JP3564927B2 - Power assist device - Google Patents

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to a power assist device for a carrier such as a cart.
[0002]
[Prior art]
Vehicles driven by human power are widely used as carriers, but have a problem that the larger the load weight, the heavier the operation is, the more difficult it is to move quickly, and the danger is on a slope. There is also a powered carrier that is driven by a drive source such as an electric drive source and controls the drive source by switch operation, but it is difficult to perform delicate operations and requires skill in driving operation Become.
[0003]
For this reason, a transport vehicle with power assist that assists human power with power has been proposed. This cart disclosed in Japanese Patent Application Laid-Open No. Sho 63-215459 is provided with external force detecting means for detecting an external force applied to a steering wheel, and driving wheels driven by a drive source, and is detected by the external force detecting means. The drive wheels are driven based on the external force. In such a power assisted transport vehicle, since the transport vehicle can be moved with almost the same feeling as when the vehicle is heavy and light, the heavy transport vehicle can be moved as desired without requiring any skill in operation.
[0004]
[Problems to be solved by the invention]
However, in order to receive such benefits, the existing vehicle must be discarded and a new power-assisted vehicle must be introduced, which is problematic in terms of cost. In addition, many trucks are used in factories, etc., and parts are sometimes stored with the trucks loaded.However, it is wasteful to replace all trucks with those with power assist. Even if only a small number of trucks are changed to those with power assist to reduce costs, it will be troublesome to switch between trucks.
[0005]
The present invention has been made in view of such a point, and an object of the present invention is to provide a power assist device that can use a conventional manual carrier as a carrier with power assist.
[0006]
[Means for Solving the Problems]
Thus, the present invention provides a driving unit that generates driving power, an operation unit that performs an operation, an external force detection unit that detects an external force in a propulsion direction and an external force in a steering direction applied to the operation unit, and an external force detection unit. Control means for controlling the propulsion output and the steering output to the drive unit based on each detected external force, and a power assist device including a detachable connection connection part with a carrier, The connection connection makes a mechanical connection to the vehicle in the running and steering directionsComprising a mechanical connection and an electrical connection for making an electrical connection,The drive unit has at least two drive wheels individually driven by respective drive sources.In particular, it has a first feature, wherein the connection connection portion has a load receiving portion on which a portion of the transport vehicle is placed while performing a mechanical connection with the transport vehicle in the traveling direction and the steering direction.And the driving unit has at least two driving wheels individually driven by respective driving sources, and has a second feature. By connecting to a transport vehicle, the transport vehicle can be handled as a power assisted transport vehicle.
[0008]
The battery may be provided with a battery storage section in which a battery as a power supply is detachable. It is also preferable that the operation section is detachable and can be attached to the carrier side..
[0011]
BEST MODE FOR CARRYING OUT THE INVENTION
FIG. 1A shows a power assist device according to an embodiment of the present invention, and FIG. 1B shows a state in which the power assist device is connected to a cart 9. The power assist device shown here is A power source is provided in the propulsion direction but is not provided in the steering direction. A drive source 2 as an electric motor and a battery 3 as a power source are provided in a housing 1 provided with an operation handle 4 on one surface. In addition, the control device 5 is accommodated, and power transmission rollers 25 are arranged on both side surfaces of the lower end of the housing 1. The drive source 2 is connected to rollers 25, 25 via a differential gear 26. The housing 1 is provided with two connecting arms 7 on the left and right sides for attachment to a cart 9.
[0012]
As shown in the side view of FIG. 2 (a) and the plan view of FIG. 2 (b), the connecting arm 7 has an L-shaped planar shape attached to a side surface of the housing 1 by a hinge 70. As shown in (c), the housing 1 is mounted on the cart 9 by hooking the column 90 on the cart 9 side, and the stopper pin 72 which is slidable is moved to prevent the rotation of the connecting arm 7. Accordingly, the above-described mounted state in which the power assist device is restrained in the front-rear and left-right directions with respect to the cart 9 is maintained.
[0013]
Here, when mounted on the cart 9 using the connecting arm 7, as shown in FIG. 1 (b), the power transmission rollers 25, 25 are connected to the free wheel 91 and the non-free wheel 92 of the cart 9. The rotation of the drive source 2 is transmitted to the non-wheel wheel 92 in contact with the outer peripheral surface of the non-wheel wheel 92. The non-uniform wheels 92 of the cart 9 are used as propulsion drive wheels for power assist.
