after the air cleaner 9 below the seat 7 and near the center of gravity that is not easily affected by pitch, roll, and yaw. The gyrocompass B2 obtains vehicle orientation information. As shown in FIG. 5, the encoder B3 is connected by a drive shaft 53 and a toothed belt B3a, and travel distance information is obtained by the encoder B3. Information obtained from the positioning system B is sent to the autonomous control device CM.

  The traveling road obstacle detection system C includes a front laser scanner C1, a rear laser scanner C2, a camera C3, and the like, which detect a traveling road and detect obstacles. As shown in FIGS. 1 to 3, the front laser scanner C1 is disposed on the front side of the vehicle body 2, and the rear laser scanner C2 is disposed on the rear carrier 22c. Similarly, the camera C3 is disposed on the rear carrier 22c. The front laser scanner C1 is at a low position and scans left and right and up and down. The rear laser scanner C2 scans up and down so that it is at a high position and looks down. By using two laser scanners and detecting at different positions above and below, it is possible to instantaneously detect a traveling path, an obstacle, and its height even at high speeds. The camera C3 is a CCD camera and can obtain an image by panning or swinging up and down. Further, for example, an image can be obtained by panning 360 degrees, but the panning angle is not particularly limited.

  The power supply system G includes a traveling engine generator G1, an engine generator G2, a battery G3, an uninterruptible power supply G4, and a power supply switching means G5. As shown in FIG. 6, the traveling engine generator G <b> 1 is disposed on the crankshaft 5 b of the engine 5, and the traveling engine generator G <b> 1 generates power when the engine 5 is driven. Further, as shown in FIG. 4, the engine generator G2 is disposed on the rear body frame 2b at a position above the rear wheel 4, and the engine generator G2 generates electric power. As shown in FIG. 4, the battery G3 is disposed behind the gyrocompass B2 and is near the center of gravity. The uninterruptible power supply G4 is disposed on the rear body frame 2b behind the backrest.

  The engine generator G2 can be started by the recoil starter even when the main switch SW1 is not input. The engine generator G2 can be stopped by the generator stop switch SW30 and the kill switch SW20 of the base station or the remote controller H.

  The battery G3 is charged by the power generation of the traveling engine generator G1, and when the engine 5 stops, the engine generator G2 generates power and charges the battery G3 via the power switching means G5. The vehicle body control device 700 and electrical components are connected to the battery G3 via the main switch SW1.

  The power generated by the engine generator G2 is supplied to the uninterruptible power supply G4, and the uninterruptible power supply G4 serves as a power supply for the autonomous control device CM.

  Even when the vehicle body control device 700 and electrical components are used while the engine 5 is stopped, the charged state of the battery G3 can be properly maintained by the power generation of the engine generator G2. The uninterruptible power supply G4 is connected autonomously when the engine generator stops or when the power is not supplied when the engine generator is stopped, by generating AC electricity by the inverter by the power supply of the battery G3. Electricity is supplied to the control device CM.

  The autonomous control device CM includes a CPU, a RAM, a ROM, and the like, and includes a wireless system CM1. As shown in FIG. 4, the autonomous control device CM is arranged at a position below the vehicle body control device 700 in the rear vehicle body frame 2 b behind the backrest. The autonomous control device CM receives, for example, travel information transmitted from the base station E by the wireless system E1 to the destination by the wireless system CM1, and the autonomous control device CM performs unmanned operation with information from the positioning system B. .

  The vehicle body control device 700 includes a CPU, a RAM, a ROM, and the like, and switches the manned unmanned driving switching traveling vehicle 1 to manned driving or unmanned driving by a manned unmanned driving switching switch SW2 constituting switching means. As shown in FIG. 4, the vehicle control device 700 is disposed above the autonomous control device CM.

  During manned operation, the vehicle control device 700 travels by controlling the vehicle body control actuator group M and the engine ignition system 563 by operating the operation device SW. During unmanned operation, the vehicle body control actuator group M and the engine ignition system 563 are driven to travel by traveling information to the destination transmitted from the base station and information from the positioning system B.

  During manned driving, the vehicle body center cover is removed and the driver sits in the driver's seat and operates the steering handle, but during unmanned driving, the vehicle body center cover is attached to cover the steering handle and the driver's seat. To prevent the driver's seat from getting wet in the rain, or to prevent the steering handle from touching obstacles or from being tampered with from the outside.

