KR20030003014A - Automatic guided vehicle - Google Patents

Abstract

PURPOSE: To provide an unmanned carrier equipped with a guide sensor capable of accurately receiving a signal from a guide line. CONSTITUTION: This unmanned carrier is controlled by a control circuit 13 to travel along the center of a pair of guide sensors 33 for detecting a guide line 49 embedded on a road, and for controlling the steering of front wheels 4, and the sum and difference of the signals of the pair of guide sensors 33 are calculated so that when the sum is not more than a prescribed value, it is possible to decide that the unmanned carrier is running off the guide line 49.

Description

Unmanned Carrier Vehicle {Automatic guided vehicle}

The present invention relates to an unmanned carrier vehicle which is provided with an inductive sensor and steered along the guideline by the inductive sensor.

Conventionally, in such an unmanned carrier vehicle, as shown in Japanese Patent Application Laid-Open No. 2000-148245, an induction sensor steered together with a steering wheel is provided, and a pair of induction sensors are detected on the induction line, and the detected values of both induction sensors are Drive while steering the wheel to achieve the same. In addition to the inductive sensor, a detection coil is provided at approximately the center of the pair of inductive sensors, and the magnetic field strength from the induction line can be detected to detect whether or not an unmanned carrier is present on the inductive line. And it is known that when the signal value from this guide line falls below a predetermined value, it judges that it came out of the guide line, and it stops and controls.

However, in such a configuration, the need for three inductive sensors increases the production cost, and there is a concern that accurate detection may not be possible due to a shift in the mounting position of the detection coil.

An object of the present invention is to provide an unmanned carrier vehicle having an induction sensor which can accurately receive a signal from an induction line at low cost.

According to the structure of Claim 1 of this invention, a pair of induction sensors which detect the induction line embedded in the road surface and rotate with a steering wheel, detect the signal from the induction sensor, and center the center of the pair of induction sensors An unmanned carrier vehicle having a control circuit for steering control of a steering wheel to travel, characterized in that a judging means is provided for judging whether or not the unmanned carrier vehicle exists on the guide line based on a signal from the inductive sensor. ．

With the above-described configuration, the pair of induction sensors detect the distance from the induction line, and the induction sensors travel while steering the steering wheel so that the distances from the induction line are the same. Then, based on the signal of the pair of induction sensors, it is determined whether or not an unmanned carrier is present on the induction line. If it is on the guidance ship, the vehicle continues to be driven by the guidance sensor.

Further, according to Claims 2 and 3, the judging means judges from the calculation value of the sum and difference of the detected values of the pair of inductive sensors, performs steering based on the difference between the inductive sensors of each other, and Steer your car to zero. At this time, the sum of the two sensors is also input, and when the calculated value does not exceed the predetermined value, the two coils are farther than the guide line, and the judging means judges that the wheel is separated from the unmanned carrier.

In addition, according to the configuration of claim 4, the control for steering the steering wheel to detect the guide line embedded in the road surface, and the steering wheel to travel on the guide line by detecting a signal from the induction sensor and one inductive sensor that rotates with the steering wheel Circuitry, and when the signal from the induction sensor is below a predetermined value, the steering motor is operated either to the left or right of the induction sensor, and steering the steering wheel based on the detection level of the induction sensor at that time. do.

The above-described configuration is arranged such that the induction sensor is positioned on the induction line while driving, and the steering motor is operated left and right in a state where the signal from the induction sensor is below a predetermined value, for example, starting from the induction line. Steer the inductive sensor on the guideline by the detection level.

According to the configuration of claim 5, the inductive sensor is characterized in that for detecting the alternating magnetic field generated by the current flowing in the induction line.

According to the sixth aspect of the present invention, there is provided a braking means for applying a braking force to the unmanned vehicle, and when the judging means determines that the unmanned vehicle is not present on the guide line, the braking means is stopped by the braking means. It is done.

The braking means operates and stops when the unmanned carrier moves out of the guide line by the above configuration.

