JP3795113B2 - Electric transporter - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to an electric transport vehicle used for transporting a golf bag or the like in a golf course, for example.
[0002]
[Prior art]
Conventionally, in a golf course, an electric motor-driven transport vehicle (so-called golf cart) that transports a golf bag or the like has been used.
FIG. 6 is a side view showing an external configuration of the electric transport vehicle. In this figure, 1 is a mounting table on which a golf bag or the like is mounted. Reference numeral 2 denotes a moving wheel rotatably attached to the lower part of the mounting table 1 via a shaft, and is driven to rotate by a motor. Reference numeral 3 denotes a slave wheel that is rotatably attached to the lower portion of the mounting table 1 via a shaft. Reference numeral 4 denotes a handle having one end 4 a attached and fixed to the mounting table 1. Various switches necessary for the operation of the electric transport vehicle are attached to the grip portion 4b of the handle 4, and the operator operates the electric transport vehicle while gripping the grip portion 4b.
[0003]
Here, FIG. 7 shows an electrical configuration of the above-described electric transport vehicle. In this figure, SW is a switch that is attached to the grip portion 4b of the handle 4 (see FIG. 6) and performs a forward / reverse switching operation, and is operated by an operator.
[0004]
XF and XR are relays, and xF and xR are contacts of the relays XF and XR, respectively. Reference numeral 5 denotes a direct current power source for supplying power to each part of the apparatus. 6 is an electric motor which rotationally drives the driving wheel 2 (refer FIG. 6) via a shaft. Reference numeral 7 denotes a variable resistor for speed control attached to the grip 4b of the handle 4, and is a variable resistor that is operated by an operator and controls the running speed. Reference numeral 8 denotes a controller that supplies the electric motor 6 with a drive voltage having a magnitude corresponding to the operation amount of the speed control variable resistor 7.
[0005]
In the above configuration, when the switch SW is turned on by the operator to the forward side, the relay XF is excited and the contact xF is turned on to the terminal p side. As a result, a voltage corresponding to the operation amount of the speed control variable resistor 7 is supplied to the electric motor 6 from the controller 8, and the electric motor 6 is driven to rotate forward. Thereby, the driving wheel 2 is driven to rotate forward via the shaft, and the electric transport vehicle travels forward in the direction A shown in FIG.
Thereafter, the operator walks while following the electric vehicle and operates the speed control variable resistor 7 when adjusting the traveling speed of the electric vehicle.
[0006]
Next, when the switch SW is turned on to the reverse side by the operator, the relay XF is de-energized and the contact xF is turned on to the terminal n side, then the relay XR is excited and the contact xR is turned on to the terminal p side. Is done. As a result, the reverse voltage is supplied to the electric motor 6 from the controller 8, and the electric motor 6 is driven in reverse. As a result, the driving wheel 2 is reversely driven via the shaft, and the electric transport vehicle travels backward in the direction B shown in FIG.
[0007]
[Problems to be solved by the invention]
By the way, in the conventional electric vehicle described above, the slight operation of the handle 4 causes a malfunction such as a change in the resistance value of the speed control variable resistor 7 and the operation state is caused. There was a drawback of being bad.
The present invention has been made under such a background, and an object thereof is to provide an electric vehicle with excellent operability.
