utility vehicles

Abstract

A multi-purpose vehicle comprises: a travel device including front wheels and rear wheels, a steering device provided on the front wheels, and a driving source for driving the front wheels and / or rear wheels; an operating member for operating at least one of the travel devices; a control device for controlling the travel device; and a mode switching unit, which switches between a manual operation mode for driving in accordance with an operation of the operating member and an automatic driving mode for automatically driving according to a prescribed driving path by the control device without operating the operating member.

Description

Technical Field

[0001] The present disclosure relates to utility vehicles. Background Art

[0002] A utility vehicle that can travel on rough terrain is used, for example, for transporting crops, etc., for monitoring work in a field, etc. It is assumed that such work is performed repeatedly and regularly while traveling along a predetermined travel route.

[0003] In recent years, various technologies for autonomous driving in automobiles have been proposed. For example, Patent Document 1 below discloses a system for autonomously driving a vehicle along a predetermined route. This system eliminates the need for human intervention during driving along the predetermined route.

[0004] Prior art literature:

[0005] Patent Literature:

[0006] Patent Document 1: Japanese Patent Application Laid-Open No. 2020-13379. Summary of the Invention

[0007] Problems to be solved by the invention:

[0008] Such conventional autonomous driving vehicles do not require human intervention within a predetermined driving route, but have the problem of difficulty in temporarily changing the route or applying (diverting) the vehicle to other tasks.

[0009] Therefore, an object of the present disclosure is to provide a utility vehicle that can be flexibly used among utility vehicles that can automatically travel along a predetermined travel path.

[0010] Means of solving the problem:

[0011] According to one form of the multi-purpose vehicle disclosed herein, there is provided: a travel device including front wheels and rear wheels, a steering device provided on the front wheels and a driving source for driving the front wheels and / or the rear wheels; at least one operating member for operating the travel device; a control device for controlling the travel device; and a mode switching unit for switching between a manual operation mode and an automatic travel mode, wherein the manual operation mode is to perform travel corresponding to the operation of the operating member, and the automatic travel mode is to perform automatic travel according to a prescribed travel path through the control device without the need for operating the operating member.

[0012] Effects of the invention:

[0013] According to the present disclosure, a mode switching unit can be used to switch between a manually operated mode in which the vehicle drives in response to the operation of an operating element and an automatic driving mode in which the vehicle automatically drives along a predetermined route without requiring any operation of the operating element. Therefore, the automatic driving mode can be used for routine tasks, eliminating the need for manual operation and reducing the workload. Furthermore, the manually operated mode can be used as a manually operated multi-purpose vehicle as needed for temporary tasks. Therefore, the present disclosure allows for flexible use of a multi-purpose vehicle capable of automatically driving along a predetermined route. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] Figure 1 is a schematic left side view showing a utility vehicle according to one embodiment;

[0015] Figure 2 It shows Figure 1 A schematic block diagram of a control system of a utility vehicle is shown;

[0016] Figure 3A This is a schematic diagram showing an example of a start operation unit according to the present embodiment;

[0017] Figure 3B This is a schematic diagram showing an example of a start operation unit according to the present embodiment;

[0018] Figure 3C This is a schematic diagram showing an example of a start operation unit according to the present embodiment;

[0019] Figure 3D This is a schematic diagram showing an example of a start operation unit according to the present embodiment;

[0020] Figure 4 1 is a flowchart for illustrating the flow of control mode switching processing according to the present embodiment;

[0021] Figure 5 It is a plan view showing an example of a travel area of ​​the utility vehicle according to the present embodiment. DETAILED DESCRIPTION

[0022] Hereinafter, the embodiment will be described with reference to the accompanying drawings. Throughout the drawings, the same or corresponding elements are denoted by the same reference numerals and repeated descriptions will be omitted.

