JP2006168490A - Power assisted transport vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a power assisted transport vehicle equipped with a function to correct the advancing direction of the transport vehicle through an intuitive operation and capable of enhancing the steering easiness and effectiveness. <P>SOLUTION: Besides an operating handle, auxiliary switch(es) to be used for correcting the steered direction of a catering vehicle is installed on either or both of the right-hand position and the left-hand position on the side face of the catering vehicle which accepts an easy access of the hand of operator. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a transport vehicle with a power assist function.

  Cars for transporting goods are widely used to be moved manually, but the larger the load weight, the greater the load, the more agile movement is difficult, and there is a problem that it is dangerous on slopes and steps. Have. Therefore, electric carts that can transport a large number of pallets, trays, and the like are used in catering and transportation in facilities such as hospitals and in product transportation in premises and production factories.

  The electric transport vehicle is an electric vehicle and is driven by the driving force of an electric motor. However, for example, an electric transport vehicle that is self-propelled by controlling the drive source by a switch operation is difficult to perform delicate operations, and skill is required for driving operation. Thus, a so-called power assist function transport vehicle (hereinafter referred to as a power assist transport vehicle) has been proposed in which the transport vehicle is moved manually and the human power is assisted by power such as an electric motor. This is because the vehicle body is provided with driving wheels for driving and driving wheels for steering, and drive units for driving these drive wheels, and according to the magnitude of external force applied to the operation unit (handle) provided on the vehicle body. The drive source of the driving wheel for driving and the driving wheel for steering is operated. In the power assist vehicle, the drive source is operated so that torque according to the magnitude of the external force is generated. Thereby, the load at the time of movement of a transport vehicle is greatly reduced.

These power assist vehicles detect the direction in which the operator wants to move the vehicle from the external force applied to the operation handle that operates the vehicle, and assist human power in the forward or forward left / right direction, or backward or backward. Those that can move, turn, and rotate in the left-right direction are known (Patent Document 1, Patent Document 2).
Patent 3032698 JP-A-6-304204

  The power assist vehicle is easier to operate than the self-propelled electric vehicle, but is the same in that it is a heavy object. Therefore, it is desirable to improve the stopping means (increase in usability) and improve the steering performance (easy to change direction) in an emergency.

  However, according to such a conventional technique, for example, when used in a narrow corridor such as a hospital, the function of responding to the passage situation of the corridor (such as the presence or absence of a bench or congestion) and other environments is not sufficient. . That is, in a large transport vehicle or the like, there are many attempts to fine-tune the traveling direction of the electric transport vehicle by putting a hand on the transport vehicle body as an intuitive operation of the operator. However, since such a conventional technique is not provided with a mechanism for detecting that the vehicle body is touched, the fine adjustment operation performed by the operator is not reflected in the behavior of the electric transport vehicle.

  Accordingly, an object of the present invention is to provide a power assist vehicle with a function of correcting the traveling direction of the vehicle by an intuitive operation and to improve the steering performance.

  In the power assist vehicle according to the first aspect of the present invention, a handle disposed on a side surface of the vehicle main body, drive means for driving the vehicle main body, and biasing of the vehicle main body in the forward or reverse direction with respect to the handle. A contact type sensor having a detection unit disposed on a side surface of the vehicle main body on which the handle is disposed and having a detection unit at a position where an average operator can add a hand from the operation state of the handle And a control means for controlling the drive means based on a detection result by the bias detection means and a detection result by the contact sensor.

  According to a second aspect of the present invention, in the power assist vehicle according to the first aspect, the control unit controls the driving unit in accordance with a detection result in the detection unit, and in accordance with a detection result in the contact sensor. The control is corrected.

  According to a third aspect of the present invention, in the power assist vehicle according to the second aspect, the contact sensor detects a contact at one or both of a right hand side position and a left hand side position of an operator who operates the handle. When the vehicle body is in a driving state and the contact of the right hand side position is detected, the control means increases the driving force of the right driving wheel to a positive magnitude with respect to the forward direction. And / or a correction value having a negative magnitude with respect to the forward direction is added to the driving force of the left driving wheel, and when contact with the left hand side position is detected, Add a correction value having a positive magnitude in the forward direction to the driving force of the driving wheel and / or add a correction value having a negative magnitude in the forward direction to the driving force of the right drive wheel Special To.