It is a side view of a manned unmanned driving change travel vehicle in the state where a vehicle body center cover was attached. It is a perspective view of a manned unmanned driving change travel vehicle in the state where a vehicle body center cover was attached. It is a side view of the manned unmanned driving switching traveling vehicle with the vehicle body center cover removed. It is a perspective view of a manned unmanned driving change travel vehicle in the state where a body cover was removed. FIG. 3 is a plan view showing an engine and a power transmission mechanism of a manned unmanned operation switching traveling vehicle with a vehicle body cover removed. It is a right view of a manned unmanned driving change travel vehicle in the state where a body cover was removed. It is a front view of the manned unmanned driving switching traveling vehicle with the vehicle body cover removed. It is a rear view of the manned unmanned operation switching traveling vehicle with the vehicle body cover removed. It is a figure which shows the power transmission mechanism to a rear wheel. It is a figure which shows the front side attachment / detachment part of a center top hood. It is sectional drawing which follows the XI-XI line of FIG. It is a perspective view which shows a center top hood attachment / detachment pin. It is a figure which shows the back side attachment / detachment part of a center top hood. It is sectional drawing which follows the XIV-XIV line | wire of FIG. It is sectional drawing which shows the lower side attaching / detaching part of the left center side hood. It is a perspective view which shows the lower side attachment / detachment part of the left center side hood. It is sectional drawing which follows the XVII-XVII line of FIG. It is a perspective view which shows the rear side attachment / detachment part of the left center side hood. It is a side view which shows a steering mechanism. It is a side view which shows the principal part of an upper division | segmentation steering shaft. It is sectional drawing which follows the XXI-XXI line of FIG. It is sectional drawing which follows the XXII-XXII line | wire of FIG. It is a figure which shows the structure of a reaction force mechanism. It is sectional drawing which follows the XXIV-XXIV line | wire of FIG. It is a figure which shows the reaction force of a reaction force mechanism. It is sectional drawing which shows the principal part of a lower side division | segmentation steering shaft. It is a front view of a steering system. It is a cross-sectional view of a steering shaft drive unit. It is a longitudinal cross-sectional view of a steering shaft drive part. It is a top view of a steering handle. It is a side view which shows the tilt operation of a steering handle. It is a schematic block diagram of control of a manned unmanned driving switching travel vehicle.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Manned unmanned driving switching traveling vehicle 2 Vehicle body 3 Front wheel 4 Rear wheel 7 Seat 8 Steering handle 20 Vehicle body cover 21 Vehicle body front side cover 21a Front top hood 21b Front side hood 22 Vehicle body rear side cover 22a Rear top hood 22b Rear side hood 23 Center of vehicle body Cover 23a Center top hood 23b Center side hood

Claims (8)

A vehicle having switching means for switching between a manned driving in which the driver gets on and runs by the driver's operation and an unmanned driving in which the driver automatically runs without getting on,
A vehicle front cover that covers the vehicle front side;
A vehicle body rear cover that covers the vehicle body rear side;
It has a steering handle at the center of the vehicle body and a vehicle body center cover that covers the driver's seat,
The vehicle body center cover is detachable, and is a manned unmanned operation switching traveling vehicle. The vehicle body center cover forms a substantially continuous surface with at least one of a vehicle body front side cover and a vehicle body rear side cover. The vehicle body center cover is
A center top hood covering the steering handle and the driver's seat;
The manned unmanned operation switching traveling vehicle according to claim 1 or 2, wherein the steering steering wheel and a pair of center side hoods covering left and right sides of the driver's seat can be divided. The manned unmanned operation switching traveling vehicle according to claim 3, wherein at least the center top hood and one center side hood of the pair of center side hoods are detachable. 5. The manned unmanned operation switching traveling vehicle according to claim 3, wherein the center top hood has a center roof rail extending in the front-rear direction, and has an attaching / detaching mechanism on a front side and a rear side of the center roof rail. . The manned unmanned operation switching traveling vehicle according to any one of claims 1 to 5, wherein the driver's seat is a saddle riding type or a bench type. The manned unmanned operation switching traveling vehicle according to any one of claims 1 to 6, further comprising a carrier on which the vehicle body center cover can be placed on the rear side of the vehicle body. The manned unmanned operation switching traveling vehicle according to any one of claims 1 to 7, wherein the steering handle is tiltable.

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