[0014]
A sensor 6 for detecting an external force in the propulsion direction applied to the operation handle 4 is provided at a portion where the operation handle 4 is attached to the housing 1. That is, as shown in FIG. 3, the connecting portion 40 protruding from the center in the left-right direction of the operating handle 4 toward the housing 1 is connected to the housing 1 via a spring member 41 made of a leaf spring. Is movable against the spring member 41 in the direction of pushing and pulling, and the sensor 6 provided on the housing 1 side has a distance d between the tip of the connecting portion 40 (displacement of the connecting portion 40). Is measured in a non-contact manner.
[0015]
The force F in the propulsion direction that is applied by pulling or pushing the operating handle 4 is as follows: k is the spring constant of the spring member 41, and d0 is the interval when no external force is applied to the operating handle 4.
F = k × (d−d0)
Can be obtained by the following equation.
[0016]
The control device 5 determines the operating direction of the drive source 2 based on the positive / negative (whether pushing or pulling) of the force detection value obtained by calculation based on the value d detected by the sensor 6, and FIG. As shown in FIG. 6, the speed or acceleration of the drive source 2 or the output torque is controlled according to the value of the detected force value and the assist gain. The drive source 2 is controlled such that the greater the force detection value F, the faster the speed, the greater the acceleration, or the greater the output torque. FIG. 4 shows a block circuit diagram. The force detector in the figure is configured by the sensor 6 and a calculation unit for performing the above calculation, and this calculation unit may be a part of the control device 5.
[0017]
Now, in controlling the drive source 2 by the control device 5, if the drive source 2 generates a torque obtained by multiplying the external force applied to the operation handle 4 by a required assist gain, it is necessary to move the cart 9. If the assist force is 100 N, the force of 100 N must be applied when the assist gain is 0. However, if the assist gain is set to 3, when the external force applied to the operating handle 4 is 25 N, 75 N As a result, a total of 100 N of force is applied to the cart 9 so that the cart 9 can be moved. When such torque output control is performed, the operator has the same feeling as when the cart 9 is moved, which requires 25N in moving force. Therefore, it is necessary to be aware that the power assist is performed. The operation of the cart 9 can be performed without the need.
[0018]
In addition, in order to make the movement of the cart 9 smooth and to enable delicate control, it is necessary that the sensor 6 can accurately detect the force applied to the operation handle 4. In this case, although the operation handle 4 is being gripped, there is a case where the driving source 2 is driven assuming that an external force is detected, even though there is no intention to move the cart 9. For this reason, as shown in FIG. 7, a dead zone is set where the value of the external force is small (F1 to -F1), and when the detected external force is small, the driving source 2 is prevented from generating a propulsive force. By doing so, unnecessary movement can be avoided.
[0019]
The sensor 6 may be of a type that detects acceleration instead of detecting a distance. Since the external force is obtained by adding the value obtained by multiplying the acceleration by the weight, the same control as in the above case can be performed.
Considering the case where the cart 9 does not have the non-uniform wheels 92 or the case where the power assist device alone is moved, it is preferable to provide at least one drive wheel 8 in the power assist device itself. FIGS. 8 and 9 show an example of this case. As is clear from the bottom view of FIG. 9A, a pair of left and right drive wheels 8, 8 is provided on the lower surface of the housing 1, and these drive wheels 8, 8 are provided. 8 is connected to the drive source 2 via a differential gear 26. A universal wheel 89 is also provided so that the power assist device alone can be moved in a more stable state.
[0020]
In the case of the power assist device having two driving wheels 8 and 8 and a free wheel 89 and capable of self-running, as shown in FIG. The rotation may be performed by a coupler 73 that can rotate freely. However, in this case, it is used in a state in which a pulling force is applied to the operation handle 4 to pull the cart 9 with the power assist device.
[0021]
It goes without saying that not only propulsion but also power assist for steering may be performed. FIG. 11 assumes that two drive wheels 8, 8 disposed on the left and right sides of the lower surface of the housing 1 are driven by separate drive sources 2, 2, and there is a difference in the output of the drive wheels 8, 8 such as acceleration, speed, torque, and the like. FIG. 12 is a block circuit diagram showing a configuration in which steering can be performed by causing the steering.