  According to a fourth aspect of the present invention, there is provided the power assist vehicle according to the second aspect, wherein the control means is configured such that when contact is detected by the contact sensor when the vehicle main body is in a right turn driving state, a left driving wheel is provided. When the vehicle body is in the left turn driving state, the correction value in the direction of accelerating the driving force is added and / or the correction value in the direction of decelerating the driving force of the right driving wheel is added. When contact is detected by the sensor, add a correction value in the direction to accelerate the driving force of the right driving wheel and / or add a correction value in the direction to decelerate the driving force of the left driving wheel. It is characterized by.

  According to a fifth aspect of the present invention, in the power assist vehicle according to any one of the second to fourth aspects, the control means further includes means for correcting the correction value in accordance with an input by the operator. And

  According to a sixth aspect of the present invention, in the power assist vehicle according to any one of the first to fifth aspects, the contact-type sensor has a detection surface, and the detection surface simultaneously forms a cover on the side surface of the vehicle. It is characterized by that.

  The power assist vehicle according to any one of claims 1 to 6, wherein the control means detects the urging of the handle when the operator pulls and drives the vehicle. When the contact is detected by the contact sensor, a predetermined size is subtracted from the detection result of the pulling direction bias in the detection means.

  According to the first aspect of the present invention, as a result of detecting that the operator has applied a force (ie, energized) to the handle to move the power assist vehicle, the movement of the operator's vehicle is detected. In addition to being controlled by the driving means (that is, power assisted) with respect to the operation, the driving is also controlled by detecting whether or not the operator has touched the contact sensor. Can do. Furthermore, the contact type sensor has the detection unit at the side where the handle of the power assist vehicle is arranged, and the average operator can add a hand from the operation state of the handle, When the operator moves the transport vehicle, it can be easily detected that the operator tries to move the transport vehicle by putting his / her hand on the side of the transport vehicle. Therefore, the operator can perform the movement operation of the transport vehicle with an intuitive operation of putting a hand. The position where the operator can put his hand from the operation state of the handle is, for example, the height around the chest of the operator, and the range of the detection unit is at least about the palm of the operator.

  According to the second aspect of the present invention, it is possible to apply a correction according to the detection result of the contact of the contact sensor to the drive control performed by the operator applying force to the handle to move the transport vehicle. it can. As a result, it is possible to perform the correction of the traveling direction with respect to the moving operation of the power assist vehicle by an intuitive operation in which the operator puts his hand.

  According to the invention of claim 3, the contact-type sensor is configured to detect a contact at one or both of the right-hand side position and the left-hand side position of the operator. It is possible to correct the traveling direction in the opposite direction of the attached side.

  According to the invention of claim 4, when it is detected that the operator has touched the contact-type sensor, it is possible to correct the rightward movement (turning) at the time of forward movement or backward movement, and as a result, , You can turn the direction of travel to the right. Similarly, it is possible to correct the leftward movement during forward or reverse travel, and as a result, the traveling direction can be further directed to the left. This can also be used, for example, when the traveling direction is corrected by using only one contact-type sensor on the side surface of the power assist vehicle.

  According to the invention of claim 5, by having means for correcting the degree of correction, it becomes possible to respond to individual differences or needs of the operator in detail.

According to the sixth aspect of the present invention, the detection surface of the contact-type sensor simultaneously forms the cover of the side surface of the power-assist vehicle, so that the detection surface can be expanded to the entire cover, and contact detection is possible The range can be expanded. Accordingly, the operability can be improved. According to the invention of claim 7, the power assist vehicle is pulled and driven, for example, when the handle is disposed on the rear surface, the vehicle is driven backward. When contact is detected by the contact sensor during the reverse drive, the predetermined magnitude is subtracted from the detected urging in the reverse direction, and drive control can be performed using the result. When the power-assisted transport vehicle is moving backward, drive control for reverse movement of the transport vehicle is performed by detecting the urging force in the reverse direction with respect to the handle. At that time, when contact is detected by the contact sensor, the reaction force due to the contact is further superimposed on the urging force in the backward direction. As a result, drive control more than the operator's intention is performed during the reverse drive, and for example, torque exceeding the operator's intention can be generated in the transport vehicle. Therefore, by reducing the predetermined size from the superimposed bias in the reverse direction and performing drive control using the result, it is possible to reduce the influence of force superimposition unintended by the operator, and the power assist vehicle Safe reverse movement can be performed.