[0023] (Vehicle structure)

[0024] Figure 1 It is a schematic left side view of a utility vehicle showing one embodiment. Figure 1 The utility vehicle 1 shown (hereinafter referred to as the vehicle) includes a pair of left and right front wheels 2 and a pair of left and right rear wheels 3. The front wheels 2 and rear wheels 3 support a body frame 4. The body frame 4 is a pipe frame formed by connecting a plurality of pipes.

[0025] The vehicle body frame 4 supports the front seats 5A and rear seats 5B. The front seats 5A include the driver's seat. The seats are not limited to two rows; a single row is also possible. The front seats 5A are equipped with front seat belts 27A, and the rear seats 5B are equipped with rear seat belts 27B. The vehicle body frame 4 is configured to surround a passenger space C encompassing the front seats 5A and rear seats 5B. In other words, the passenger space C is defined by the vehicle body frame 4. An engine hood 6 is positioned in front of the passenger space C (front seats 5A). The engine hood 6 is supported on the front portion of the vehicle body frame 4 and can be opened and closed from above to cover the space between the left and right front wheels 2.

[0026] A front side door 7A is provided on the side of the front seat 5A, and a rear side door 7B is provided on the side of the rear seat 5B. These side doors 7A and 7B are supported by the vehicle body frame 4. Each side door 7A and 7B rotates around a rotation axis provided at the front end relative to the vehicle body frame 4 to open and close. In this way, passengers can get on and off the vehicle 1. Figure 1 The center side doors 7A and 7B are shown with their inner sides (passenger space C side) visible.

[0027] A loading platform 8 is located behind the passenger space C (rear seat 5B). The rear portion of the vehicle body frame 4 supports the loading platform 8. A drive source 9 supported by the vehicle body frame 4 is located below the loading platform 8. Drive source 9 is, for example, an engine. Alternatively, drive source 9 may be an electric motor or a combination of an engine and an electric motor. Drive source 9 drives the drive wheels (front wheels 2 and / or rear wheels 3).

[0028] A first operating element 10, consisting of an accelerator pedal and a brake pedal, is provided below and in front of the driver's seat (in the driver's foot area). Operating the accelerator pedal changes the driving force of the drive source 9. Braking devices (not shown) are provided on the front wheels 2 and rear wheels 3, and operating the brake pedals decelerates the vehicle 1. Thus, the first operating element 10 serves as an operating element for accelerating or decelerating the vehicle 1.

[0029] A steering system 11 is provided on the front wheels 2. Furthermore, a handle 12 serving as a second operating element is provided in front of the driver's seat in the front seat 5A. The handle 12 is connected to the steering system 11. Operation of the handle 12 causes the steering system 11 to operate, steering the front wheels 2. Thus, the second operating element serves as an operating element for changing the direction of the vehicle 1.

[0030] The vehicle 1 also includes a transmission (not shown) connecting the drive source 9 and the drive wheels. The transmission changes the speed ratio or the driving direction (forward or reverse) based on operation of a third operating element such as a shift lever (not shown).

[0031] As described above, the travel device 14 for driving the vehicle 1 includes the front wheels 2, rear wheels 3, steering device 11, drive source 9, brake device, transmission device, etc. In addition, the operating elements for operating the travel device 14 include first operating elements, second operating elements, and third operating elements.

[0032] The vehicle 1 also includes a control device 13 for controlling a travel device 14. The control device 13 is connected to various sensors, described below. The control device 13 obtains detection values ​​from the various sensors. The control device 13 includes a processor, volatile memory, nonvolatile memory (memory), and an I / O interface. The control device 13 is an electronic circuit that implements various controls by performing computations using the volatile memory and the processor based on programs stored in the nonvolatile memory.

[0033] (Structure of control system)

[0034] Figure 2 It shows Figure 1 A schematic block diagram of a control system of a utility vehicle is shown. Figure 2 As shown, the control device 13 is connected to various sensors. These sensors include a first group 41 of sensors that detect the vehicle state of the travel system, including the operating elements and the travel device 14, and a second group 42 of sensors that detect other vehicle states. Hereinafter, the first group 41 of sensors and the second group 42 of sensors are collectively referred to as a vehicle state detection unit 44.