[0022]
In this case, the external force applied to the operation handle 4 must also be able to be detected separately from the external force in the propulsion direction and the external force in the steering direction. FIG. 13 shows an example of a configuration for this purpose. The left and right ends of the operation handle 4 are connected to the housing 1 via spring members 41, 41 which are leaf springs, respectively, and two non-contact sensors 6 for measuring displacements of the left and right ends of the operation handle 4 respectively. 6 is provided on the housing 1. When the force applied to the steering wheel 4 is in the propulsion direction, the two spring members 41, 41 bend by the same amount in the same direction as shown in FIG. When applied to the handle 4, as shown in FIG. 13 (b), the bending directions of the two spring members 41, 41 are reversed or a difference occurs in the amount of bending. Accordingly, the spring constants of the two spring members 41, 41 are both ka, the distance between one sensor 6 and the right end of the operation handle 4 is dr, the initial value is dr0, and the distance between the other sensor 6 and the left end of the operation handle 4 is dl. Assuming that the initial value is dl0, the external force Fa in the propulsion direction applied to the handle 4 is
Fa = ka × ((dr−dr0) + (dl−dl0))
Can be obtained by When an external force Fs in the steering direction is applied, a moment having a magnitude of Fs × Lh / 2 acts on the left and right spring members 41, 41 to bend the spring members 41, 41 in opposite directions. Assuming that the elastic coefficient obtained from the force at this time and the displacement of the spring member 41 is ks, the steering direction external force Fs is
Fs = ks × ((dr−dr0) − (dl−dl0))
Can be obtained by (Actually, as shown in FIG. 15, a value obtained by multiplying the distance L from the axle to the operation handle 4 and the value of L / d to generate a moment according to the tread 2d of the drive wheels 8, 8 in the power assist device. And.)
Accordingly, the propulsion force (propulsion output) is multiplied by the required assist gain as shown in FIG. 14 by the propulsion direction external force (propulsion force detection value) Fa and the steering direction external force (turning force detection value) Fs obtained as described above. Value) and the steering force (turning output value), and then 値 the obtained sum of the propulsion force and the steering force is used as the torque output of one drive source 2, the propulsion force and the steering force. The value of 1/2 of the difference is used as the torque output of the other drive source 2 and the command values of these torques are sent to the left and right drive sources 2 and 2 to operate the drive sources 2 and 2 every control cycle. Thus, power assist can be performed for both propulsion and steering. A torque splitter is arranged between the single drive source 2 and the two drive wheels 8 and 8 to control the torque distribution ratio of the torque splitter to the left and right drive wheels 8 and 8 according to the external force in the steering direction. Similarly, power assist can be performed for both propulsion and steering.
[0023]
Power assist for steering may be performed by providing a steered wheel 80 whose direction is variable. FIGS. 16 to 18 show a case in which the steering wheel 80 is also used as the driving wheel 8 for propulsion. The driving source 2 and the driving wheel 8 rotated by the driving source 2 are connected to each other by the driving source 20 for steering. As shown in FIG. 17, it is possible to change the direction by rotating around a vertical axis via a bevel gear. FIG. 17A shows a state when the vehicle is traveling straight, and FIG. 17B shows a state when the vehicle is steering. In this case, since the driving wheel 8 is located at the center of the lower surface of the housing 1, the driving source 20 for steering in this case has the above-mentioned external force in the propulsion direction (propelled force detection value) Fa and the external force in the steering direction (turning force detected value) Fs. Of the resultant force Fp and its direction θ (−90 ° <θ <90 °) shown in FIG.
Fp = (Fa²+ Fs²)^1/2
θ = tan^-1(Fs / Fa)
, The steering angle α of the drive wheel 8 is controlled to be equal to the above θ, and the drive source 2 is controlled to be the resultant force Fp multiplied by the assist gain.
[0024]
As shown in FIGS. 20 and 21, the left and right driving wheels 8, 8 that are rotationally driven by the individual driving sources 2, 2 may both be turned by the steering driving source 20. In the figure, reference numeral 26 denotes a gear group for simultaneously changing the directions of the two drive wheels 8, 8 in the same direction based on the output of the steering drive source 20. As shown in FIG. 22, a steering drive source 20 may be provided for each of the drive wheels 8 and the drive source 2, and both the steering drive sources 20, 20 may be controlled simultaneously. When the directions of the left and right drive wheels 8, 8 that are rotationally driven by the individual drive sources 2, 2 can be changed in this way, the turning operation shown in FIG. 23A can be performed more smoothly. 23 (b)
Can be performed.