  The significance or effect of the present invention will become more apparent from the following description of embodiments.

  However, the following embodiment is merely one embodiment of the present invention, and the meaning of the term of the present invention or each constituent element is not limited to that described in the following embodiment. Absent.

  Embodiments of the present invention will be described below with reference to the drawings. In the following, a description will be given by taking an example of a service vehicle such as a hospital.

  First, FIG. 1 shows a perspective view of the entire power assist distribution vehicle according to the embodiment.

  In the figure, the direction of the arrow is the forward direction of the carriage, and the surface with the operation handle in front is the rear surface. When the operator of the arrangement vehicle pushes this operation handle, the carriage advances in the forward direction. The power assist operation is realized by detecting the force applied to the operation handle and performing control by a signal conversion unit built in the vehicle body.

  In addition, a surface contact type sensor (hereinafter referred to as an auxiliary switch) having a detection surface is provided above the rear surface at the right hand side position and the left hand side position of the operator so that the operator can easily put a hand on the vehicle body. The position (such as around the height of a person's chest) and the form (such as a form sufficiently larger than a person's palm). The auxiliary switch is a switch used for correcting the steering direction of the trolley by detecting contact with itself. The detection surface of this auxiliary switch constitutes the vehicle side (rear) cover at the same time.

  In this arrangement vehicle, two free caster wheels and two drive wheels are provided near the four corners of the arrangement vehicle bottom surface to support the arrangement vehicle body. These drive wheels are respectively attached to left and right independent motors that are driven to rotate in forward and reverse directions.

  The vehicle is controlled so that the two motors that rotate the drive wheels that support the vehicle body in the forward and reverse directions are rotated forward or backward by operating the operation handle mounted on the vehicle body. Is configured to move forward or backward. Note that the power assist operation is performed to the right or left according to the operation of the operator depending on the difference in the output torque amount between the two motors.

  FIG. 2 shows a hollow rubber switch and a mechanical switch as examples of the auxiliary switch. In both cases, contact is detected in two states of ON / OFF. In addition, a pressure-sensitive rubber switch, a capacitive switch, or the like can be used.

  The operation handle will be described with reference to FIG.

  FIG. 4A is a perspective view of the vicinity of the operation handle of the carriage. The operation handle has one handlebar and two force detectors connected to form a “U” shape (symmetrical), and force detectors are provided at both ends of the handlebar. It has been.

  FIG. 4B is a top view (inside) for explaining the connection between the handlebar and the force detection unit, and FIG. 4C is a perspective view showing the internal structure of the force detection unit. A handlebar joint, a force sensor (for example, a load cell), and a preload spring are provided inside the force detector. FIG. 4D is a perspective view showing the end face structure of the handle bar. A U-shaped notch is provided on the end surface of the handle bar, and is fitted into the protrusion of the handle bar joint portion. The component force of the external force applied to the handle bar is transmitted to the handle bar joint portion through the notch. Further, the handlebar joint portion extends to the force sensor in the force detection portion, and the force applied to the handlebar joint portion is transmitted to the force sensor. The preload spring is fitted on the handlebar joint portion, and generates a certain force (preload) that presses the handlebar joint portion against the force sensor. That is, the force sensor is pressurized by the preload spring even when the component force due to the external force is zero, and as a result, even when a pulling force is applied to the handlebar, the pulling force can be detected by the force sensor. . That is, when the operator pushes the handlebar, the force sensor is added with the force of the preload spring and the force pushing the handlebar. When the operator pulls the handlebar, the force sensor A force obtained by subtracting the handlebar pulling force from the force is applied.

  As described above, the operator's operating force applied to the handlebar is divided and detected by the left and right force sensors, so that the operator can move the cart by himself by pushing or pulling the handlebar. On the other hand, power assist has been realized. That is, according to the position, direction, and size of the external force applied to the handlebar, the external force is divided into each force detection unit, and the force is detected by each force sensor. For example, when the left hand side of the operation handle is pushed strongly in the same way as a non-electric hand cart to perform a right turn, the force detected by the force sensor built in the left / right force detection unit provided on the operation handle is “Left hand side> right hand side” is detected, and “left hand side motor drive torque> right hand side motor drive torque” is established, and a right turn is realized.