[0008]
[Means for Solving the Problems]
According to the first aspect of the present invention, a first variable resistor for speed control, a second variable resistor for steering control, a resistor for outputting an automatic speed signal, and a guide wire laid on the ground A guide sensor that detects a right shift amount or a left shift amount with respect to the guide line as an automatic steering signal based on an output of the guide sensor, the first and second variable resistors , The resistor, operation control means for performing operation control based on the output of the automatic steering signal generation circuit , traveling wheels driven and controlled by the operation control means, and output voltage of the first variable resistor First dead band generating means for outputting a first signal when the absolute value is equal to or greater than a first predetermined value set in advance, and a second signal when the absolute value is equal to or smaller than the first constant value; Variable resistance Second dead band generating means for outputting the first signal when the absolute value of the output voltage of the detector is equal to or greater than a predetermined second constant value and outputting the second signal when equal to or smaller than the second constant value When the first signal is output from the first or second dead zone generating means, or when the automatic travel mode signal is output when the manual / automatic switch is turned on automatically, the operation is performed. An operation control means for bringing the control means into an operating state, and a signal output to the operation control means is any one of an output signal from the second variable resistor and an automatic steering signal from the automatic steering signal generation circuit. A first switch for switching, and a second switch for switching a signal output to the operation control means to any one of an output signal from the first variable resistor and an automatic speed signal from the resistor. Tool And the second signal, the output voltage is 0 level signal, based on an output of the automatic driving mode signal, the output signal from the automatic steering signal generating circuit by said switching device to said operation control means Rutotomoni switched so as to output, in a state in which the output signal is switched so as to output to the travel control means from the resistor by the second switching unit, as motor-driven cart is along the guide wire, The driving wheel is drive-controlled based on the automatic steering signal and the automatic speed signal .
[0010]
According to a second aspect of the present invention, in the electric transport vehicle according to the first aspect, when the absolute value of the output of the second variable resistor is equal to or less than a predetermined value, a 0 level signal is A steering signal generation circuit for outputting a voltage whose level sequentially changes in accordance with the rotation angle of the slider of the second variable resistor is provided, and instead of the output of the second variable resistor, the steering The output of the signal generation circuit is applied to the operation control means and the second dead zone generation means.
[0011]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, embodiments of the present invention will be described with reference to the drawings. FIG. 1 is a side view showing an external configuration of an electric transport vehicle (golf cart) according to an embodiment of the present invention, and FIG. 2 is a rear view.
In these drawings, reference numeral 9 denotes a cart body, a free wheel 12 is attached to the lower surface of the front end portion, a V-shaped bag mounting table 10 is provided at the center portion, and an electric motor and its control are provided at the rear portion. A storage box 9a in which a circuit is stored is attached.
[0012]
A joystick mechanism 18a having an operation lever 18b is attached to the rear surface of the storage box 9a, and a left driving wheel 17L and a right are connected to a lower portion of the storage box 9a via a left shaft 16L and a right shaft 16R (see FIG. 2). Each of the driving wheels 17R is attached.
Further, a guide sensor 13 for detecting a guide line G (see FIG. 2) laid on the ground and a stop position sensor for detecting a stop position mark previously set at the cart stop position are provided at the center of the lower surface of the cart body 9. 14 is installed, and an obstacle sensor 15 is installed at the front end of the cart body 9.
[0013]
FIG. 3 is a block diagram showing an electrical configuration of a control unit of the electric transport vehicle (golf cart) according to the embodiment described above. In this figure, the steering control variable resistor VR1 is a variable resistor whose resistance value changes in conjunction with the left and right operations of the operation lever 18b (see FIG. 2), and the speed control variable resistor VR2 is the control lever 18b. It is a variable resistor whose resistance value changes in conjunction with up and down operations (see FIG. 1).
[0014]
Reference numeral 30 denotes a manual steering signal generation circuit which converts the manual steering signal Hs having the characteristic shown in FIG. 4A input from the steering control variable resistor VR1 into a conversion characteristic having a dead zone N shown in FIG. 4B. And output as a manual steering signal Hs ′.
[0015]
A dead zone generating circuit 31 outputs a “0” signal when the absolute value of the input manual steering signal Hs ′ is equal to or smaller than a certain value, and outputs a “1” signal when the absolute value is equal to or larger than a certain value. Here, the constant value is set to almost 0 level. As a result, as shown in FIG. 4C, the output of the dead band generating circuit 31 is “0” in the dead band N and “1” in the other areas. Becomes a signal. Reference numeral 32 denotes a dead band generating circuit similarly configured. However, in the case of the dead band generating circuit 32, the constant value is set somewhat higher than that of the dead band generating circuit 31. As a result, a “0” signal is output from the dead band generating circuit 32 when the output of the variable resistor VR2 is near 0, and a “1” signal is output when the absolute value of the output exceeds a certain value.
