JPH09193826A - Golf cart - Google Patents

Abstract

PROBLEM TO BE SOLVED: To carry out stationary steering, etc., and suppress electric power consumption to the minimum during stoppage by operating a motor when operational force more than the specific value is detected by a sensor. SOLUTION: When a start command is NO (S1-S3), the output value of a torque sensor is judged whether it show more than its specific value 1 or not (S4). If it is more than specific value 1 YES, a steering motor is started in its drive owing to the torque sensor value so as to set timers 1, 2 for the purpose of stationary steering (S5). If a start command is NO under this state, the timer 1 starts its count (S6-S7). And when the timer 1 judges NO which is not 0 (S8), the output value of a torque sensor is judged whether it is less than specific value 2 or not (S9). If its is more than the specific value 2 NO, the set of the timer 2 is renewed and the state is returned to that prior to command (S6) and the steering motor is subjected to its continuous drive owing to a torque sensor value for the purpose of stationary steering.

Description

Detailed Description of the Invention

[0001]

TECHNICAL FIELD The present invention relates to a golf cart that can be manually driven.

[0002]

2. Description of the Related Art Conventionally, various types of golf carts for golf courses have been provided. For example, a hand-push type that uses human power by a caddy as a power source, and a non-ride type or a ride type that uses an electric motor or an engine as a driving force are widely used.

FIG. 1 shows an external view of a four-seater engine-type riding golf cart developed by the present applicant. This riding golf cart is an engine-driven type with a guide and manual switching means, and two people can ride in each of the front and rear. And, a golf bag can be loaded in the rear part, and a roof for sun protection and rain protection is installed in the upper part.

A control system diagram of a passenger golf cart is shown in FIG.
As shown in FIG. 2 and 3 are diagrams in which the microcomputer 2 of the control box 1 is divided into left and right, and a combination of both the figures is an overall view of the control system system diagram. The control system is
Schematically, the microcomputer 2 of the control box 1, the operation unit 3, the steering unit 4, the sensor unit 5, the power supply unit 6,
It is composed of an engine section 7, a parking section 8 and a main brake section 9.

When the passenger golf car having such a structure is automatically driven, the automatic driving mode is set by setting the automatic operation switching lever to "automatic". At that time, it detects the induced current flowing in the loop line buried along the cart road, reads the magnet, and runs on the cart road while performing automatic piloting, automatic acceleration / deceleration, and automatic stop. It is also possible to start and stop at any place using the remote control or the start / stop button. In addition, when a danger is detected by various safety devices, an emergency stop is made. When the automatic operation switching lever is set to "manual", the manual traveling mode is set, and the player can operate forward or backward by operating the steering wheel (steering) as in a normal riding cart.

[0006]

In these passenger golf carts, if the motor is continuously operated even when the motor is not running, the power consumption becomes too large. Therefore, the motor was not operated while the motor was stopped. . The reason for this is that in an electric golf cart, a large battery is required because the distance that can be traveled becomes shorter when a large amount of power is consumed while the golf cart is stopped.

Further, in an engine type golf cart, the engine sound is noisy and the engine is operated only when the vehicle is running. Therefore, unlike an ordinary automobile, the engine cannot perform power assist and the battery is charged only when the vehicle is running. Since it is not large, it was not desirable to operate the motor while stopped.

[0008] However, it is better to start the golf cart after carrying out stationary operation when putting the golf cart in and out of the cart house or rotating it in a narrow place, but the power assist does not work in the riding type and It was inconvenient for many caddies. In addition, the electric type was inconvenient because it could not even be completely stopped. The present invention has been made in order to meet the above-described demands, and an object thereof is to provide a golf cart that can easily perform steering steering and the like while suppressing power consumption during stoppage to a minimum. .

[0009]

In order to solve the above problems, a golf cart according to claim 1 of the present invention has a steering wheel, a motor for driving the steering wheel, and a sensor for detecting a steering operation force. This is achieved by operating the motor when an operating force equal to or higher than a predetermined value is detected during stop.