  Next, FIG. 4 shows a block diagram of the electric control system in the present embodiment. From the figure, 1 and 3 are the above-described force sensors, 1 is for left, 3 is for right, 2, 4 is an auxiliary switch, 2 is for left, and 4 is for right. Reference numeral 10 denotes a left wheel motor, and 20 denotes a right wheel motor. 100 is a signal converter (left part) that processes electric signals from the force sensor 1 and the auxiliary switch 2 and outputs a control signal (motor current) to the motor 10, and 101 is an analog corresponding to the operation force from the force sensor 1. AD converter for converting a typical electrical signal into a digital value, 102 a CPU for calculating a signal based on a program stored in advance, and 103 a motor for controlling a motor current based on a torque drive signal calculated by the CPU 102 It is a control unit. 200 is the same as the signal conversion unit 100, a signal conversion unit (right part) that processes electrical signals from the force sensor 3 and the auxiliary switch 4 and outputs a control signal (motor current) to the motor 20, 201 is a force An AD converter that converts an analog electrical signal corresponding to the operation force from the sensor 3 into a digital value, 202 is a CPU that performs signal processing based on a program stored in advance, and 203 is a torque calculated by the CPU 202. It is a motor control part which controls a motor current based on a drive signal.

  In the same figure, when the operator touches the auxiliary switch 2 while the distribution vehicle is moving forward, a signal is given so that the torque of the left motor 10 slightly increases from the value corresponding to the pressure applied to the force sensor 1. The conversion unit 100 performs control. As a result, the traveling direction of the arrangement vehicle is slightly corrected, and the traveling direction is changed slightly to the right. Similarly, when the auxiliary switch 4 is touched, the torque of the right motor 20 slightly increases, the traveling direction of the arrangement vehicle is slightly corrected, and the traveling direction is changed slightly to the left. Note that the magnitude of the correction may be adjusted by separately preparing a correction value adjusting means (not shown). The correction value adjusting means can be configured as, for example, a volume switch that can be switched between three levels of weak, medium, and strong.

  In addition to the configuration of the present embodiment, a block diagram of an electric control system having a configuration as shown in FIG. 5 may be used. That is, the signal of the auxiliary switch 2 is input to the CPU 202 and affects the control of the signal conversion unit 200, thereby driving the right wheel. The signal of the auxiliary switch 4 is input to the CPU 102 to control the signal conversion unit 100. Influencing it will affect the driving of the left wheel. In this case, when the operator touches the auxiliary switch 2 when there is no change in the pressure applied to the force sensor 1, the signal conversion unit 200 performs control so that the torque of the right motor 20 is slightly reduced. . As a result, the traveling direction of the arrangement vehicle is slightly corrected, and the traveling direction is changed slightly to the right. Similarly, in the case of the auxiliary switch 4, the torque of the left motor 10 is slightly reduced, the traveling direction of the arrangement vehicle is slightly corrected, and the traveling direction is changed slightly to the left.

  In the above, the correction operation at the time of power assist in the configuration of FIG. 4 and the configuration of FIG. 5 has been described, but the correction operation in these two cases may be realized simultaneously. That is, when the auxiliary switch 2 is touched, the torque of the left motor 10 is increased and the torque of the right motor 20 is decreased. When the auxiliary switch 4 is touched, the torque of the right motor 20 is increased and the left motor 20 is increased. The torque of the motor 10 may be decreased.

  Next, the operation flow of the signal conversion unit 100 in the present embodiment (in the case of FIG. 4) will be described with reference to FIG. The operation flow of the signal conversion unit 200 is also the same, and thus the description thereof is omitted.

  Now, when the power switch of the layout vehicle is turned on, the flow starts. As a result, in the figure, the flow moves from start to step S100.

  In step S100, an external force (operation force) applied to the force sensor 1 when the operator presses the handlebar is detected.

  In step S101, it is determined whether or not the operator has touched the auxiliary switch 2. When it is determined that there is no contact, the flow proceeds to step S102, and when it is determined that there is a contact, the flow proceeds to step S103.

  In step S <b> 102, the CPU 102 outputs a torque drive signal corresponding to the operation force (component force) detected in step S <b> 100, and the motor current corresponding to the motor current is output from the motor control unit 103 to the motor 10. As a result, the moving operation of the arrangement vehicle is power-assisted with a driving force corresponding to the operating force of the operator.