[0035] The sensors in the first group 41 include, for example, an accelerator pedal position sensor 15, a brake force sensor 16, a steering angle sensor 17, a drive source rotational speed sensor 18, and a vehicle speed sensor 19. The accelerator pedal position sensor 15 detects the amount of accelerator pedal operation. The brake force sensor 16 detects the amount of brake pedal operation. The steering angle sensor 17 detects the direction and amount of handlebar 12 operation. The drive source rotational speed sensor 18 detects the rotational speed of the output shaft of the drive source 9. The vehicle speed sensor 19 detects the speed of the vehicle 1.

[0036] The second group 42 of sensors includes, for example, a front side door sensor 20 , a rear side door sensor 21 , a front seat sensor (a first seat occupancy sensor) 22 , a rear seat sensor (a second seat occupancy sensor) 23 , a front seat belt sensor (a first seat belt sensor) 24 , a rear seat belt sensor (a second seat belt sensor) 25 , and an emergency button 26 .

[0037] The front side door sensors 20 are respectively installed on the left and right front side doors 7A or on the vehicle body facing the left and right front side doors 7A to detect the opening and closing of the corresponding front side door 7A. The rear side door sensors 21 are respectively installed on the left and right rear side doors 7B or on the vehicle body facing the left and right rear side doors 7B to detect the opening and closing of the corresponding rear side door 7B.

[0038] The front seat sensor 22 is located below the front seat 5A and detects whether a passenger is seated in the front seat 5A. The rear seat sensor 23 is located below the rear seat 5B and detects whether a passenger is seated in the rear seat 5B. The front seat belt sensor 24 detects whether the front seat belt 27A is fastened. The rear seat belt sensor 25 detects whether the rear seat belt 27B is fastened.

[0039] The emergency button 26 transmits an emergency signal when pressed by an occupant or when contacted by an object. The emergency button 26 includes a first button 26A located inside the passenger compartment C and a second button 26B located outside the vehicle 1. The first button 26A is located, for example, in the center of the handlebar 12 or on the back of the front seat 5A. The first button 26A may also be located on the instrument panel 27 in front of the front seat 5A. The first button 26A is not limited to these examples and may be located in a position where it can be pressed by occupants of the front seat 5A or rear seat 5B.

[0040] Second buttons 26B are located, for example, at the four corners of the exterior surface of vehicle 1. For example, the front second button 26B is located on the bumper 28 provided at the front of vehicle 1. For example, the rear second button 26B is located at the rear end of loading platform 8. Second buttons 26B are not limited to these examples and may be located at locations suitable for detecting contact between vehicle 1 and an object (such as an obstacle). Additionally or alternatively, second buttons 26B may be located, for example, on the top surface (such as the roof) or side surfaces (such as the outer surfaces of side doors 7A and 7B) of vehicle 1, which are suitable for detecting a rollover of vehicle 1.

[0041] (Switching driving modes)

[0042] In addition to the various sensors described above, the control device 13 is also connected to a mode switching unit 50. The mode switching unit 50 switches between a manual operation mode in which the vehicle drives in response to the operation of an operating element and an automatic driving mode in which the control device 13 drives the vehicle automatically along a predetermined driving route without requiring the operation of an operating element.

[0043] The mode switching unit 50 transmits a mode switching signal to the control device 13 based on an authentication operation (described later). The mode switching signal includes a first signal indicating that a first authentication operation for the manual operation mode has been authenticated, or a second signal indicating that a second authentication operation for the automatic driving mode has been authenticated. The control device 13 switches the control mode between the manual operation mode and the automatic driving mode in response to the received mode switching signal.

[0044] The mode switching unit 50 includes the authentication units 31 and 32 and the startup operation unit 33, described below. The authentication units 31 and 32 include a processor, volatile memory, nonvolatile memory (memory), and an I / O interface. They are electronic circuits that implement various controls by using the volatile memory to perform computations based on programs stored in the nonvolatile memory. Alternatively, the controller 13 can perform computations within the mode switching unit 50. In other words, the authentication units 31 and 32 can be functional blocks of the controller 13.

