JP3095527B2 - Engine control mechanism for unmanned vehicles - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an engine control apparatus for an unmanned vehicle that automatically operates and stops along a guide line or the like buried underground.

[0002]

2. Description of the Related Art Conventionally, a technique for enabling unmanned operation along a guide line in a golf course cart or the like has been known.

[0003]

SUMMARY OF THE INVENTION In the present invention, an accelerator pedal and a brake pedal which can be operated by depressing a pedal while an operator is on board are provided, and the operation of the accelerator pedal is automatically controlled by a radio transmitter. An electrically operated accelerator sensor is operated so that the simultaneous operation can be performed in a well-balanced manner, and the stepping amount is transmitted as an electric signal.

As described above, in order to eliminate the inconsistency between the accelerator signal transmitted by the electric signal and the accelerator operation by the mechanical operation, the voltage of the accelerator sensor is controlled in association with the target vehicle speed. When the accelerator pedal is depressed without regard to the vehicle speed, the engine throttle is suddenly opened and closed, resulting in an afterburn. And control to stop the aircraft if there is a conflict.

[0005]

The problem to be solved by the present invention is as described above. Next, means for solving the problem will be described. Automatically controls operation by detecting guidance lines buried in the ground with a guidance sensor.Starting and stopping is possible either by remote control with a wireless transmitter or by an operator getting on and operating the accelerator pedal. In an unmanned traveling vehicle, an accelerator pedal for depressing operation in manual traveling is provided, an accelerator sensor for detecting an amount of depression of the accelerator pedal is provided, and a target vehicle speed is controlled by a voltage of the accelerator sensor.
A vehicle speed sensor that detects the vehicle speed in response to the voltage of the
If these voltages are not within a certain range,
Is configured to stop the aircraft .

[0006]

Next, the operation will be described. The unmanned traveling vehicle of the present invention can start and stop by operating the wireless transmitter from a distant position, and normal operation detects a guide line buried in the ground by a left and right guide sensor, The driver operates along the guide line. The operator can also get on the car, and when he gets on the car, it is possible to start and stop and adjust the vehicle speed by depressing the accelerator pedal 15 and the brake pedal 13 without operating the wireless transmitter. doing. The depression of the accelerator pedal 15 is detected by the accelerator sensor 2, and the target vehicle speed is controlled by the voltage value of the accelerator sensor 2. If the speed detected by the vehicle speed sensor and the voltage of the accelerator sensor 2 are abnormally different, the aircraft is stopped.

[0007]

Next, an embodiment will be described. FIG. 1 is an overall side view of an unmanned vehicle according to the present invention, and FIG.
FIG. 3 is an enlarged plan view of the brake pedal 13 and the accelerator pedal 15, and FIG. 4 is a controller input / output diagram of a control mechanism of the unmanned vehicle according to the present invention. FIG. 6 is a flowchart of target vehicle speed control by the accelerator sensor, FIG. 6 is a flowchart showing control when the difference between the vehicle speed by the vehicle speed sensor and the accelerator sensor is large, and FIG. 7 is a flowchart showing automatic choke control at the time of automatic starting. FIGS. 8 and 9 are flowcharts of alternator output extraction control.

Referring to FIG. 1, the structure of an unmanned vehicle will be described. It runs by the wheel 10 of the four wheels. At the time of manual running or at a portion where there is no guide line, the vehicle is operated by the steering handle 23. 27 is a seat, 25 is a rest bar,
26 is a backrest, 25 is a bag frame, 28 is a golf bag, and 24 is a start / stop switch arranged separately from the wireless transmitter.

Next, referring to FIGS. 2 and 3, a brake pedal 13 and an accelerator pedal 15 formed at the foot of a seat 27 are shown.
Will be described. Normal traveling vehicle brake pedal 1
3 is usually connected via a link or an arm to operate friction plates of brake devices provided on the left and right of the transmission case, but in the unmanned running vehicle of the present invention, the radio transmitter In order to enable remote control by the operator, the brake device is operable without inputting an operator's force by a brake cylinder, an emergency brake solenoid, an emergency brake spring, and the like.