  In step S103, the CPU 102 outputs a torque drive signal obtained by adding a slight correction value (+ α) by the input of the auxiliary switch 2 to the torque value corresponding to the operating force (component force) detected in step S100. A motor current corresponding to the motor control unit 103 is output to the motor 10. As a result, the moving operation of the layout vehicle is power-assisted with the operating force of the operator and the driving force according to the contact with the auxiliary switch 2.

  In step S104, when the power switch is turned off, the flow ends, and otherwise, the flow returns to step S100. Thereafter, the flow described so far is repeated.

  As a result of the above flow being executed by the left and right signal conversion units (the signal conversion unit 100 and the signal conversion unit 200), the motor 10 and the motor 20 perform the power assist operation intended by the operator, and according to the driving force of each motor. In the arrangement vehicle, power assist such as forward movement, turning operation, and rotation operation can be realized. Detailed explanation regarding the operation will be given later in the stage of explaining the relationship between the combination of the operation force and the contact switch input and the vehicle operation.

  In the case of the embodiment of FIG. 5, in step S <b> 101, it is determined whether or not the operator has touched the auxiliary switch 4. In step S103 of the above flow, the CPU 102 outputs a torque drive signal obtained by subtracting a slight correction value by the input of the auxiliary switch 4 with respect to the torque value corresponding to the operation force (component force) detected in step S100. (Operation force × force coefficient−α → torque drive signal), the motor control unit 103 outputs a motor current corresponding to the motor 10. As a result, the moving operation of the arrangement vehicle is power-assisted with the operating force of the operator and the driving force according to the contact with the auxiliary switch 4.

  The arrangement vehicle may be provided with only one of the auxiliary switch 2 and the auxiliary switch 4. In this case, naturally, only the motor corresponding to the auxiliary switch corrects the torque.

  The auxiliary switches 2 and 4 may be pressure-sensitive switches, and the magnitude of the contact force applied to the auxiliary switches 2 and 4 in the above flow may be used. That is, the correction value may be proportional to the magnitude of the contact force. In this case, in FIGS. 4 and 5, an AD conversion unit is required between the CPUs 102 and 202 and the auxiliary switches 2 and 4.

  Alternatively, one switch 5 (not shown) having a function of analyzing the direction of the force of the applied contact force without using the two switches of the auxiliary switches 2 and 4 may be used. That is, when the contact force applied to the switch 5 is analyzed and it is determined that the contact force is equivalent to the input to the auxiliary switch 2, the contact information electric signal is input to the CPU 102 and the auxiliary switch 4. If it is determined that it is equivalent to the contact information electric signal is transmitted to the CPU 202.

  Next, a case where there is one auxiliary switch according to another embodiment will be described. Here, the switch has only a function of detecting contact, that is, a function of detecting only ON / OFF. This switch is arranged, for example, at the same width as the rear surface above the rear surface of the arrangement vehicle.

  In this form, when the operator applies a force to the operation handle to advance the allocation vehicle to the right (or to the left), when the one auxiliary switch is touched, the traveling direction is further to the right ( (Or to the left). FIG. 7 is a block diagram of an electric control system according to another embodiment.

  Referring to FIG. 7, one auxiliary switch 6 and a comparator 300 are separately arranged in this electric control system. A contact information electrical signal from the auxiliary switch 6 is input to each of the CPUs 102 and 202. A torque amount signal line and a GNT signal line are connected between the comparator 300 and the CPUs 102 and 202. During the use of the layout vehicle, the current torque amounts of the motors 10 and 20 are output from the CPUs 102 and 202 to the comparator 300, and the comparator 300 sequentially determines which motor has the greater torque amount. As a result, the GNT signal for the CPU that has output a large amount of torque is asserted (signal activation). At that time, when the operator touches the auxiliary switch 6, the contact information electric signal is input to each CPU 102, 202. Therefore, each CPU 102, 202 confirms whether each GNT signal is asserted and asserts it. If so, the CPU outputs a torque drive signal with a slight correction value added to the motor control unit.

  Returning to the original embodiment again, details of the power assist operation will be described.

  The power assist in the arrangement vehicle can finely perform forward movement, turning operation, rotation operation, and the like according to the driving force of the left and right motors (motor 10 and motor 20). That is, the vehicle body moves forward or backward in accordance with the torque amount of each motor 10, 20, and further, a power assist operation of turning or rotating to the right or left depending on the difference in the output torque amount between the two motors. This will be described with reference to FIG. 8, which is a relationship diagram between the combination of the operation force and the contact switch input and the vehicle operation.