[0025]
However, in the operation force detection using the sensors 6 and 6 described above, since the two movement modes cannot be distinguished from each other, in this case, the operation handle 4 in the form shown in FIG. 24 and a total of three sensors 6x and 6y are used. , 6β. That is, the operation handle 4 is arranged on the upper surface of the housing 1, and the connecting portion 40 projecting downward from the center of the operation handle 4 is supported rotatably around the axis in the receiving cylinder 44 movable in a horizontal plane. The rotation angle β of the operation handle 4 around the axis can be detected by the angle sensor 6β disposed on the cylinder 44. The inner surface of the receiving cylinder 44 and the connecting portion 40 are connected by a spiral spring 42 having a spring constant of kβ, thereby applying a spring load to the rotation of the operation handle 4.
[0026]
The movement of the receiving cylinder 44 in the horizontal plane includes a spring member 41a having a spring constant kx for applying a spring load in the front-rear direction corresponding to the propulsion direction, and a spring member 41a having a spring constant ky for applying a spring load in the left-right direction. The sensor 6x detects the amount of movement in the front-rear direction of the receiving cylinder 44 supported via the sensor 41b, and the sensor 6y detects the amount of movement in the left-right direction. In the drawing, reference numeral 69 denotes a movement amount detection target which is fixed to the receiving cylinder 44.
[0027]
If a force is applied to the operation handle 4 and the sensors 6x, 6y, 6β detect the displacements of Dx, Dy, Dβ from no load, the external force in the propulsion direction Fa = Kx · Dx and the external force in the steering direction Fs = Ky · Dy, and the rotational moment M = Kβ · Dβ. Further, from the propulsion direction external force Fa and the steering direction external force Fs, the resultant force Fp and the direction θ thereof are obtained as described above.
[0028]
Then, control is performed as follows depending on whether or not the value of θ is substantially zero. That is, when θ is almost zero (straight forward), the resultant force Fp × force amplification factor Ga is determined as the propulsion force (front-rear force) Ta, and the moment M × force amplification factor Gs × L / d is determined as the turning force Ts. The value of (Ta + Turning force Ts) / 2 is an output value to the right driving source 2 and the value of (Propulsion force Ta−Turning force Ts) / 2 is an output value to the left driving source 2 so that both driving sources 2 and 2 are used. Drive.
[0029]
When θ is not substantially zero, a value of 合 of the resultant force Fp is output to both driving sources 2 and 2 and the steering angle α is controlled with respect to the steering driving source 20 so that the steering angle α becomes equal to the above θ. I do. FIG. 25 shows a flowchart of this operation. Incidentally, when the external force Fa in the propulsion direction is substantially zero, θ is approximately ± 90 °, and the moment M is substantially zero, lateral movement (crab walking) can be performed.
[0030]
By the way, when the cart 9 having only the free wheel 91 is pulled and moved by the power assist device having the driving wheels 8 and 8 which are individually driven left and right as shown in FIG. When the power assist is also performed, the free wheels 91, 91 fluctuate when the traveling speed increases, and as shown in FIG. 26, a phenomenon that the vehicle runs in a meandering manner occurs, and the straight running stability is extremely deteriorated. This is because the force for correcting the running direction is increased by power assist, and it is quite difficult to stop meandering while running.
[0031]
For this purpose, a speed detector 50 for detecting the traveling speed is provided as shown in FIG. 27, and as the speed detected by the speed detector 50 becomes faster as shown in FIG. It is preferable to reduce the gain and set the assist gain for steering to 0 if the traveling speed V exceeds a predetermined speed Vmax. Power assist for steering is made to be speed-sensitive. Note that, in reducing the assist gain in accordance with the increase in the traveling speed, in the flowchart shown in FIG. 29, a value obtained by subtracting the current traveling speed V from the predetermined speed Vmax is multiplied by a preset assist gain. I have. In FIG. 27, the speed detector 50 that detects the number of revolutions of the universal wheel 89 is used. FIG. 30 is a block circuit diagram of the present example.