[0016]
Reference numeral 33 denotes an OR gate circuit. The output signals of the dead band generating circuits 31 and 32 are input to the input terminals of the OR gate circuit 33, respectively. 34 is an OR gate circuit, and the output of the OR gate circuit 33 and the automatic travel mode signal Sa are input to each input terminal of the OR gate circuit 34, respectively. This automatic travel mode signal Sa is a signal for giving a travel start command in an automatic travel mode described later.
[0017]
An automatic steering signal generation circuit 35 generates an automatic steering signal As that gives a steering command in the automatic traveling mode. The automatic steering signal generation circuit 35 converts the right shift amount DR or the left shift amount DL with respect to the guide line G, recognized from the output of the guide sensor 13 (see FIG. 2), using the conversion characteristics shown in FIG. Output as steering signal As.
That is, the automatic steering signal generation circuit 35 outputs a positive automatic steering signal As proportional to the left shift amount DL, and a negative automatic steering signal As proportional to the right shift amount DR. Is output.
[0018]
In FIG. 3, reference numeral 36 denotes a resistor that outputs an automatic speed signal Av that gives a travel speed command in the automatic travel mode. Reference numeral 37 denotes a switch, which receives the manual steering signal Hs ′ output from the manual steering signal generation circuit 30 at the manual side terminal 37a and the automatic steering signal output from the automatic steering signal generation circuit 35 at the automatic side terminal 37b. As is input, and switching control is performed by a control device (not shown). Reference numeral 38 denotes a PI (proportional integration) control circuit that performs proportional / integral control on an input signal and outputs it.
[0019]
Reference numeral 39 denotes a subtractor, which subtracts the output signal of the PI control circuit 38 from the output signal of the PI control circuit 52, and gives the subtraction result to the rotational speed and rotational direction commands of the right electric motor 49R described later. Output as motor speed command signal SR.
Reference numeral 40 denotes a PI control circuit. Reference numeral 41 denotes a subtracter, which subtracts a rotational speed signal NR fed back from an encoder 50R described later from an output signal of the PI control circuit 40. Reference numeral 42 denotes a PI control circuit. A subtractor 43 subtracts a current detection signal SIR fed back from a current detector 48R described later from the output signal of the PI control circuit 42.
[0020]
44 is a PI control circuit. 45 is a switch having contacts 45a and 45b. When a "1" signal is output from the OR gate circuit 34, the contacts 45a and 45b are brought into contact, and when a "0" signal is output, the switch 45 is opened. Is done. A PWM (pulse width modulation) circuit 46 converts a DC voltage supplied from a DC power supply (not shown) into a chopper voltage VR having a polarity and a pulse width corresponding to a control signal input via the contact 45a. ,Output.
[0021]
47 is an amplification circuit for amplifying the chopper voltage VR supplied from the PWM circuit 46, and supplies the amplified chopper voltage VR to the right electric motor 49R. The right electric motor 49R rotates the right driving wheel 17R via the right shaft 16R shown in FIG.
The current detector 48R detects the drive current IR supplied to the right electric motor 49R, and feeds back the detection result to the subtractor 43 as a current detection signal SIR. The encoder 50R detects the rotational speed of the right electric motor 49R, and feeds back the detection result to the subtractor 41 as the rotational speed signal NR.
[0022]
Reference numeral 51 denotes a switch, and a manual speed signal Hv output from the speed control variable resistor VR2 is input to the manual side terminal 51a, and an automatic speed signal Av output from the resistor 36 is input to the automatic side terminal 51b. Then, switching control is performed by a control device (not shown). 52 is a PI control circuit. 53 is an adder that adds the output signal of the PI control circuit 52 and the output signal of the PI control circuit 38, and gives the addition result to the command of the rotational speed and direction of the left electric motor 49L to be described later. Output as a motor speed command signal SL.