  In the figure, the middle table shows the distribution vehicle according to the magnitude of the component force when the component force of the operation force applied from the operator to the handlebar is detected by each of the force sensor 1 and the force sensor 3. Explains what kind of power assist operation is performed.

  The arrow in the row of operating force indicates the direction and magnitude of the component force detected by each force sensor, and the upward arrow indicates that the component force in the direction in which the laying wheel is advanced is detected. The down arrow is the backward direction. A thick arrow indicates that the magnitude of the force is relatively large with respect to the thin arrow. 0 indicates that a component force is not applied to the force sensor. In the figure, the magnitude of the component force is shown in three stages: a thick arrow, a thin arrow, and 0. This is used to represent the relative force relationship between the sensors. Therefore, the power assist operation in the present embodiment is not limited to 25 types as shown in FIG.

  Depending on the direction and magnitude of the component force applied to each sensor, a variety of power assist operations can be realized in the arrangement vehicle. The elements in the 25th row of the table represent typical operations. The relationship between the meanings of terms such as front right turn and right rotation and the power assist operation of the trolley is shown in the diagram shown on the right side of the figure. “Large driving force” in the table indicates that the power assist force is strengthened when the operator intends a quick movement when the external force applied to the operation handle is large, for example. . “Low driving force” indicates that the assisting force is smaller than “high driving force”.

  In the figure on the left, the table on the left shows the power assist for the layout vehicle when the auxiliary switch 2 (left switch) detects contact with each of the 25 operations corresponding to the operating force applied to the handlebar. It shows what correction is made to the operation. In the figure, taking the case of the operating force shown in the row (A) as an example, when the auxiliary switch 2 detects contact, it is written in the same row in the left table. To correct operation. That is, when the operator is not touching the auxiliary switch 2, the operation is forward right turn (large driving force and large turning radius), whereas the operator touches the auxiliary switch 2 (left switch). After that, it is shown that the turning radius is reduced in comparison with the front right turning operation. This is because the torque of the left motor 10 is increased by + α.

  Also, the right table in the figure shows that when the auxiliary switch 4 (right switch) detects contact in each of the 25 operations corresponding to the operating force applied to the handlebar, It shows what correction is made in the power assist operation. In the same figure, in the case of the operating force shown in the row (A), when the auxiliary switch 4 detects contact, the operation is corrected to the operation shown in the same row in the right table. Is done. That is, after the operator touches the auxiliary switch 4, the turning radius further expands in the forward right turning (large driving force and turning radius) operation. This is because the torque of the right motor 20 is increased by + α.

  In the example of the row (B) in the figure, when the auxiliary switch 2 detects contact, the turning radius is increased compared to the front left turning (small turning radius) operation. Yes. This is because the torque of the left motor 10 is increased by + α. Further, when the auxiliary switch 4 detects contact, it indicates that the turning radius is reduced as compared with the front left turning (small turning radius) operation. This is because the torque of the right motor 20 is increased by + α.

  It should be noted that an operation of touching the contact detection means while pulling the operation handle is considered to be rare in a normal operation. In this case, as shown in the lower diagram of FIG. 9 (a diagram for explaining the external force detected by the force sensor when the operation force is a pulling force), the force for pressing the auxiliary switch becomes the force for pressing the vehicle body, By this force, an operation force (pull direction force) unintended by the operator is applied to the operation handle. As a result, the force sensor detects a force more than intended by the operator, and the operational feeling may be impaired, and unexpected torque may be generated in the arrangement vehicle. Therefore, the detection result in the force sensor is reduced by subtracting a certain amount from the amount detected by the force sensor, or if the auxiliary switch is a pressure-sensitive switch, subtracting the amount of force pressing the auxiliary switch obtained from the auxiliary switch. Then, a correction is made so that the operating force intended by the operator approaches.

  Alternatively, in the case of an operation of touching the contact detection means while pulling the operation handle (in the case of the operation of the row including the downward arrow in FIG. 8), the processing as shown in FIG. Instead of this, the motor stop operation may be performed as in the flow shown in FIG. FIG. 10 is a diagram illustrating an operation flow of the signal conversion unit 100 when the operation force is an attractive force. In FIG. 6, steps S100 to S104 other than the portion surrounded by a broken line (steps S105 and S106) are the same as those in FIG.

  With reference to FIG. 10, it is determined whether or not the operator has touched the auxiliary switch 2 in step S101, and when it is determined that there is a touch, the flow proceeds to step S105.