[0032]
As shown in FIGS. 31 and 32, in the case where the driving wheels 8, 8 are driven by the individual driving sources 2, 2 and the steering is also performed by the difference in rotation speed between the driving wheels 8, 8, both driving sources 2, 2 are used. It is preferable to provide the speed detectors 50 and 50 respectively for the following and perform the following control.
That is, in the case of the vehicle speed-sensitive steering control, when the cart 9 has only the free wheel 91 when traveling diagonally on a sloping road, the cart 9 side shows a skidding movement due to the influence of gravity. , Can not deal with this point. In addition, even when traveling on level ground, if the traveling speed is high, the vehicle may gradually turn, but this movement cannot be suppressed.
[0033]
However, as shown in FIG. 33, when the turning direction determined from the speed difference Vd between the left and right drive wheels 8, 8 does not match the direction of the external force in the steering direction applied to the operation handle 4, the vehicle speed sensitive type is used. If the power assist in the steering direction is performed using the initially set assist gain irrespective of the traveling speed without using the driving speed, the above problem can be avoided.
[0034]
As a countermeasure against the meandering, when it is apparent that the meandering is occurring, the control device 5 may automatically correct the meandering state. In other words, the control device 5 corrects the output to the two driving sources 2 in accordance with the speed difference Vd between the left and right driving wheels 8. FIG. 34 shows a case in which the output is corrected in proportion to the speed difference between the left and right wheels, and the speed difference Vd is obtained even though the detected steering force (turning direction force) is smaller than the straight traveling intention determination value (for example, 20N). When the speed of the left driving wheel 8 is higher than that of the right driving wheel 8 when the speed difference Vd is multiplied by the constant K, The correction force is subtracted, and the correction force is added to the calculated assist force of the right drive source 2. When the speed of the right driving wheel 8 is higher than that of the left driving wheel 8, the reverse is performed. In the illustrated example, the correction force is determined not only by the product of the speed difference Vd and the constant K, but also by adding the value obtained by multiplying the differential value of the speed difference Vd by the constant Td. This is for stabilizing the feedback system. Further, if the detected steering force exceeds the above-described straight-moving intention determination value, the steering returns to a normal assist state in which the above-mentioned correction does not work, so that steering turning does not become difficult.
[0035]
As shown in FIG. 35, the correction force may be calculated by adding the integral value of the speed difference Vd in addition to the speed difference Vd and its differential value, and thus the integral value (multiplied by the constant Ti). In addition, the deviation which is not limited to the proportional element can be eliminated, and more stable linear movement can be performed.
On the other hand, at the time of steering turning, when the driving wheels 8, 8 are driven by the individual driving sources 2, 2 and the steering is also performed by the rotation speed difference between the two driving wheels 8, 8, on-the-fly turning is also possible. However, the rotation center So at this time is substantially at the midpoint between the axes of the two drive wheels 8 and 8 as shown in FIG. 36, and the rotation center So is distant from the cart 9, so that the power assist device is provided at one end. Is connected to the other end of the cart 9 at the turning speed Vx of the operating handle 4 portion.₂It is dangerous because it is much larger.
[0036]
For this reason, as shown in FIG. 37, when the speed difference Vd (the angular speed obtained from the speed difference) exceeds the angular speed limit value h, a viscous resistance force proportional to the exceeded angular speed is applied to suppress the steering output (left and right). To prevent the output difference between the driving sources 2 and 2 from becoming too large). To increase the turning speed Vx, a considerable steering force must be applied, which is safe. FIG. 38 shows the relationship between the turning angular velocity (speed difference) and the viscous drag force in this case.
[0037]
By the way, when the power assist device in which the assist gain is set in accordance with the traveling with the luggage 99 loaded with the luggage 99 alone is moved without being connected to the luggage 9, the operation is performed with the assist gain as it is. It becomes difficult. For this purpose, as shown in FIG. 39, a connection state detection switch 55 for detecting whether or not the vehicle is mounted on the cart 9 may be provided, and the assist gain may be switched according to the output of this switch as shown in FIG. . The connection state detection switch 55 preferably operates automatically when the power assist device is attached to the cart 9, but may be manually switched. In any case, the assist gain is switched so that the assist gain is low when the cart 9 is not connected and the assist gain is increased when the cart 9 is connected, so that the assist gain is switched between when the cart 9 is attached and when it is not attached. The difference in operation feeling can be reduced.