A golf cart according to claim 2 of the present invention is
Steering, a motor for driving the steering wheel, a steering wheel left / right operation detection switch, or means for detecting an operation amount of the steering wheel such as a volume control. When the sensor detects an operation amount of a predetermined value or more while the sensor is stopped, the motor is activated. It is achieved by

A golf cart according to claim 3 of the present invention is
It has a steering wheel, a motor for driving the steering wheel, and a sensor for detecting the steering wheel operating force, so that the motor is activated when the steering wheel operating force is large compared to the steering wheel operating force for operating the running motor. This is achieved by increasing the dead zone for operating force.

A golf cart according to claim 4 of the present invention is
Steering, a motor for driving the steering wheel, and a means for detecting a steering operation amount such as a steering wheel left / right operation detection switch or a volume control are provided. This is achieved by increasing the dead zone for the operation amount so that the motor operates when the steering operation amount is large.

A golf cart according to claim 5 of the present invention is
Steering, a motor for driving the steering wheel, a sensor for detecting the steering operation force, a switch for detecting the left / right operation of the steering wheel, or means for detecting the amount of steering operation such as a volume control are provided. Alternatively, when the operation amount is detected, the motor is operated, or the motor is operated when the steering operation force or the operation amount is large during the stop as compared with the steering operation force or the operation amount that operates the motor during traveling. As described above, in the case where the dead zone for the operation force or the operation amount is increased, it is achieved by stopping the motor after a predetermined time during the stop.

A golf cart according to claim 6 of the present invention is
Steering, a motor for driving the steering wheel, a sensor for detecting the steering operation force, a switch for detecting the left / right operation of the steering wheel, or means for detecting the amount of steering operation such as a volume control are provided. Alternatively, when the operation amount is detected, the motor is operated, or compared to the steering operation force or the operation amount that operates the motor during traveling,
In the case where the dead zone for the operation force or the operation amount is increased so that the motor operates when the steering operation force or the operation amount is large during the stop, the operation force or the operation amount below the predetermined value is continuously maintained for a certain period of time during the stop. This is achieved by stopping the motor when detected.

A golf cart according to claim 7 of the present invention is
Steering, a motor for driving the steering wheel, a sensor for detecting the steering operation force, a switch for detecting the left / right operation of the steering wheel, or means for detecting the amount of steering operation such as a volume control are provided. Alternatively, when the operation amount is detected, the motor is operated, or the motor is operated when the steering operation force or the operation amount is large during the stop as compared with the steering operation force or the operation amount that operates the motor during traveling. This is accomplished by reducing the motor output or the maximum output when the vehicle is stopped, compared to when the vehicle is running, while increasing the dead zone for the operating force or the operation amount.

[0016]

BEST MODE FOR CARRYING OUT THE INVENTION A steering motor control system will be described with reference to FIG. 4 by taking an engine type golf cart to which the present invention is applied as an example. FIG. 4 shows the control system of the steering unit 4, and the induction sensor is the first sensor, the second sensor, and the third sensor.
No. sensor, 10 is a torque sensor linked to the steering wheel, 11 is a steering motor, 12 is a bridge circuit for driving the steering motor, and 13 is a current detecting means. Although not shown, a means for detecting the amount of steering operation such as a left / right operation detection switch or a volume responding to the leftward or rightward rotation of the steering wheel is arranged.

First, the operation during automatic traveling will be described. The induction signals are detected by the left and right induction sensors (No. 1 and No. 2 sensors), amplified and detected, passed through a differential amplifier, a differential output is obtained, and analog input to the microcomputer 2. When a left shift is detected, the four FEs that make up the bridge circuit 12
Steering motor 11 by turning ON of T
Is rotated to the right, and if a right shift is detected, the FET,
Is turned on to rotate the steering motor 11 to the left to perform steering control so that the loop line is always in the center of the induction sensor. At this time, the lower FE
T is pulse-driven, and the duty of this pulse width is controlled by a PWM (pulse width modulation) method according to the shift amount,
Controls the torque of the motor to smooth the steering movement. Also, in order to quickly track even on curves etc.,
With the differential output, the PID calculation according to the vehicle speed is performed to determine the rotation direction and the duty.

Next, the operation during manual traveling will be described. Set the automatic operation switching lever to "manual" to set the manual drive mode,
When the steering wheel is operated, means for detecting the steering operation amount such as a switch or a volume responding to the leftward or rightward rotation of the steering wheel is activated. When the steering wheel is rotated to the left, the left operation switch or the means for detecting the operation amount of the steering wheel such as the volume is activated, and the four FETs constituting the bridge circuit 12 are turned on via the microcomputer 2. The steering motor 11 to the left.