[0023]
54 is a PI control circuit. 55 is a subtracter, which subtracts a rotational speed signal NL fed back from an encoder 50L described later from the output signal of the PI control circuit 54. Reference numeral 56 denotes a PI control circuit. A subtractor 57 subtracts a current detection signal SIL fed back from a current detector 48L described later from the output signal of the PI control circuit 56.
[0024]
58 is a PI control circuit. 59 is a PWM circuit having the same function as the PWM circuit 46 described above, and outputs a chopper voltage VL. An amplifier circuit 60 amplifies the chopper voltage VL output from the PWM circuit 59 and supplies it to the left electric motor 49L. The left electric motor 49L rotationally drives the left driving wheel 17L via the left shaft 16L shown in FIG.
The current detector 48L detects the drive current IL supplied to the left electric motor 49L, and feeds back the detection result to the subtractor 57 as a current detection signal SIL. The encoder 50L detects the rotational speed of the left electric motor 49L, and feeds back the detection result to the subtractor 55 as the rotational speed signal NL.
[0025]
Next, the operation of the electric transport vehicle according to the above-described embodiment will be described. This operation includes a manual travel mode driven by an operator and an automatic travel mode in which the vehicle travels automatically while being guided by a guide line G (see FIG. 2).
<< Manual driving mode >>
First, the manual travel mode will be described.
In FIG. 1, first, after a power switch (not shown) is turned on by an operator and then a manual / automatic switch (not shown) is switched to the manual side, the control device switches 37, 51 shown in FIG. The movable pieces 37c and 51c are put into the manual side terminals 37a and 51a, respectively.
[0026]
<Manual / forward operation>
Subsequently, the operator tilts the operation lever 18b in the C direction shown in FIG. 1 in a state where the operation lever 18b is at a substantially central position in the left-right direction in order to make the electric transport vehicle travel forward.
In this case, the steering control variable resistor VR1 outputs a substantially zero level manual steering signal Hs. Therefore, the manual steering signal generation circuit 30 outputs a zero level manual steering signal Hs', and a dead zone is generated. A “0” signal is output from the circuit 31.
[0027]
On the other hand, the manual speed signal Hv output from the speed control variable resistor VR2 gradually increases from 0 according to the operation of the operation lever 18b while taking a positive value. Here, when the level of the manual speed signal Hv is smaller than a certain value, a “0” signal is output from the dead band generating circuit 32. In this case, since the output of the OR gate circuit 33 is a “0” signal and the automatic travel mode signal Sa is “0”, the OR gate circuit 34 outputs a “0” signal. As a result, the contacts 45a and 45b of the switch 45 are turned off, the control signal is not supplied to the PWM circuits 46 and 59, and the motors 49R and 49L are not driven.
[0028]
Next, when the level of the manual speed signal Hv output from the speed control variable resistor VR2 becomes greater than a certain value, the dead zone generating circuit 32 outputs a “1” signal. In this case, the output of the OR gate circuit 33 becomes a “1” signal, and the OR gate circuit 34 outputs a “1” signal. As a result, the contacts 45a and 45b of the switch 45 are turned on, and the control signals output from the PI control circuits 44 and 58 are supplied to the PWM circuits 46 and 59, respectively. The PWM circuits 46 and 59 generate chopper voltages VR and VL based on the control signals, respectively, and supply them to the motors 49R and 49L via the amplifier circuits 47 and 60, respectively. As a result, the motors 49R and 49L are driven and the golf cart moves forward.
[0029]
<Manual / stop operation>
Next, when the operator releases the operation lever 18b, the level of the manual speed signal Hv output from the speed control variable resistor VR2 gradually decreases. When the level of the manual speed signal Hv becomes smaller than a certain value, the signal output from the dead zone generating circuit 32 changes from “1” to “0”.