[0038]
Of course, if the assist gain can be switched depending on the weight of the luggage on the cart 9, the operational feeling can be made substantially equal regardless of the weight of the luggage. In this case, since the power assist device cannot directly detect the loaded weight of the cart 9, the weight (mass) of the cart 9 is calculated from the running acceleration with respect to the total value of the force applied to the cart 9 by the following equation of motion.
Propulsion direction external force Fa + propulsion direction assist force Fam = (power assist device mass m + cart mass M) × acceleration α−friction coefficient μ × cart mass M × gravity acceleration g
It is preferable to change the assist gain according to the estimated mass M as shown in FIGS. 41 and 42. The acceleration α can be derived from the output of the speed detector 50, and the friction coefficient μ can use a value of 0.02 as the rolling resistance of the universal wheel 91. FIG. 43 shows a block circuit diagram of this example.
[0039]
44 and 45 show that the operation handle 4 (including the sensor 6) is detachable from the housing 1, and the operation handle is located on the side of the cart 9 opposite to the side where the power assist device is mounted as shown in FIG. 4 can be attached. Depending on the arrangement of the free wheels 91 on the cart 9 and the height of the luggage on the cart 9, operability and safety may be higher when operated from the side opposite to the side where the power assist device is attached. That is, we can respond to this. FIG. 46 shows an example of the structure of the attachment / detachment portion of the operation handle 4 in the cart 9 and the housing 1 in this case. The hook hook 45 and the retaining pin 46 urged in the projecting direction by the spring 47 are provided. The operation handle 4 is locked to the hook 45 while the retaining pin 46 is pushed in, and the operation handle 45 is prevented from coming off from the hook 45 by the retaining pin 46 as shown in FIG. If the operation handle 4 is hooked and pulled out from the hook 45 while the retaining pin 46 is pushed in, the operation handle 4 can be removed.
[0040]
The attachment of the power assist device to the cart 9 is performed by integrating the power assist device into the cart 9 such as the coupling arm 7 shown in FIG. 2 rather than the coupler 73 shown in FIG. It is preferable that, in particular, in a vehicle that also performs power assist for steering, stable steering can be performed by providing a structure that restricts the movement of the power assist device in the steering direction with respect to the wagon 9. As a mounting structure that can be integrated with the power assist device, a plurality of electromagnets 77 are provided on the power assist device side as shown in FIGS. One that attaches by suction force can also be used. In this case, the power assist can be restrained not only in the front, rear, left and right directions, but also in the vertical direction, and the traveling movement of the cart 9 by the power assist device can be performed more smoothly. In the figure, reference numeral 78 denotes a switch for turning on and off the electromagnet 77. A permanent magnet may be used instead of the electromagnet 77.
[0041]
In addition, as shown in FIGS. 50 and 51, a step 15 is provided on the power assist device side, one end of the cart 9 is placed on the step 15, and both are connected by two connecting pins 16 at two places on the left and right or one place at the center. You may do so. By applying a part of the load of the cart 9 to the power assist device side, it is possible to obtain the grip force by the driving wheels 8 even if the mass of the power assist device is small, so that the traveling can be reliably performed. It is not necessary to increase the mass of the power assist device in order to obtain the driving force, and the mass of the power assist device can be minimized. Reference numeral 17 in FIG. 50 denotes a connecting pin insertion hole. Needless to say, it is preferable to use the connecting arm 7 together.
[0042]
FIGS. 52 to 54 show the structure of the storage unit 10 that stores the battery 3 as a power supply. If the battery 3 is placed in the storage section 10 in which the front opening is freely openable and closable by the door 11 and the two contact terminals 13, 13 urged by the spring 12 on the back face are arranged, and the door 11 is closed, The electrode of the battery 3 is brought into contact with the contact terminal 13 to make an electrical connection, and the contact between the electrode and the contact terminal 13 is prevented from being released by the movement of the battery 3 when the battery 3 runs by the bias of the spring 12. I have. In addition, the battery 3 can be replaced simply by opening the door 11, extracting the battery 3, and loading a new battery 3. In the figure, reference numeral 14 denotes a hinge to which the door 11 is attached. The door 11 is locked in a closed state by inserting a retaining pin (not shown) into a tube 18 provided at its free end and a tube 19 provided at the storage section 10 side.