According to the configuration of claim 7, the braking means is operated after a predetermined time from this determination when it is determined that the unmanned carrier does not exist on the guide line.

According to this configuration, since the braking means operates when the predetermined time has elapsed, the braking means does not stop when the wheel is disengaged, but stops when the disengagement of the wheel after the predetermined time elapses is determined.

Furthermore, according to the configuration of claim 8, the steering motor is controlled by a control amount in accordance with a magnitude shifted from the center of the guide line of the unmanned carrier, so that it operates in a control amount in accordance with the magnitude shifted from the guide line and It becomes easy to drive along.

1 is a control block diagram showing an embodiment of the present invention.

2 is an overall perspective view of the same golf cart body.

3 is a schematic view of a main part of a golf cart body showing a first embodiment of the present invention.

4 is a waveform showing the received signal of the same inductive sensor.

5 is a flowchart for performing steering control based on a signal from the same inductive sensor.

Fig. 6 is a flowchart when the same golf cart body stops.

7 is a time table showing the control amount of the same steering motor.

Fig. 8 is a schematic view of the main part of a golf cart body showing a second embodiment of the present invention.

9 is a waveform showing a received signal of the same inductive sensor.

10 is a flowchart for performing steering control based on signals from the same inductive sensor.

Explanation of reference numbers indicating major parts

49: induction line

４: Steering wheel (front wheel)

33: inductive sensor 13: control circuit

13: Judgment means (control circuit) # 25: steering motor

24: braking means (parking brake) 23: braking means (brake motor)

With reference to the drawings, an embodiment of a golf cart is described with reference to the drawings of the unmanned transport vehicle of the present invention.

First, a block diagram of a control circuit in a golf cart is shown in FIG. 1, and an overall perspective view of the golf cart body is shown in FIG.

1 is a golf cart main body equipped with a golf bag, which has a manual mode in which a user can ride and drive and an automatic mode in which a user can travel according to a guide line 49 embedded in a road surface described later. The golf cart body 1 drives the traveling motor 17 with a drive source.

2 is a base installed in the main frame (not shown) and installed in the front-rear direction of the main body 1, and the base 2 is steered to perform the seat 3 and steering for the user to ride. Front wheels (4) made of wheels and rear wheels (5) made of driving wheels are provided.

6 is a steering wheel for steering the front wheel 4 by the user, which is installed at an operable position when the user sits in the seat 3 when the manual mode is selected.

7 is a carrier for mounting the golf bag is installed so that the inclined rear portion is extended to the rear of the golf cart body (1).

8 is a front cowl made of resin covering the connection portion between the handle 6 and the front wheel 4, and the front cowl 8 is provided with a lid 9 at the center thereof and the lid ( 9) When opening, it consists of consumable trunk for putting golf ball and glove.

10 is a transparent resin front seal provided on the upper part of the front cowl 8 at the front of the main body 1, and is disposed behind the upper part of the front seal 10, and the upper part of the seat 3 A resinous loop 11 is provided. Moreover, the back part of the said loop 11 is supported by the two support | pillars 12 provided upward rather than the said carrier 7 vicinity.

The block diagram of the following control circuit will be described.

13 is a control circuit for controlling the running of the golf cart main body 1, and the control circuit 13 is composed of a main CPU 14 which is a microcomputer, an induction sensor processing CPU 15, and a magnet sensor processing CPU 16. The main CPU 14 generates and outputs a signal in order to perform control for driving, control for steering, control for braking, and the like. The inductive sensor processing CPU 15 describes the induction sensor described later. A microcomputer for processing the signal from 33, and the magnet sensor processing CPU 16 is a microcomputer for processing the signal from the magnet sensor 32 described later. The main CPU 14 Is connected to the induction sensor processing CPU 15 and the magnet sensor processing CPU 16 by serial communication. In this manner, the control circuit 13 is constituted by a plurality of microcomputers to calculate the processing speed. Well as faster is only partially damaged, such as the even replacing the damaged microcomputer when looking in addition to the effect that the repair is easy.