[0045] In manual operation mode, the control device 13 controls the travel device 14 based on the driver's input to various operating elements. For example, the control device 13 adjusts the output of the drive source 9 based on the accelerator opening, which is detected by the sensor 15 in response to the driver's operation of the accelerator pedal (for example, the throttle opening in the case of an engine). Furthermore, for example, the control device 13 adjusts the steering angle of the steering device 11 based on the steering angle and steering direction, which are detected by the steering angle sensor 17 in response to the driver's operation of the handlebar 12.

[0046] On the other hand, in the automatic driving mode, the control device 13 performs automatic driving according to a predetermined driving route without requiring any operation of the operating elements. For example, the vehicle 1 includes a front space detection unit 29 for detecting the state of the driving space in front of the vehicle 1 and a vehicle position detection unit 30 for detecting the vehicle's position.

[0047] The forward space detection unit 29 includes, for example, at least one of a camera, various radar sensors, and laser sensors. The control device 13 analyzes the forward space based on image data captured by the camera and / or distance data measured by various radar or laser sensors. The control device 13 controls the travel device 14 based on the results of the forward space analysis. For example, if there is an obstacle ahead, the control device 13 controls the drive source 9 and / or the brake device (not shown) to slow down or stop the vehicle 1, or controls the steering device 11 to change the direction of travel of the vehicle 1.

[0048] The vehicle position detection unit 30 includes, for example, a GPS cable. The control device 13 stores pre-set driving route data in its memory. The control device 13 reads the driving route data in automatic driving mode and controls the driving device 14 to drive along the driving route based on the vehicle position information from the vehicle position detection unit 30. Furthermore, the control device 13 fine-tunes the driving route based on the aforementioned forward space analysis results. For example, if an obstacle is detected ahead, the control device 13 may reroute the driving route.

[0049] The automatic driving of the vehicle 1 is not limited to the above as long as it is a driving control that does not require the operation of an operating element. For example, the memory of the control device 13 may store data of a predetermined driving sequence. The driving sequence data is, for example, data of a combination of a driving direction and a driving distance, for example, data of a driving sequence (list) such as (1) go forward 100 meters, (2) turn left 90 degrees, (3) go forward 50 meters, etc.

[0050] The driving route or driving sequence data can be obtained by, for example, a user setting and inputting the driving route in advance on a mobile terminal (e.g., a tablet terminal) that can communicate with the vehicle 1 via a communication network. The setting and input information is then transmitted to the control device 13 of the vehicle 1 via a predetermined server device. Alternatively, an operation terminal connected to the control device 13 and used by the user to set and input the driving route can be mounted on the vehicle 1.

[0051] (Example of the Certification Department)

[0052] Mode switching unit 50 includes a first authentication unit 31 for executing the manual operation mode and a second authentication unit 32 for executing the automatic driving mode. These authentication units 31 and 32 are electrically connected to a start-up operation unit 33 and receive information obtained by start-up operation unit 33 for starting vehicle 1. Furthermore, first authentication unit 31 and second authentication unit 32 may be functional blocks within a single processor or may be implemented by separate processors. Figures 3A to 3D 1 is a schematic diagram showing an example of a start operation unit according to the present embodiment. The start operation unit 33 is provided at a predetermined position near the handle 12 of the instrument panel 27 .

[0053] Figure 3A In this example, the activation operation unit 33 includes two slots 36 and 37 into which card keys 34 and 35 serving as authentication media can be inserted. Each card key 34 and 35 has an integrated IC chip for near-field communication and authentication. The authentication code stored in the IC chip is different for the first card key 34 and the second card key 35. Furthermore, each slot 36 and 37 includes a communication unit (data receiving unit) (not shown) for near-field wireless communication (NFC or RFID) with the card keys 34 and 35.