[0043]
The battery 3 may be mounted on the wagon 9 as shown in FIG. 55, FIG. 56 or FIG. 57. In this case, the electric connection between the battery 3 on the wagon 9 and the power assist device It is preferable that an electrical connection connector 33 be provided in a mechanical connection portion between the device and the cart 9 so that the electrical connection is made simultaneously when the mechanical connection is made. When the heavy battery 3 is placed on the cart 9 in this manner, the power assist device can be finished to be lightweight, so that the power is transmitted to the non-uniform wheels 92 on the cart 9 shown in FIG. Even when the power assist device has no wheels, it is easy to carry the power assist device alone.
[0044]
In the present invention, it does not prevent the cart 9 from being provided with the drive wheels 8 and the drive source 2. A larger driving force can be obtained by controlling the driving source 2 on the cart 9 side by the mounted power assist device.
[0045]
【The invention's effect】
As described above, in the present invention, a driving unit that generates driving power, an operation unit that performs an operation, an external force detection unit that detects an external force applied to the operation unit, and a force detected by the external force detection unit Control means for actuating the drive unit based on the vehicle, and a detachable connection connecting part with the transport vehicle, so that the human-powered transport vehicle can be transported by connecting to the transport vehicle with power assist. It can be handled as a car and costs less than introducing a new power assisted transport vehicleIn addition, the external force detection means detects the propulsion direction external force and the steering direction external force applied to the operation unit, and the control means controls the propulsion output and the steering output of the drive unit based on these external forces. In addition, power assist also works for steering, steering becomes easy, and the traveling operation of the transport vehicle can be easily performed. In this case, a favorable result can be obtained in that the transport vehicle is moved in a desired direction, and at least two drive wheels that are individually driven by individual drive sources are provided. Therefore, the vehicle can be turned and the driving wheels can be rotated in the opposite direction by rotating in opposite directions.
[0047]
AlsoThe connection connection also includes an electrical connection.From thatWhen the battery is mounted on the vehicle and the use of a large capacity battery is possible, the electrical connection with the battery is simple.AlsoConnection connectionButIt has a load receiving part on which a part of the truck can be placed.If so,Even if the power assist device itself is lightweight, it is possible to obtain the grip force necessary for traveling on the drive wheels.
[0048]
If a battery accommodating section is provided with a detachable battery as a power supply, the battery can be easily replaced. The operability and safety can be kept high irrespective of the situation if the operation unit is detachable and can be attached to the carrier side..
[Brief description of the drawings]
FIGS. 1A and 1B show an example of an embodiment of the present invention, in which FIG. 1A is a perspective view, and FIG. 1B is a perspective view when mounted on a cart (carrier).
2 (a) is a side view, and FIGS. 2 (b) and 2 (c) are cutaway plan views showing the connecting arm.
FIG. 3 is a plan view of an operation handle and an external force detection unit according to the first embodiment.
FIG. 4 is a block circuit diagram of the same.
FIG. 5A is a block diagram of the above, and FIG. 5B is a flowchart of the operation of the above.
FIG. 6 is an operation explanatory view of the above.
FIG. 7 is an operation explanatory diagram of another example of the above.
FIG. 8 is a perspective view of another example.
9A is a bottom view of the above, and FIG. 9B is a longitudinal sectional view of the same.
FIG. 10 is a perspective view of still another example.
FIG. 11 is a perspective view of another example.
FIG. 12 is a block circuit diagram of the above.
13A and 13B show the operation handle of the above, wherein FIG. 13A is a plan view showing a case where a propulsive force is applied, and FIG. 13B is a plan view showing a case where a steering force of the same is applied.
FIG. 14A is a block diagram of the above, and FIG. 14B is a flowchart of the same.
FIG. 15 is a plan view of the same.
FIG. 16 is a front view of a different example.
17A and 17B are bottom views of the above.
FIG. 18 is a block circuit diagram of the above.
FIG. 19 is an explanatory diagram of a force applied to the operation handle of the above.
FIG. 20 shows another example, in which (a) is a front view and (b) is a bottom view.
FIG. 21 is a block circuit diagram of the above.