17 is a driving motor which is a driving source for rotationally driving the rear wheel 5, the driving motor 17 is a motor controller 19 based on a signal from the main CPU 14 using the driving battery 18 as a power source. It is driven by PWM control using. The running battery 18 is also provided with a charger 20 for charging and can be appropriately charged when the first round is completed by the charger 20. It is a control battery for performing, and the said control battery 21 can be charged simultaneously by the said charger 20. 22 is an automatic / manual detection means which is installed on the front of the seat 3 and detects the switching of the driving mode by the replacement of a user's switch or the like, and the automatic / manual detection means 22 is a driving mode selected by the user. Is input to the main CPU 14.

23 is a brake motor for adjusting the braking force of the disk brake (not shown) which is operated by the hydraulic force installed in the front wheel 4 and the rear wheel 5, the brake motor 23 is from the main CPU (14) PWM is controlled by the signal of.

24 is a parking brake which is an electromagnetic brake for stopping the main body 1. The parking brake 24 is braked when energized and braked by a spring force when not energized. The braking force is applied to the drive system near the traveling motor 17 and operates to fix the rear wheel 5.

25 is a steering motor connected to the main CPU 14, the steering motor operating based on a control signal from the main CPU 14, the steering motor 25 driving force of the steering motor 25 only when the automatic mode is selected. By steering the front wheel (4), and when the manual mode is selected, the force of the steering motor 25 is assisted by applying the force of the person operating the steering wheel (6).

26 is a handle motor which is installed in the middle of the handle (6) shaft and electrically controls the connection between the handle (6) and the front wheel (4) during automatic mode selection and manual mode selection. When the steering wheel 6 is replaced, the handle 6 is fixed so as not to be operated. When the steering wheel 6 is replaced in the manual mode, the front wheel 4 is steered in accordance with the operation of the handle 6 to be electrically operated.

27 is a brake switch configured to output a signal when a user operates a brake pedal (not shown). When the signal from the brake switch 27 is output at the time of automatic mode selection, the brake motor (27) The parking brake 24 is operated after a predetermined time elapses after the signal is outputted so that the 23 is operated.

28 is a brake home switch for detecting the initial operation of the brake motor 27 operation amount, and when this switch 28 is inserted, it detects that the disc brake is not operating.

29 is a brake limit switch for detecting the end of operation of the brake motor 27 operation amount, and when the brake limit switch 29 is operating, it detects that the brake amount of the disc brake is operating to the maximum.

30 is brake oil detecting means for detecting whether the hydraulic pressure of the brake is appropriate.

31 is an inclination sensor installed in the golf cart body 1 and detecting the inclination angle of the golf cart body 1, and the inclination sensor 31 converts the detected inclination angle into a voltage value and inputs it to the main CPU 14. And based on this value, control at the start and stop is performed.

32 is a magnet sensor that detects the magnetic field of the magnet embedded near the induction line 49. The magnet sensor 32 detects and pulses whether the magnetic pole of the magnet is the S pole or the N pole, and pulses the magnet sensor processing CPU 16 with the magnet sensor. Enter it.

33 is a pair of inductive sensors installed in the golf cart body 1 and rotating at the same time to the left and right at the same time as the steering of the steered front wheel 4. The inductive sensor 33 detects a magnetic field from the inductive line 49. And the front wheels 4 are steered so that the detection levels of the inductive sensors 33 are the same. Therefore, when the front wheel 4 is steered, the induction sensor 33 is also rotated from side to side, so that the induction line 49 is steered to be positioned at the center of the pair of induction sensors 33.

34 is a cart guard composed of a receiver installed at the front of the golf cart body 1 and a radio transmitter installed at the rear part, the cart guard 34 receiving electromagnetic waves from the transmitter of the golf cart body 1 at the front and The parking brake 24 is controlled to operate when the reception level, i.e., the predetermined distance, is reached.