[0054] The first authentication unit 31 authenticates the execution of the manual operation mode when the first key card 34 is inserted into the first slot 36. The second authentication unit 32 authenticates the execution of the automatic driving mode when the second key card 35 is inserted into the second slot 37. Furthermore, the vehicle 1 can be started by simply inserting the corresponding key card 34 or 35 into the first slot 36 or the second slot 37, or by turning on a predetermined start switch after the key card 34 or 35 is inserted. The shapes of the first slot 36 and the second slot 37 (or the shapes of the first key card 34 and the second key card 35) can also be identical. Alternatively, the first slot 36 can accept the first key card 34 but not the second key card 35, while the second slot 37 can accept the second key card 35 but not the first key card 34.

[0055] As mentioned above, Figure 3A The example illustrates a configuration using keys 34 and 35 corresponding to two slots 36 and 37, respectively. Alternatively, a common key may be used for both slots 36 and 37. In this case, the first authentication unit 31 authenticates the execution of the manual operation mode when the common key is inserted into the first slot 36. The second authentication unit 32 authenticates the execution of the automatic driving mode when the common key is inserted into the second slot 37.

[0056] Again, such as Figure 3B As shown, a common slot 38 may be provided for both key cards 34 and 35. In this case, the first authentication unit 31 authenticates the execution of the manual operation mode when the first key card 34 is inserted into the common slot 38. The second authentication unit 32 authenticates the execution of the automatic driving mode when the second key card 35 is inserted into the common slot 38.

[0057] Other, Figure 3A and Figure 3B In the example, a card key is used as the authentication medium, but the present invention is not limited to this. For example, an IC card or IC tag with a built-in IC chip for near-field communication and authentication may also be used. Alternatively, a physical key (cylinder lock) inserted into a keyhole may be used as the authentication medium.

[0058] Figure 3C In the example shown, the start operation unit 33 includes a cylindrical lock 39 having a key slot 39a. A corresponding key 40 is inserted into the key slot 39a and rotated a predetermined angle about the cylindrical axis, thereby starting the vehicle 1. This start operation unit 33 includes a first position A and a second position B as key positions for starting the vehicle.

[0059] The first authentication unit 31 authenticates the execution of the human operation mode when the key 40 is in the first position A. The second authentication unit 32 authenticates the execution of the automatic driving mode when the key 40 is in the second position B.

[0060] Other, Figure 3C In the example, the position rotated a predetermined angle in the first direction (clockwise) from the initial position (start-up closing position) is the first position A, and the position further rotated a predetermined angle in the first direction from the first position A is the second position B. Alternatively, the position rotated a predetermined angle in the first direction (clockwise) from the initial position may be the first position A, and the position rotated a predetermined angle in the second direction (counterclockwise) from the initial position may be the second position B.

[0061] In the above example, the activation operation unit 33 is illustrated as using the card key 34, 35 or the key 40, but instead, the activation operation unit 33 may be as follows: Figure 3D As shown, a code input unit 43 for inputting an authentication code for activation may be further provided. Figure 3D In the example of FIG. 4 , the code input unit 43 includes a keyboard 43 a for inputting an authentication code and a display unit 43 b for displaying the input authentication code.

[0062] Figure 3D In the example, the first authentication code A for the manual operation mode and the second authentication code B for the automatic driving mode are set to different codes. When the authentication code input into the code input unit 43 by the first authentication unit 31 is the first authentication code A, the operation is authenticated as being executed in the manual operation mode. When the authentication code input into the code input unit 43 by the second authentication unit 32 is the second authentication code B, the operation is authenticated as being executed in the automatic driving mode.

[0063] (Switching process flow)

[0064] Figure 4 This is a flowchart for illustrating the flow of control mode switching processing in this embodiment. Figure 4 The switching process shown is performed when the user starts the vehicle 1. The starting operation of the vehicle 1 is performed, for example, Figure 3A In the example of FIG, the start switch (not shown) is pressed while any of the key cards 34 and 35 is inserted into any of the slots 36 and 37 .