When the steering wheel is rotated to the right, a means for detecting the amount of steering operation such as a right operation switch or a volume is activated, and among the four FETs forming the bridge circuit 12 via the microcomputer 2, The steering motor 11 is turned to "ON" to rotate the steering motor 11 to the right. As a result, power steering during steering wheel operation can be realized by using the steering motor 11 during automatic traveling. Further, the drive current of the steering motor 11 can be detected by the current detection means 13 and fed back to the microcomputer 2 to rotate the steering motor 11 in a constant torque control mode.

Further, when the operation switch is continuously turned on by rotating the steering wheel in either direction, the microcomputer 2 controls the microcomputer 2 to increase the current to the steering motor 11 and increase the torque based on the continuous time. can do. As a result, when it is necessary to rotate the cart to rotate the steering wheel for a long time, the steering motor 11 is driven with a large force.

Next, the case where a torque sensor is provided to detect the operating direction and the operating force of the steering wheel to the left or right will be described. The torque sensor 10 shown in FIG. 4 is attached to the steering wheel, and the relationship between the output of the torque sensor 10 and the rotation amount of the steering motor 11 is linear. Therefore, the operating force of the steering wheel is detected by the torque sensor, and when operating in the right direction, one of the four FETs forming the bridge circuit 12 is turned “ON” via the microcomputer 2 to turn the steering motor 11 in the right direction. Rotate to.

When the leftward operation is performed, among the four FETs forming the bridge circuit 12 via the microcomputer 2,
Is turned on and the steering motor 11 is rotated leftward. In this case, the drive voltage applied to the steering motor 11 should be a voltage corresponding to the output of the torque sensor 10, or in the case of PWM (pulse width modulation), a voltage determined by the duty corresponding to the output of the torque sensor 10. You can

As a result, when the turning force of the steering wheel is strongly required, for example, when the operation amount of the steering wheel is large or the road surface condition in which the contact resistance of the tire is large, the output of the torque sensor becomes large.
The drive current of No. 1 is detected by the current detection means 13 and fed back to the microcomputer 2, and the drive voltage, that is, the motor output is controlled by the microcomputer 2 in proportion thereto, and the steering motor 11 is operated at a torque corresponding to the output of the torque sensor 10. Can be rotated. The relationship is shown in FIG. 5A as the output of the steering motor during traveling.

Next, the operation of the riding golf cart of the present invention will be described in accordance with the flow of the control sequence shown in FIGS. 6 and 7 while making it possible to carry out stationary steering or the like while minimizing the power consumption during stoppage. FIG. 6 shows a control sequence applicable to the inventions of claim 1, claim 5, claim 6, and claim 7.

In the figure, when the golf cart is stopped in step S1, the steering motor is off as in step S2. In step S3, it is determined whether the golf cart has a start command, and if the start "YE
If “S”, the steering motor in step S15 is started to be driven by the torque sensor value, and the running state in step S16 is reached.

If the start command is "NO" in step S3, it is determined in step S4 whether the output value of the torque sensor is a predetermined value 1 or more, as shown in FIG. 5 (B). If "NO" that is less than or equal to the predetermined value 1, step S3
If the predetermined value is 1 or more and "YES", the process proceeds to step S5, and the steering motor is driven by the torque sensor value to set the timer 1 and the timer 2 at the same time. .

In this state, when a start command "YES" is given to the golf cart in step S6, the steering motor in step S15 is immediately driven by the torque sensor value, and the running state in step S16 is reached. If the start command is "NO", the timer 1 starts counting in step S7. Then, in step S8, it is determined whether or not the timer 1 has become 0, and if the timer 1 is 0 "YES", it is determined that the steering stationary state has continued for a long time and is in a bad state, and the steering motor is turned on in step S13. Turn off.

In this state, when a start command "YES" is issued to the golf cart in step S14, the steering motor in step S15 is immediately started to be driven by the torque sensor value, and the running state of step S16 is reached. If the start command is "NO", the process returns to the step 14 before the start command, and the steering motor remains in the off state.