35 is an ultrasonic sensor that detects an obstacle in front of the ultrasonic wave, and the ultrasonic sensor 35 is also configured to operate the parking brake 24 when the distance to the obstacle becomes a predetermined distance.

36 is an encoder for detecting the number of revolutions of the rear wheel 5, and the signal detected by the encoder 36 is input to the main CPU 14. The rear wheel 5 is different from the encoder 36. The sub-encoder 37 is also provided for detecting the number of revolutions of the signal. The signal of the sub-encoder 37 is also input to the main CPU 14, and whether or not the encoder 36 is operating normally based on this signal. It is provided for judging, or for use as a main encoder when the encoder 36 is abnormal.

38 is a torque sensor which is provided on the shaft of the handle 6 and detects the operating torque by the operation of the handle 6. The torque sensor 38 is connected to the main CPU 14, and the operating torque is input as an electric signal. The steering motor 25 is operated according to the magnitude of this torque.

39 is a bumper switch installed at the bumper 40 provided in front of the golf cart main body 1 and operated when an obstacle light is joined to the bumper 40. When the signal from the bumper switch 39 is input, the main CPU The signal is input to (14).

41 is an Excel switch which outputs a signal to the main CPU 14 when an Excel operation of a user installed near the Excel is being performed, and the Excel switch 41 is a signal from the Excel switch 41 at the time of automatic driving mode selection. It is supposed to oscillate by input.

42 is a forward / backward switch installed at a position where a user can operate and instructs the direction of travel by the user. The forward / backward switch 42 is connected to the main CPU 14, and is selected as one of forward and backward. When a signal is input, the travel motor 17 is driven to travel in the direction indicated.

43 is a start stop switch for instructing the start and stop of the golf cart body 1 when the auto mode is installed at the user's operable position and the start stop switch 43 is operated when the signal of the start stop switch 43 is operated. The CPU 14 is input to the CPU 14, and the driving motor is driven to start and stop based on this signal input.

44 is a remote control receiver for receiving a signal from a remote control to remotely start and stop the golf cart body 1, and the remote control control receiver 44 is also connected to the main CPU 14 and travels by the received signal. In addition, the remote controller is provided with one operation button and a signal is output when the operation button is pressed. When a signal is input while the golf cart body 1 is traveling, a stop control is performed and a signal is stopped. Is input, oscillation control is performed.

45 is a display unit provided at a position that comes to the front when the user rides on the seat 3, the display unit 45 is such that the battery remaining amount or the indicator of the selected driving mode is displayed.

Next, the operation in the above-described configuration will be described.

Selection of the manual mode is detected by the automatic manual detection means 22, and when the driving starts, the traveling motor 17 is driven by the driving force according to the operation amount of the Excel when operating the Excel. ) And the vehicle starts to travel. The parking brake 24 is released at the same time as driving starts.

When the motor is stopped, the parking brake 24 is operated when the brake motor 23 is operated by the braking amount corresponding to the brake operation amount and the encoder 36 detects that the speed of the car is zero.

As for steering while running, the front wheel 4 is steered in accordance with the operation of the handle 6, and at the same time, the operating torque of the handle 6 is detected by the torque sensor 38 at the same time. According to this torque, the driving force is provided to drive the steering motor 25 and to assist the operating force of the handle 6.

Next, the case where the automatic mode is selected will be described.

When the start stop switch 43 is pressed while the vehicle is stopped, the parking brake 24 is released and the drive motor 17 starts to drive. At this time, the traveling speed is based on the speed indication signal from the magnet embedded in the road surface. Then, the vehicle is steered and driven along the guide line 43 embedded in the road surface by the operation of the induction sensor 33 described later. When the start stop switch 43 is pressed during driving, the golf cart body 1 regenerates. Braking is performed, and the brake motor 23 and the parking brake 24 are stopped.