[0065] During the startup operation, the first authentication unit 31 and the second authentication unit 32 of the mode switching unit 50 each perform the above-described authentication. The mode switching unit 50 transmits a mode switching signal corresponding to the authentication result to the control device 13. The mode switching signal includes either an authentication success signal (a signal indicating a switch to manual operation mode) from the first authentication unit 31, an authentication success signal (a signal indicating a switch to automatic driving mode) from the second authentication unit 32, or an authentication failure signal (a startup error signal). The authentication failure signal is transmitted, for example, when the corresponding key card 34 or 35 is not inserted into the slots 36 or 37, or when a key card 34 or 35 is inserted into both slots 36 or 37.

[0066] When the control device 13 receives the mode switching signal, it determines whether it represents an authentication success signal from the first authentication unit 31 (step S1). If the mode switching signal represents an authentication success signal from the first authentication unit 31 (yes in step S1), the vehicle 1 starts and is set to the human-operated mode (step S2). The control device 13 then receives an operational input from the operating element (step S3). This allows the vehicle 1 to travel as the user boards and drives it.

[0067] If the mode switching signal is not an authentication success signal from the first authentication unit 31 (No in step S1), the mode switching signal is determined to be an authentication success signal from the second authentication unit 32 (step S4). If the mode switching signal is an authentication success signal from the second authentication unit 32 (Yes in step S4), the vehicle 1 is started and set to the automatic driving mode (step S5). The control device 13 then sets a driving route (step S6).

[0068] If a driving route is pre-stored in memory, the driving route can be set by reading it. If no driving route is stored in memory, or if the vehicle is traveling along a different route than the previous one, the driving route can be re-set. In this case, for example, vehicle 1 can set the route using a mobile terminal connected via wireless or wired communication.

[0069] For example, a map is displayed on the mobile terminal, and route points and destinations are input on the map. A computer, comprised of the mobile terminal or control device 13, executes a driving route setting program. The computer sets a driving route based on the input route points and destination information, the vehicle's position, and terrain information pre-stored in correspondence with the map. Furthermore, for example, if the vehicle 1 is to cruise within a predetermined area, the cruise area can be input on a map, allowing the computer to set a driving route that travels throughout the cruise area.

[0070] After the driving route is set, the control device 13 begins automatic driving (step S7). If the mode switching signal is not an authentication success signal from the second authentication unit 32 (step S4 returns No), that is, if the mode switching signal is an authentication failure signal (a start error signal), the start of the vehicle 1 is aborted, and a notification unit (not shown) provided on the vehicle 1 notifies the user that the start has failed (step S8). The notification unit may be, for example, a warning light or a monitor (neither shown) provided on the instrument panel 27.

[0071] With the above configuration, the mode switching unit 50 switches between a manually operated mode in which the vehicle drives in response to the operation of an operating element and an automatic driving mode in which the vehicle automatically drives along a predetermined route without requiring any operation of the operating element. Therefore, the automatic driving mode can be used for routine tasks, eliminating the need for manual operation and reducing the workload. Furthermore, the manually operated mode can be used as needed for temporary tasks, allowing the vehicle to be used as a manually operated utility vehicle 1. Therefore, the above configuration allows for flexible use of the utility vehicle 1 capable of automatically driving along a predetermined route.

[0072] Furthermore, as described above, in this embodiment, the vehicle 1 is started in different ways when it is driven in manual mode and when it is driven in automatic mode. This prevents the user from switching driving modes against their will. For example, this prevents erroneous operation by children or other individuals other than the driver or vehicle administrator.

[0073] In addition, when the vehicle 1 is used in the automatic driving mode, it is assumed that the vehicle 1 is driven in an unpopulated place such as a farm or a foreman's field. Figure 1 As shown, it is assumed that the vehicle 1 is used with the side doors 7A and 7B not fully opened or locked, making it relatively easy for a third party to enter the passenger space C. Therefore, depending on the usage of the vehicle 1, it is necessary to take measures to prevent mischief or theft of the vehicle 1 by a third party during the automatic driving mode.