Therefore, when the brake pedal 13 is depressed, a digital signal is transmitted by operating the brake pedal sensor 14 instead of directly operating the brake device. This brake pedal sensor 1
The brake is operated by operating the brake cylinder or the emergency brake solenoid according to the digital signal from 4.

Further, the accelerator pedal 15 provided together with the brake pedal 13 is also used in a conventional traveling vehicle.
The link, arm and wire from the accelerator pedal 15 are connected to the throttle lever of the engine. In this configuration, the throttle lever of the engine is also electrically operated by the throttle actuator. The accelerator sensor 2 is rotated by the rotation, and the analog signal transmitted from the accelerator sensor 2 is used to rotate the throttle actuator by a corresponding angle to change the engine speed and change the vehicle speed. .

An electrical configuration is provided for the above mechanical configuration as shown in the controller input / output diagram of FIG. As the control signal input, a signal from the wireless transmitter, a non-contact sensor provided at the front of the fuselage and preventing collision with other unmanned vehicles traveling ahead, and a left and right guidance sensor provided on the sensor frame , A fixed point stop sensor for detecting a fixed stop point formed by winding a guide wire, and the like.

The analog input includes an accelerator sensor 2 of an accelerator pedal 15, a steering angle sensor, an engine speed sensor, a body inclination sensor, and the like. As the digital input, and an automatic manual switching operation switch, a start-stop switch 24. The signals from the detection sensors include a vehicle speed sensor and a brake pedal sensor 1.
4, a reverse detection sensor, an oil level sensor, an obstacle detection sensor, a collision sensor, a temperature sensor, and the like.
With these input signals, an alternator that doubles as a starter and a generator via a controller and a relay,
Engine ignition unit, emergency brake solenoid,
A choke solenoid, a steering solenoid, a brake cylinder, a throttle actuator, a fuel supply pump, a back alarm buzzer, and the like are operated.

Next, referring to FIG. 5, the target vehicle speed control by the accelerator pedal 15 will be described. The normal vehicle speed is automatically set when a start signal is issued by the wireless transmitter. However, in the case of manual operation, the operator gets on the vehicle and operates the steering handle 23 to release the accelerator pedal 1.
When the user operates the brake pedal 5 and the brake pedal 13, the target vehicle speed is determined based on the depression amount of the accelerator pedal 15. In this case, the target vehicle speed is determined by the accelerator pedal 15
Is determined by the magnitude of the signal voltage from the accelerator sensor 2.

Next, referring to FIG.
The control when the stepping amount is too far from the vehicle speed will be described. In this case, the vehicle speed sensor obtains information about the current vehicle speed, and if the position of the accelerator pedal 15 greatly deviates from the vehicle speed, the throttle opening is adjusted at once. At this moment, a large amount of fuel is supplied into the cylinder of the engine, and afterburn or the like is generated. When such an abnormality of the accelerator pedal 15 is depressed, the engine is stopped in the “stop mode”. To control.

Next, referring to FIG. 7, an automatic choke mechanism at the time of starting will be described. When the operator starts with a wireless transmitter from a distant position, it is necessary to start the previously stopped engine and increase the number of revolutions to match the target vehicle speed. When starting the engine, if the engine does not start due to low temperature or other reasons, the operator must repeatedly press the start button from a remote position, which makes the operation troublesome.

In order to solve this problem, in the present configuration, when the engine is not started by transmitting the start signal, the starting motor is turned on for 5 seconds and turned off for 3 seconds.
The control instruction is given to repeat the operation of performing FF.
This operation is repeated five times. If the engine has not been started yet, the error mode is displayed. Then, the automatic choke is turned on each time for the five rotations of the starting motor. And the engine speed is 1
If the number of rotations exceeds 400, it is determined that the engine has been started.