Next, the operation of the steering portion in the automatic mode will be described based on FIG.

46 is an induction sensor arm provided with the induction sensor 33 at the distal end, and the arm 46 is connected to rotate simultaneously with the left and right steering of the front wheel 4. The middle of the arm 46 The gear 47 is installed in the gear 47, and the gear 47 is engaged with the gear 48 provided on the output shaft of the steering motor 25.

In steering of the golf cart main body 1, when the automatic mode is selected, the magnetic field from the guide line 49 embedded in the road surface is detected by the pair of induction sensors 33 while traveling, and the signals of the two induction sensors 33 are detected. The front wheels 4 are steered so that the level of the same is the same. When the specific signal flow is explained, the magnetic field generated from the induction line 49 is received by each of the induction sensors 33, and the induction sensor processing CPU 15 ) Is entered. The signal levels of the two inductive sensors 33 are compared to calculate the deviation of the left and right, and the steering motor 25 from the main CPU 14 so that the center of the pair of inductive sensors 33 is on the inductive line 49. Signal is outputted, and the front wheel 4 is steered by the steering motor 25. The guide line 49 is positioned at the center of the two induction sensors 33 by steering the front wheel 4. Is controlled.

Next, a method of judging whether or not the golf cart body 1 is positioned on the guide line 49 by the pair of inductive sensors 33 will be described based on FIG. 4 or FIG.

The waveform shown in Fig. 4 represents the signal level received by the induction sensor 33, the horizontal axis represents the distance from the induction line 49, and the vertical axis represents the magnitude of the received signal.

The graph shown in (A) shows the signal magnitude of each of the left and right induction sensors 33, and the induction sensor R33 (right induction sensor) is received at an upper position of the induction line 49 spaced a predetermined distance to the left. The level is intended to be the largest. In addition, the induction sensor L33 (left induction sensor) has the largest reception level at a position separated by a predetermined distance to the right.

The graph shown in (B) is a waveform obtained by calculating the signal sum of the induction sensor R33 and the induction sensor L33 and graphing the horizontal axis and the vertical axis equal to (A).

The graph shown in (C) is a waveform in which the signal difference between the induction sensor R33 and the induction sensor L33 is calculated and graphed. The horizontal and vertical axes are the same with (A) and (B).

The description of A and -A written in the graph of the above-described waveform indicates a reference value for determining the deviation of the wheel from the guide line 49 of the golf cart body 1 and the signal size of the induction sensor 33 is set to this value. It is judged that the wheel breaks off when it does.

Next, the steering control of the golf cart main body 1 is demonstrated based on the flowchart of FIG.

First, the reception signal of the induction sensor R33 is transmitted to the induction sensor processing CPU 15 (S1), and then the reception signal of the induction sensor L33 is transferred to the induction sensor processing CPU 15 (S2). The difference between the induction sensor R33 and the induction sensor L33 is calculated (S3) and the sum is calculated (S4).

At this time, it is determined whether or not the sum of the induction sensors 33 exceeds A (absolute value), which is the dismounting level (S5). If the signal level is larger than A, that is, the signal level at which the wheel does not deviate, FIG. Reference is made to the table data shown in (S6), and control is performed based on this data (S7).

On the other hand, when the sum of the induction sensors 33 does not exceed A, which is the disengagement level (S5), the golf cart body 1 determines that the wheel is departed from the guide line 49, and the state of the disengaged wheels is determined for a predetermined time. If it has not elapsed, the control proceeds to S7 and the steering motor 25 control is performed. At this time, the disengagement level is determined, and since the RL value exceeds 200 of the maximum value, the electricity to the steering motor 25 is 100%. The control continues to the maximum value. When this state continues after a predetermined time elapses (S8), the golf cart body 1 determines that the wheel is disengaged (S9) and shifts to stop control (S10).

Next, the stop control will be described based on FIG.