On the other hand, if it is determined in step S8 that the timer 1 is not 0 and "NO", the next step S9 is executed.
Then, as shown in FIG. 5B, it is determined whether or not the output value of the torque sensor is equal to or less than the predetermined value 2. If the output value of the torque sensor is "NO" equal to or greater than the predetermined value 2, the timer 2 set is updated to return to before the start command in step S6, and the steering motor is continuously driven by the torque sensor value for stationary steering. .

If it is determined in step S9 that the output value of the torque sensor is equal to or smaller than the predetermined value 2 "YES", the timer 2 starts counting in step S11, and whether the timer 2 reaches 0 in step S12 is determined. If the timer 2 is 0 “YES”, the steering motor is turned off by returning to the previous stage of step S2, assuming that the steering wheel is in a bad state.

In the relationship between the steering torque sensor value and the motor output shown in FIG. 5, the detection element in the left and right directions of the steering wheel, which corresponds to the horizontal axis, is not limited to the operation force by the torque sensor. It may be a means for detecting the steering operation amount such as, and the invention of claim 2 is achieved by this means.

On the other hand, if it is determined in step S12 that the timer 2 is not 0 but "NO", the process returns to the step S6 before the start command, and the steering motor is continuously driven by the torque sensor value for stationary steering. Here, in step S5, when the steering motor is started to be driven by the torque sensor value for stationary steering, the motor output or the maximum output is set to be smaller than that during traveling. The invention of 7 is achieved.

Next, a control sequence of another embodiment shown in FIG. 7 will be described. FIG. 7 shows a control sequence applicable to the inventions of claim 3, claim 5, claim 6, and claim 7.

In the figure, when the golf cart is stopped in step S1, the steering motor is started by the torque sensor in the stop pattern as in step S2. Here, the stop pattern in which the steering motor is started to drive is, as shown in FIG.
Left or right of the steering wheel sensor that detects the steering operation force so that the steering motor operates when the steering operation force or operation amount is large when the vehicle is stopped, compared to the steering operation force or operation amount that operates the steering motor during traveling. A pattern in which a dead zone for the operation force or the operation amount detected by a means for detecting the operation amount of the steering such as the operation detection switch or the volume is increased.

In step S3, it is determined whether or not there is a start command in the golf cart, and if the start is "YES", the steering motor in step S15 is started to be driven by the torque sensor value in the running pattern. The running state of S16 is reached. Step S
If the start command is "NO" in step 3, it is determined in step S4 whether the output value of the torque sensor is equal to or greater than the predetermined value 1 as shown in FIG. If the predetermined value is 1 or less, "YES", the process returns to the start command in step S3. If the predetermined value is "NO", the process proceeds to step S5, and timers 1 and 2 are set.

In this state, when a start command "YES" is given to the golf cart in step S6, the steering motor in step S15 is immediately driven by the torque sensor value shown in FIG. Reach the running state. The start command is "N
If “O”, the timer 1 starts counting in step S7. Then, in step S8, the timer 1 is set to 0.
If the timer 1 is 0 (YES), the steering motor is turned off in step S13 on the assumption that the steering stationary state has continued for a long time and is in a bad state.

In this state, when a start command "YES" is issued to the golf cart in step S14, the steering motor in step S15 is immediately driven by the torque sensor value in the running pattern shown in FIG. 5 (A). As a result, the traveling state of step S16 is reached.
If the start command is "NO", the process returns to the step 14 before the start command, and the steering motor remains in the off state.

On the other hand, if it is determined in step S8 that the timer 1 is not 0 and "NO", the next step S9 is executed.
Then, it is determined whether or not the output value of the torque sensor is equal to or less than the predetermined value 2 as shown in FIG. If the output value of the torque sensor is equal to or more than the predetermined value 2 "NO", the set of the timer 2 is updated to return to before the start command in step S6, and the steering motor is set to be stationary.
Drive continues according to the torque sensor value in the stop pattern.

If it is determined in step S9 that the output value of the torque sensor is "YES" or less than the predetermined value 2, the timer 2 starts counting in step S11, and it is determined in step S12 whether the timer 2 has reached 0. If the timer 2 is 0 “YES”, the process returns to the previous stage of the start command in step S3 so that the steering motor does not become an unnecessary state and becomes a bad state.

On the other hand, if it is determined in step S12 that the timer 2 is not 0 and is "NO", the process returns to before the start command in step S6, and the steering motor is in the drive start state by the torque sensor value in the stop pattern. Get burned. Here, in step S2, when the steering motor is started to be driven by the torque sensor value in the stop pattern, the motor output or the maximum output is set to be smaller than that during traveling. The invention is accomplished.