As a result, the output of the OR gate circuit 33 becomes a “0” signal, the “0” signal is output from the OR gate circuit 34, the contacts 45a and 45b of the switch 45 are turned off, and a control signal is supplied to the PWM circuits 46 and 59. First, the motors 49R and 49L are stopped, and the golf cart is stopped.
[0030]
<Manual / reverse movement>
Next, the operator tilts the operation lever 18b in the D direction shown in FIG. 1 in a state where the operation lever 18b is at a substantially central position in the left-right direction in order to drive the electric transport vehicle backward.
In this case, the steering control variable resistor VR1 outputs a manual steering signal Hs of almost zero level, and the dead band generating circuit 31 outputs a "0" signal in the same manner as in the <manual / forward operation> operation. Is output.
[0031]
On the other hand, the manual speed signal Hv output from the speed control variable resistor VR2 gradually increases from 0 according to the operation of the operation lever 18b while taking a negative value. Here, when the absolute value of the manual speed signal Hv is smaller than a certain value, a “0” signal is output from the dead zone generating circuit 32. As a result, the contacts 45a and 45b of the switch 45 are turned off, the control signal is not supplied to the PWM circuits 46 and 59, and the motors 49R and 49L are not driven.
[0032]
Next, when the absolute value of the negative manual speed signal Hv output from the speed control variable resistor VR2 becomes larger than a certain value, the dead zone generating circuit 32 outputs a “1” signal. In this case, the output of the OR gate circuit 33 becomes a “1” signal, and the OR gate circuit 34 outputs a “1” signal. As a result, the contacts 45a and 45b of the switch 45 are turned on, and the control signals output from the PI control circuits 44 and 58 are supplied to the PWM circuits 46 and 59, respectively.
The PWM circuits 46 and 59 generate negative chopper voltages VR and VL based on the control signals, respectively, and supply the negative chopper voltages VR and VL to the motors 49R and 49L via the amplifier circuits 47 and 60, respectively. As a result, the motors 49R and 49L are driven in reverse and the golf cart moves backward.
[0033]
<Manual / right turn operation>
Further, when the golf cart is turned right during the forward traveling described above, the operator further tilts the operation lever 18b in the left-right direction at a substantially central position and in the C direction (see FIG. 1), and further in the A direction. (See Fig. 2)
As a result, a manual steering signal Hs (see FIG. 4A) that gradually increases from 0 according to the operation of the operation lever 18b while taking a positive value is output from the steering control variable resistor VR1. Is output.
When the level of the manual steering signal Hs is smaller than a certain value, the manual steering signal Hs ′ of 0 level is output from the manual steering signal generation circuit 30 by the conversion characteristic shown in FIG.
[0034]
When the absolute value of the manual steering signal Hs becomes larger than a certain value, the manual steering signal generation circuit 30 gradually increases from 0 according to the operation of the operation lever 18b while taking a positive value. 4 (B)) is output to the PI control circuit 38 via the dead zone generating circuit 31 and the switch 37, respectively.
The positive manual steering signal Hs ′ input to the PI control circuit 38 is subjected to proportional / integral control by the PI control circuit 38, and then to one input terminal of the subtractor 39 and the other input terminal of the adder 53. Entered.
[0035]
The subtractor 39 subtracts the positive output signal of the PI control circuit 38 from the positive output signal of the PI control circuit 52 and outputs the right electric motor speed command signal SR, while the adder 53 is the PI control circuit 52. Are added to the positive output signal of the PI control circuit 38 to output the left electric motor speed command signal SL. The left electric motor speed command signal SL is a signal that gives a speed command faster than the right electric motor speed command signal SR.
Accordingly, since the left electric motor 49L is driven to rotate forward at a speed faster than the right electric motor 49R, the golf cart turns right.