In the above-described flowchart, when the stop control is made or when the start stop switch 43 is pressed while driving in the automatic mode, and when the signal from the brake switch 27 is input in the automatic mode, the traveling motor 17 The operation of the brake motor 23 is maximized and decelerated (S1). After deceleration, it is determined whether the signal from the encoder 36 detects the speed zero of the vehicle. (A2) If the non-zero state continues for a predetermined time (S3), the parking brake 24 is operated and forcibly stopped (S4). If the speed of the car reaches zero within the predetermined time, the parking brake occurs at that time. Operation 24 stops it (S4).

As described above, it is possible to judge whether or not the golf cart body 1 is present on the guide line 49 while performing steering based on the signal of the pair of inductive sensors 33. This can reduce the cost and reduce the cost.

In addition, since the signal from the pair of induction sensors 33 can be detected, and the wheels can be departed by the sum and difference of the signals, it is possible to drive by simple calculation.

Next, a second embodiment will be described based on FIGS. 8 to 10.

First, the steering portion will be described with reference to Fig. 8. The same reference numerals are used for the same parts as in Fig. 3, and the description thereof will be omitted. In the case where the induction sensor 33 is formed in a pair beyond the induction line 49 in FIG. 9, the induction sensor 33 is different in that one induction sensor 33 is provided on the induction line 49.

Next, the waveform shown in FIG. 8 represents the signal level received by the induction sensor 33, and as in FIG. 4, the horizontal axis represents the distance from the induction line 49 and the vertical axis represents the magnitude of the received signal.

In the case of Fig. 9, since the two inductive sensors 33 are not used as in Fig. 4, the signal level is the highest when one inductive waveform 33 is placed on the inductive line 49 with one waveform. ．

The descriptions of B and -B written in the vertical axis in the graph of the above-described waveforms are allowable ranges in which the golf cart body 1 can travel approximately straight with respect to the guide line 49, and is out of this range. It is the set value that can be judged that surface steering control is necessary.

Next, the steering control of the golf cart main body 1 is demonstrated based on the flowchart of FIG.

First, the reception signal of the induction sensor 33 is transmitted to the induction sensor processing CPU 15 (S1), and it is judged whether the signal level is more than the predetermined value B (S2). It is determined that (1) is traveling on the guide line 49, and the vehicle returns to S1 and continues to run. However, if it is less than or equal to the predetermined value B, it is determined to be out of the guide line 49 (S2), and the steering motor ( 25) operates only 10% of PMW on the right side (S3) and inputs the signal level of the induction sensor 33 once more (S4), and determines whether it rises above the previous level (S5). It is judged that it is located on the guide line 49 by turning on, and operates the steering motor 25 at PMW10% on the right side further (S6). At this time, the level of the induction sensor 33 is input (S7) and received. It is determined whether or not the level is equal to or greater than the predetermined value B (S8). When it is judged that the main body 1 of the golf cart S8 is located on the guide line 49, it returns to S1 and continues steering. When it does not become more than the predetermined value B, it is judged whether or not the predetermined time has elapsed ( S9), if it is within the predetermined time, the motor returns to S6 and operates the steering motor 25 to the right. However, when the driving of the right steering motor 25 does not reach the predetermined value B, it is determined that the wheel is out of position. (S10) Stop control is performed (S11). The stop control performed here is performed based on the flowchart shown in FIG.

Further, when driving the steering motor 25 on the right side in S5, if the signal level does not increase, it is determined that the vehicle is turning in reverse, and the steering motor 25 is driven on the left side (S12). Input the reception level of (S13) and determine whether the reception level is greater than or equal to the predetermined value B (S14), and if it is greater than or equal to the predetermined value B, it is determined that the golf cart body 1 has returned above the guide line 49 Steering continues. However, if it does not exceed the predetermined value B, it is determined whether a predetermined time has elapsed as in S9 (S15), and if it is within a predetermined time, the control returns to S12 and the steering motor 25 is operated to the left. However, when the steering motor 25 continues to the left and does not reach the predetermined value B, it is determined that the wheel has come off (S10) and stop control is performed (S11). Also performed based on the flowchart shown in FIG. 6 described before.