[0074] Therefore, in this embodiment, the mode switching unit 50 maintains the automatic driving mode even if an operation is performed on an operating element during the automatic driving mode. For example, in the automatic driving mode, even if the control device 13 detects an operation input to the accelerator pedal or the handlebar 12 based on a signal from the accelerator opening sensor 15 or the steering angle sensor 17, the mode switching unit 50 does not cancel the automatic driving mode.

[0075] As described above, in this embodiment, after the control device 13 starts the automatic driving mode control, the automatic driving mode is not released unless an appropriate mode switching operation is performed. Therefore, it is possible to prevent mischief or theft of the vehicle 1 by a third party.

[0076] Furthermore, the control device 13 may also disable at least some of the operational inputs to the operating elements in the automatic driving mode. For example, in the automatic driving mode, when the control device 13 detects an operational input to the accelerator pedal based on a signal from the accelerator opening sensor 15, the control device 13 disables the operational input and continues automatic driving. Furthermore, the control device 13 may also enable at least some of the operational inputs to the operating elements in the automatic driving mode. For example, in the automatic driving mode, when the control device 13 detects an operational input to the brake pedal based on a signal from the brake amount sensor 16, the control device 13 controls the driving device 14 to decelerate in accordance with the brake amount. Furthermore, when the operational input to the brake pedal disappears, driving in the automatic driving mode may be resumed. Thus, in this embodiment, the automatic driving mode is not released and is maintained regardless of whether the operational input to the operating elements is valid.

[0077] In addition, if Figure 3A or Figure 3B For example, if different authentication media (card keys 34, 35) are required for switching the control mode, the control mode cannot be switched without the authentication medium (first card key 34) for the human operation mode. Figure 3D As in the example of , the structure that requires different authentication codes for switching of the control mode is also the same. According to such a structure, it is possible to further suppress mischief or theft of the vehicle 1 by a third party.

[0078] Other, Figure 3A In a modified embodiment using a common key card, each control mode can be executed while the common key card is removed from the corresponding slots 36 and 37 after the control mode is switched. In this case, while the vehicle 1 is driving in the automatic driving mode, no key card is inserted into either slot 36 or 37. To switch the control mode from the automatic driving mode to the manual operation mode, the key card must be inserted into the slot (first slot 36) again. Without the common key card, the control mode cannot be switched.

[0079] Likewise, if Figure 3C In this example, when the control mode is switched based on the rotational position of key 40, key 40 can be removed from the rotational position (at least the second position B corresponding to the automatic driving mode) after the control mode is switched, and the corresponding control mode can be executed in this state. In this case, while vehicle 1 is driving in the automatic driving mode, key 40 is not inserted into key slot 39a of lock 39. When the control mode is switched from the automatic driving mode to the manual operation mode, key 40 must be inserted into key slot 39a again. Without key 40, the control mode cannot be switched.

[0080] Such a structure can further suppress mischief or theft of the vehicle 1 by a third party.

[0081] (Parking control of a vehicle during automatic driving)

[0082] Furthermore, in this embodiment, the control device 13 can control the driving device 14 to stop the vehicle 1 in the automatic driving mode based on the detection results of the various sensors described above. Specifically, the control device 13 controls the driving device 14 to stop the vehicle 1 when the vehicle state detection unit 44 detects a predetermined state that may affect the automatic driving of the vehicle 1 in the automatic driving mode.

[0083] For example, if the control device 13 determines that the detection value of any one of the accelerator position sensor 15, the brake amount sensor 16, or the steering angle sensor 17 exceeds a predetermined reference value as a predetermined state, the control device 13 deems that the occupant has performed an operation contrary to automatic driving and controls the travel device 14 to stop the vehicle 1. Alternatively, in the case of an operation of a predetermined one of the plurality of operating elements, such as the braking operation, the vehicle may not be stopped but the operation input may be permitted and the travel device 14 may be controlled accordingly.