[0036]
<Manual / left turn operation>
Further, when the golf cart is turned to the left during forward traveling as described above, the operator further pushes the operation lever 18b in the B direction (see FIG. 1) at a substantially central position in the left and right direction. (See Fig. 2)
As a result, the manual steering signal generation circuit 30 generates a manual steering signal Hs (see FIG. 4A) that gradually increases from 0 according to the operation of the operation lever 18b while taking a negative value from the variable resistor VR1 for steering control. Is output.
Hereinafter, when the absolute value of the manual steering signal Hs becomes larger than a certain value by the same operation as the <manual / right turn operation>, the negative value is taken from the manual steering signal generation circuit 30 and the value from 0 is set according to the operation of the operation lever 18b. A gradually increasing manual steering signal Hs ′ (see FIG. 4B) is output to the PI control circuit 38 via the dead zone generating circuit 31 and the switch 37, respectively.
[0037]
The subtracter 39 subtracts the negative output signal of the PI control circuit 38 from the positive output signal of the PI control circuit 52 and outputs the right electric motor speed command signal SR, while the adder 53 is the PI control circuit 52. Are added to the negative output signal of the PI control circuit 38 to output the left electric motor speed command signal SL. Thus, the right electric motor speed command signal SR is a signal that gives a speed command faster than the left electric motor speed command signal SL. Therefore, since the right electric motor 49R is driven to rotate forward at a speed faster than the left electric motor 49L, the golf cart turns left.
[0038]
<< Automatic driving mode >>
<Auto / forward operation>
Next, the operation in the automatic travel mode in which the vehicle automatically travels while guiding the guide line G shown in FIG. First, after the operator places the electric transport vehicle on the guide line G, the operator turns on a manual / automatic switching switch (not shown) to the automatic side. As a result, the control device outputs an automatic travel mode signal Sa of “1” to the input terminal of the OR gate circuit 34 shown in FIG.
As a result, a "1" signal is output from the OR gate circuit 34, the switch 45 is driven, and the contacts 45a and 45b are turned on.
At the same time, the control unit switches the movable pieces 37c and 51c of the switching units 37 and 51 to the automatic terminals 37b and 51b, respectively.
[0039]
As a result, the automatic speed signal Av output from the resistor 36 is input to the PI control circuit 52 via the switch 51. Thereafter, the right electric motor 49R and the left electric motor 49L are driven to rotate forward at the same rotational speed in the same manner as in <manual / advance operation>, and the golf cart advances.
[0040]
<Auto / right shift correction operation>
If the guide sensor 13 is shifted to the right by the right shift amount DR with respect to the guide line G, the automatic steering signal generation circuit 35 uses the conversion characteristics shown in FIG. The automatic steering signal As is generated and output to the PI control circuit 38 via the switch 37. Hereinafter, in the same manner as the operation described in <manual / left turn operation>, the right electric motor 49R is driven to rotate forward at a rotational speed faster than that of the left electric motor 49L, so that the electric transport vehicle moves with respect to the guide line G. Drive left while correcting the right shift.
[0041]
As the right shift amount DR gradually decreases, the level of the negative automatic steering signal As output from the automatic steering signal generation circuit 35 (see FIG. 5) gradually decreases.
When the right shift amount DR becomes zero, the difference in rotational speed between the right electric motor 49R and the left electric motor 49L becomes zero, and the golf cart travels forward.
[0042]
<Auto / left shift correction operation>
If the guide sensor 13 is shifted to the left by the left shift amount DL with respect to the guide line G, the automatic steering signal generation circuit 35 uses the conversion characteristics shown in FIG. An automatic steering signal As is generated and output to the PI control circuit 38 via the switch 37. Thereafter, the left electric motor 49L is driven to rotate forward at a higher rotational speed than the right electric motor 49R by an operation reverse to the above-described <auto / right shift correction operation>, so that the electric transport vehicle moves to the guide line G. On the other hand, the vehicle travels to the right while correcting the left shift.