In S3 of this embodiment, the steering is performed to the right when the predetermined level is lower than the predetermined level. However, the steering may be performed to the left or it is easy if it is possible to determine which side of the induction line 49 is displaced. If it is set but it does not affect driving, setting values such as 5% or 20% do not matter much.

In this way, it is possible to detect the departure of the wheel from the guide line 49 by using one induction sensor 33 for performing steering along the guide line 49. Can be reduced.

According to claim 1 of the present invention, since judging means for judging whether or not said unmanned carrier vehicle exists on an induction line based on a signal from an induction sensor for controlling steering is provided, two induction sensors for steering are provided. It is possible to determine whether or not there is an unmanned carrier on the induction line, and there is an effect that one induction sensor can be reduced as compared with the prior art.

Further, according to Claims 2 and 3, the judging means judges from the sum of the detected values of the pair of inductive sensors and the calculated values of the difference, so that the running control can be performed by simple control without greatly changing the conventional configuration.

According to claim 4, when the signal from one induction sensor is below a predetermined value, the steering motor is operated to shift the induction sensor from side to side, and the steering wheel is steered based on the detection level of the induction sensor at that time. Since the steering and the wheel deviation determination are performed by the induction sensor, it has the effect of reducing the two induction sensors compared with the prior art.

According to claim 5, since the inductive sensor detects an alternating magnetic field generated by the current flowing in the induction line, it is possible to perform control using conventional equipment by changing only the control of the unmanned vehicle.

Further, according to claim 6, a control means for applying a braking force is provided for an unmanned transport vehicle, and when the determination means determines that the unmanned transport vehicle does not exist on the guide line, it is stopped by the braking means. Has the effect of.

According to claim 7, the braking means is operated after a predetermined time from the determination when the unmanned carrier is not present on the guide line. Therefore, when the vehicle is returned to the guide line within the predetermined time, it continues to travel and does not return to the guide line. Only when the vehicle is stopped, it is possible to stop the vehicle at the minimum and smoothly.

In addition, according to claim 8, since the steering motor is controlled by a control amount according to the size deviating from the center of the guide line of the unmanned carrier vehicle, the steering motor operates with a control amount according to the deviation amount from the guide line, and the driving is facilitated according to the guide line.

Claims (8)

Unmanned with a pair of induction sensors that detect guide lines embedded on the road surface and rotate simultaneously with the steering wheel, and a control circuit that detects signals from the induction sensors and steers and controls the steering wheels to travel in the center of the pair of induction sensors As a carrier, And an determining means for determining whether or not the unmanned carrier is present on the guide line based on a signal from the inductive sensor. The method of claim 1. And said determining means determines the sum of the pair of inductive sensor detection values and the calculated value of the difference. The method of claim 2, And said determining means judges that the wheel is disengaged if the sum of said induction sensors is less than or equal to a predetermined value. And a control circuit for detecting a guide line embedded in the road surface and steering control of the steering wheel to travel on the guide line by detecting a signal from the inductive sensor and a signal from the inductive sensor. When the signal from the induction sensor is below a predetermined value, the steering motor is operated to either the left or right of the induction sensor, and steering the steering wheel based on the detection level of the induction sensor at that time. . The method according to claim 1 or 4, And the inductive sensor detects an alternating magnetic field generated by a current flowing in the inductive line. The method according to claim 1 or 4, The driverless vehicle is provided with control means for applying a braking force, And said stopping means stops by said braking means when it is determined that said determining means does not exist on said guide line of said unmanned carrier. The method of claim 6, And the braking means is operated after a predetermined time from the determination when it is determined that the unmanned carrier does not exist on the guide line. The method according to claim 1 or 4, And the steering motor is controlled by a control amount corresponding to a deviation from the center of the guide line of the unmanned carrier.