Next, FIG. 8 is a flowchart showing the control of the alternator serving both as a starting motor and a generator. The alternator, the starting motor, and the generator are also used, and function as a motor at the time of starting. However, when the engine reaches the rated rotation, the generator performs the power generating action. In the past, there were no parts because the starting motor and the generator were arranged differently, so no problem occurred, but when used for both the motor and the generator as in this configuration,
Since the operation of taking out the generated power during the start can be performed in parallel, the starting power of the motor is reduced when the power is taken out. In the present configuration, as shown in FIG. 8, the control is performed so that power cannot be taken out from the alternator until the engine speed reaches a certain speed or higher. During this time, the electric power stored in the battery is taken out.

[0019]

The present invention is constructed as described above, and has the following effects. First , it is possible to start and stop by depressing the accelerator pedal 15 in addition to starting and stopping by the switch of the wireless transmitter. The operation of the accelerator pedal 15 causes the accelerator sensor 2 to rotate, and the accelerator sensor 2 to rotate. Since the throttle actuator is operated according to the change in voltage from, the electric operation can be performed both when operating with the wireless transmitter and when operating with the accelerator pedal 15. In the case of manual control using the accelerator pedal 15, the target vehicle speed is determined in accordance with the signal from the accelerator sensor 2, so that the user can operate the vehicle with the same feeling as the accelerator pedal 15 of a normal traveling vehicle.

Second, a time lag occurs between the mechanical depression of the accelerator pedal 15 and the operation of the electric throttle actuator, and when the gap is extremely large, the throttle opening rapidly changes. Then, afterburn may occur from the engine. In such a case, since the control is performed in the "stop mode" in which the aircraft is stopped, it is possible to avoid an afterburn and prevent a decrease in engine performance.

[Brief description of the drawings]

FIG. 1 is an overall side view of an unmanned vehicle according to the present invention.

FIG. 2 is an enlarged side view of a portion including a brake pedal 13 and an accelerator pedal 15.

FIG. 3 is also a brake pedal 13 and an accelerator pedal 1
FIG. 5 is an enlarged plan view of a portion 5.

FIG. 4 is a controller input / output diagram of a control mechanism of the unmanned vehicle according to the present invention.

FIG. 5 is a flowchart of target vehicle speed control by an accelerator sensor.

FIG. 6 is a flowchart showing a control in a case where a difference between a vehicle speed by a vehicle speed sensor and an accelerator sensor is large.

FIG. 7 is a flowchart showing an automatic choke control at the time of automatic start.

FIG. 8 is a flowchart of alternator output extraction control.

[Explanation of symbols]

 2 Accelerator sensor 13 Brake pedal 14 Brake pedal sensor 15 Accelerator pedal 23 Steering handle

──────────────────────────────────────────────────続 き Continuation of the front page (56) References JP-A-63-121556 (JP, A) JP-A-63-177726 (JP, A) JP-A-62-35035 (JP, A) 171879 (JP, A) JP-A-50-42549 (JP, A) JP-A-61-66924 (JP, A) JP-A-63-219849 (JP, A) Japanese Utility Model Showa 58-161672 (JP, U) (58) Field surveyed (Int. Cl. ⁷ , DB name) G05D 1/02

Claims (1)

(57) [Claims] An automatic operation control is performed by detecting a guide line buried in the ground by an induction sensor, and an operator can get on and operate an accelerator pedal even when remotely starting and stopping by a radio transmitter. In an unmanned traveling vehicle also made possible by, an accelerator pedal for depressing operation in manual traveling is provided, an accelerator sensor for detecting an amount of depression of the accelerator pedal is provided, and a target vehicle speed is controlled by a voltage of the accelerator sensor , Furthermore, the accelerator
From the vehicle speed sensor that detects the vehicle speed against the sensor voltage
If the voltage is not within a certain range,
An engine control mechanism for an unmanned traveling vehicle, wherein the engine control mechanism is configured to stop the aircraft .