In the relationship between the steering torque sensor value and the motor output shown in FIGS. 5A, 5B, and 5C, the horizontal steering axis detection element, which corresponds to the horizontal axis, is the operating force of the torque sensor. Of course, the steering operation amount such as the steering wheel left / right operation detection switch or the volume may be used. Also,
Thus, the invention of claim 4 is achieved.

[0042]

As described above, in the conventional case, it is better to start the golf cart after the stationary running when the golf cart is put in or taken out in the cart house or when the golf cart is rotated in a narrow space. Power assist does not work, it is inconvenient for caddies with many women, and the electric type can not even be completely stopped, but this is also inconvenient,
In the present invention, even if the elderly person or the female person can easily operate the steering wheel while keeping the electric power consumption during the stop to the minimum and also having the power steering function by also using the steering motor, the stationary steering etc. It is possible to provide a golf cart that can be easily performed. Further, even if the operation amount of the steering wheel is large or the road surface condition requires a large operation force, the steering motor appropriately outputs the operation force according to the force, so that a golf cart with high maneuverability is provided. You can

[Brief description of the drawings]

FIG. 1 is an external view of a riding golf cart.

FIG. 2 is a control system diagram of a riding golf cart.

FIG. 3 is a control system diagram of a riding golf cart.

FIG. 4 is a control system of a steering unit.

FIG. 5A is a relationship between a steering torque sensor value and a motor output (during running).

FIG. 5 (B) Relationship between steering torque sensor value and motor output (during stop).

FIG. 5 (C) Relationship between steering torque sensor value and motor output (during stop).

FIG. 6 is an example of a control sequence while the golf cart is stopped.

FIG. 7 is another example of the control sequence during stop of the golf cart.

[Explanation of symbols]

 1 ... Control box 2 ... Microcomputer 3 ... Operation part 4 ... Steering part 5 ... Sensor part 6 ... Power supply part 7 ... Engine part 8 ... Parking part 9 ...・ Main brake unit ・ ・ Torque sensor 11 ・ ・ Steering motor 12 ・ ・ Motor drive bridge circuit 13 ・ ・ Current detection means

 ─────────────────────────────────────────────────── ─── Continuation of front page (72) Inventor Tomohiro Yamada 2-5-5 Keihan Hondori, Moriguchi City, Osaka Sanyo Electric Co., Ltd. (72) Koji Morimoto, 2-5 Keihan Hondori, Moriguchi City, Osaka Prefecture No. 5 Sanyo Electric Co., Ltd. (72) Inventor Kazuhisa Matsumoto 2-5-5 Keihan Hondori, Moriguchi City, Osaka Prefecture Sanyo Electric Co., Ltd. (5) No. 5 Inventor, Michio Koji 2 Keihan Hondori, Moriguchi City, Osaka Prefecture 5-5, Sanyo Electric Co., Ltd.

Claims (7)

[Claims] 1. A golf club, comprising: a steering wheel, a motor for driving the steering wheel, and a sensor for detecting a steering operation force, and activating the motor when the operation force of a predetermined value or more is detected while the sensor is stopped. cart. 2. The golf cart according to claim 1, wherein a sensor for detecting a steering operation force is used in place of a left / right operation detection switch of a steering wheel or a means for detecting a steering operation amount such as a volume control. 3. A steering, a motor for driving the steering, and a sensor for detecting the steering operation force are provided, and when the steering operation force is large when the vehicle is stopped, the steering operation force is large as compared with the steering operation force for operating the motor during traveling. A golf cart having a large dead zone for operating force so that the motor operates. 4. The golf cart according to claim 3, wherein a sensor for detecting a steering operation force is replaced with a left / right operation detection switch of a steering wheel or means for detecting an operation amount of the steering wheel such as a volume knob. 5. The golf cart according to claim 1, wherein the motor is stopped after a predetermined time during the stop. 6. The golf cart according to claim 1, wherein the motor is stopped when a sensor input of a predetermined value or less is continuously detected for a predetermined time during the stop. 7. The motor output or the maximum output is reduced when the vehicle is stopped compared to when the vehicle is running.
The golf cart according to claim 4.