[0043]
As mentioned above, although one embodiment of the present invention has been described in detail with reference to the drawings, the specific configuration is not limited to this embodiment, and there are design changes and the like without departing from the gist of the present invention. Are also included in the present invention.
For example, in the electric transport vehicle according to the embodiment described above, the example in which the electric motor is used as the drive source has been described, but a small engine may be used instead.
[0044]
【The invention's effect】
According to the present invention, since the dead zone generating means is provided, the malfunction is eliminated, so that the operability is improved.
[Brief description of the drawings]
FIG. 1 is a side view showing an external configuration of an electric transport vehicle according to an embodiment of the present invention.
FIG. 2 is a rear view showing an external configuration of the electric transport vehicle according to the same embodiment.
FIG. 3 is a block diagram showing an electrical configuration of a control unit of the electric transport vehicle according to the same embodiment.
4 is a diagram illustrating characteristics of the manual speed signal Hv, the manual steering signal Hs, the manual steering signal generation circuit 30, and the dead zone generation circuits 31 and 32 shown in FIG. 3;
FIG. 5 is a diagram showing conversion characteristics of the automatic steering signal generation circuit 35 shown in FIG. 3;
FIG. 6 is a side view showing an external configuration of a conventional electric transport vehicle.
FIG. 7 is a circuit diagram showing an electrical configuration of a conventional electric vehicle.
[Explanation of symbols]
17R Right driving wheel 17L Left driving wheel 18a Joystick mechanism 18b Operation lever 30 Manual steering signal generation circuit 31, 32 Dead band generation circuit 33, 34 OR gate circuit 39 Subtractor 49R Right electric motor 49L Left electric motor 53 Adder Hs, Hs' Manual steering signal Hv Manual speed signal VR1 Steering control variable resistor VR2 Speed control variable resistor SR Right electric motor speed command signal SL Left electric motor speed command signal

Claims (2)

A first variable resistor for speed control;
A second variable resistor for steering control;
A resistor that outputs an automatic speed signal;
A guide sensor for detecting a guide wire laid on the ground;
An automatic steering signal generation circuit for outputting a right shift amount or a left shift amount with respect to the guide line as an automatic steering signal by an output of the guide sensor;
Operation control means for performing operation control based on the outputs of the first and second variable resistors, the resistor, and the automatic steering signal generation circuit ;
Traveling wheels driven and controlled by the operation control means;
The first signal is output when the absolute value of the output voltage of the first variable resistor is greater than or equal to a preset first constant value, and the second signal is output when the absolute value is less than or equal to the first constant value. First dead zone generating means;
The first signal is output when the absolute value of the output voltage of the second variable resistor is greater than or equal to a preset second constant value, and the second signal is output when the absolute value is less than or equal to the second constant value. A second dead zone generating means;
When the first signal is output from the first or second dead zone generating means, or when the automatic travel mode signal is output when the manual / automatic switch is turned on automatically, the operation control means Operation control means for setting
A first switch for switching a signal to be output to the operation control means to one of an output signal from the second variable resistor and an automatic steering signal from the automatic steering signal generation circuit;
A signal to be output to the operation control means, a second switch for switching to either an output signal from the first variable resistor or an automatic speed signal from the resistor ;
The second signal is a signal whose output voltage is 0 level;
Based on the output of the automatic driving mode signal, the switching device by the automatic steering signal switches the output signal from the generating circuit to output to the operation control means Rutotomoni, from the resistor by the second switching unit The driving wheel is driven and controlled based on the automatic steering signal and the automatic speed signal so that the electric transport vehicle follows the guide line in a state where the output signal is switched to output to the operation control means. An electric vehicle characterized by that. When the absolute value of the output of the second variable resistor is equal to or less than a certain value, a signal of 0 level is output. A steering signal generation circuit that outputs a sequentially changing voltage is provided,
2. The electric transport according to claim 1, wherein instead of the output of the second variable resistor, the output of the steering signal generation circuit is applied to the operation control unit and the second dead zone generation unit. car.

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