  In step S105, it is determined whether or not the operation force from the operator applied to the operation handle is a pulling force. If it is determined that the force is an attractive force, the flow proceeds to step S106. If it is determined that the force is not an attractive force, the flow proceeds to step S103.

  In step S106, the motors 10 and 20 are stopped. In step S106, not only the motor is stopped, but also a predetermined magnitude may be reduced with respect to the torque depending on the operating force, that is, the torque may be generated in the direction in which the motor is braked. In addition, when the arrangement vehicle is provided with a braking function such as an electromagnetic brake, the braking function may be used to actively stop the arrangement vehicle.

  The embodiments of the present invention can be appropriately modified in various ways within the scope of the technical idea shown in the claims.

It is a perspective view of the whole power assist distribution vehicle concerning an embodiment. It is a figure which shows the example of the auxiliary switch which concerns on embodiment. It is a figure explaining the operation handle concerning an embodiment. It is a block diagram of the electric control system which concerns on embodiment. It is a block diagram of the electric control system which concerns on embodiment. It is a figure explaining the operation | movement flow of the signal conversion part which concerns on embodiment. It is a block diagram of the electric control system in another embodiment which concerns on embodiment. It is a figure explaining the relationship between the combination of the operation force which concerns on embodiment, and a contact switch input, and vehicle operation | movement. It is a figure explaining the external force detected by a force sensor, when the operation force which concerns on embodiment is a pulling force. It is a figure explaining the operation | movement flow of the signal conversion part 100 in case the operating force which concerns on embodiment is attractive force.

Explanation of symbols

1 Force sensor (left)
2 Auxiliary switch (left)
3 Force sensor (right)
4 Auxiliary switch (right)
6 Auxiliary switch 10 Motor 20 Motor 100 Signal conversion unit left part 102 CPU
103 Motor control unit 200 Signal conversion unit right part 202 CPU
203 Motor controller

Claims (7)

A handle arranged on the side of the vehicle body,
Drive means for driving the vehicle body;
Detecting means for detecting an urging force of the vehicle main body in the forward direction or the reverse direction with respect to the handle;
A contact-type sensor disposed on a side surface of the vehicle body on which the handle is disposed, and having a detection unit at a position where an average operator can add a hand from an operation state of the handle;
Control means for controlling the drive means based on the detection result by the bias detection means and the detection result by the contact sensor;
A power assist vehicle characterized by that. In claim 1,
The control means controls the drive means according to the detection result of the detection means, and applies correction to the control according to the detection result of the contact sensor.
A power assist vehicle characterized by that. In claim 2,
The contact-type sensor is configured to detect contact at either or both of a right-hand side position and a left-hand side position of an operator who operates the handle,
When the vehicle body is in a driving state and the contact of the right-hand side position is detected, the control means sets a correction value having a positive magnitude with respect to the forward direction to the driving force of the right driving wheel. Add and / or add a correction value having a negative magnitude with respect to the forward direction to the driving force of the left driving wheel, and when contact with the left hand side position is detected, drive the left driving wheel Adding a correction value having a positive magnitude to the forward direction to the force and / or adding a correction value having a negative magnitude to the forward direction to the driving force of the right drive wheel;
A power assist vehicle characterized by that. In claim 2,
The control means includes
If contact is detected by the contact sensor when the vehicle body is in a right turn driving state, a correction value in the direction of accelerating the driving force of the left driving wheel is added and / or the right driving wheel is Add the correction value in the direction to reduce the driving force,
If contact is detected by the contact sensor when the vehicle body is in a left turn drive state, a correction value in the direction of accelerating the drive force of the right drive wheel is added and / or the left drive wheel Add the correction value in the direction to reduce the driving force,
A power assist vehicle characterized by that. In any of claims 2 to 4,
The control means further includes means for correcting the correction value in response to an input by the operator.
A power assist vehicle characterized by that. In any of claims 1 to 5,
The contact-type sensor has a detection surface, and the detection surface simultaneously constitutes a cover on the side surface of the vehicle.
A power assist vehicle characterized by that. In any one of Claims 1 thru | or 6,
The control means, when the detection means detects the urging to the handle when the operator pulls and drives the vehicle, the contact means detects the contact in the detection means. Subtract a predetermined size from the detection result of the bias in the pulling direction,
A power assist vehicle characterized by that.

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