FIG. 22 is a bottom view of another example of the above.
FIGS. 23 (a) and (b) are explanatory diagrams of the above operation.
24A and 24B show the operation handle and the external force detection unit, respectively, wherein FIG. 24A is a cross-sectional view, and FIG. 24B is a horizontal cross-sectional view.
FIG. 25 is a flowchart of the above.
FIG. 26 is an explanatory view of a meandering (ass swinging) state.
27A and 27B show an example of a meandering measure, in which FIG. 27A is a block diagram, and FIG. 27B is a front view.
FIG. 28 is an explanatory diagram showing a relationship between an assist gain and a speed according to the embodiment.
FIG. 29 is a flowchart of the above.
FIG. 30 is a block circuit diagram of the above.
FIGS. 31A and 31B show different examples, in which FIG. 31A is a block diagram and FIG. 31B is a front view.
FIG. 32 is a block circuit diagram of the above.
FIG. 33 is a flowchart of the above.
FIG. 34 is a flowchart showing an operation in another example.
FIG. 35 is a flowchart showing an operation in still another example.
FIG. 36 is an explanatory diagram of a state of turning on the spot.
FIG. 37 is a flowchart showing a turning speed suppressing operation.
FIG. 38 is an explanatory diagram of a relationship between a viscous drag force for suppressing a turning speed and a turning angular speed according to the first embodiment.
FIG. 39 is a block circuit diagram of another example.
FIG. 40 is a flowchart of the above.
FIG. 41 is an explanatory diagram of an assist gain in still another example.
FIG. 42 is a flowchart of the above.
FIG. 43 is a block circuit diagram of the above.
FIGS. 44A and 44B are perspective views of another example.
FIG. 45 is a block circuit diagram of the above.
FIGS. 46 (a), (b) and (c) are cross-sectional views of the operation handle mounting portion of the above.
FIG. 47 is a perspective view of still another example.
FIG. 48 is a schematic sectional view of the above.
FIG. 49 is a block circuit diagram of the above.
FIGS. 50A and 50B show different examples, in which FIG. 50A is a side view and FIG.
FIG. 51 (a) is a side view showing a state in which the cart is connected, and FIG. 51 (b) is a partially enlarged side view.
FIG. 52 is a perspective view of still another example.
FIG. 53 is a block circuit diagram of the above.
FIG. 54 is a horizontal cross-sectional view of the battery accommodating section of the above.
FIGS. 55A and 55B show another example, in which FIG. 55A is a perspective view, and FIG. 55B is a perspective view when attached to a cart (carrier).
FIG. 56 is a block circuit diagram of the above.
57A and 57B show another example of the above, and FIG. 57A is a perspective view, and FIG. 57B is a perspective view at the time of attachment to a cart (carrier).
[Explanation of symbols]
2 Drive source
4 Operation handle
5 Control circuit
6 sensors
7 Connecting arm
9 cart

Claims (4)

A driving unit that generates driving power, an operation unit that performs an operation, an external force detection unit that detects a propulsion direction external force and a steering direction external force applied to the operation unit, and an external force detected by the external force detection unit. Control means for controlling a propulsion output and a steering output based on a drive unit based on the vehicle, and a power assist device including a detachable connection connection part with a carrier, wherein the connection connection part is a carrier And a mechanical connection for making a mechanical connection in the traveling direction and the steering direction with respect to the vehicle, and an electrical connection for making an electrical connection, wherein the driving unit is at least two drives which are individually driven by respective driving sources. A power assist device comprising wheels. A driving unit that generates driving power, an operation unit that performs an operation, an external force detection unit that detects a propulsion direction external force and a steering direction external force applied to the operation unit, and an external force detected by the external force detection unit. Control means for controlling a propulsion output and a steering output based on a drive unit based on the vehicle, and a power assist device including a detachable connection connection part with a carrier, wherein the connection connection part is a carrier And a load receiving portion on which a part of the transport vehicle is mechanically connected in the traveling direction and the steering direction with respect to the vehicle , and the driving portions are at least two driven individually by the respective driving sources. A power assist device comprising a drive wheel. The power assist device according to claim 1, further comprising a battery storage unit in which a battery serving as a power supply is detachable . The power assist device according to claim 1, wherein the operation unit is detachable and attachable to the carrier .

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