[0084] Furthermore, the predetermined state may include a situation where the vehicle 1 is traveling in the automatic driving mode and the side doors 7A and 7B are opened and closed, and the corresponding side door sensors 20 and 21 detect an open state. Furthermore, the predetermined state may include a situation where the vehicle 1 is traveling in the automatic driving mode and the seat sensors 22 and 23 detect that the corresponding seats 5A and 5B are occupied.

[0085] In addition, the specified state may also include when the vehicle 1 starts to travel in the automatic driving mode (before the start of driving or before a specified period of time after the start of driving), when the seat sensors 22, 23 detect that the occupant is sitting in the corresponding seat 5A, 5B, when the occupant stands up, etc., and when the seat sensors 22, 23 detect that the occupant is leaving the corresponding seat 5A, 5B.

[0086] Furthermore, the predetermined state may include the seat belt sensors 24 and 25 that detect the fastened state of the seat belts 27A and 27B detecting that the seat belts 27A and 27B are released while the vehicle 1 is traveling in the automatic driving mode. Furthermore, the predetermined state may include the state in which the first button 26A, which is an emergency button located in the passenger space C, is pressed. Furthermore, the predetermined state may include the state in which the second button 26B, which is an emergency button located outside the vehicle 1, comes into contact with an object.

[0087] The details of parking control are not particularly limited. For example, upon detecting a predetermined condition, the control device 13 may control the vehicle to stop quickly by shutting off the output of the drive source 9 or applying the brakes. Alternatively, the control device 13 may determine whether the vehicle 1 is safely parked, continue automatic driving until the vehicle 1 is safely parked, and then perform parking control when the vehicle 1 is determined to be safely parked.

[0088] Examples of safe parking conditions include: the vehicle 1's longitudinal and / or lateral tilt being below a predetermined reference value; the steering angle of the steering device 11 being below a predetermined reference value; the vehicle speed being below a predetermined reference value; or the vehicle 1 being outside a predetermined prohibited parking area. After parking control, the power supply may be shut off. Alternatively, upon detecting a predetermined condition, the control device 13 may shut off the power supply, thereby bringing the vehicle 1 to an emergency stop.

[0089] In this manner, when an abnormality occurs during automatic driving of vehicle 1, vehicle 1 is stopped, thereby ensuring the safety of the occupants. Furthermore, for example, when seats 5A and 5B are newly detected as occupied or when side doors 7A and 7B are detected as open, there is a concern that a third party may intrude into the passenger space C of vehicle 1. Therefore, vehicle 1 is stopped to prevent mischief or theft by the third party.

[0090] (Switching to automatic driving mode is prohibited)

[0091] In the present embodiment, even when a correct operation for executing the automatic driving mode is performed, the mode switching unit 50 cannot switch to the automatic driving mode (drive in the automatic driving mode) if a predetermined condition is satisfied.

[0092] That is, the mode switching unit 50 allows switching to the automatic driving mode within a predetermined driving area, and prohibits switching to the automatic driving mode outside the driving area. Figure 5 It is a plan view showing an example of a travel area of ​​the utility vehicle according to the present embodiment.

[0093] Figure 5 In this example, vehicle 1 is used to perform predetermined work in a work area WA (e.g., a material storage area) located far from a home H. Vehicle 1 is stored in a garage G at home H, located far from the work area WA. When performing work, vehicle 1 travels on a road (e.g., a highway) R0 between garage G and the work area WA toward the work area WA. Within the work area WA, vehicle 1 performs, for example, material transport operations and surveillance (patrolling) of the work area WA.

[0094] Figure 5In the example, the work area WA is pre-set to the driving area SA. When the mode switching unit 50 authenticates the execution operation of the automatic driving mode by the second authentication unit 32, it determines whether the current position of the vehicle 1 is within the driving area SA. If the current position of the vehicle 1 is within the driving area SA, the mode switching unit 50 permits the switch to the automatic driving mode and transmits a mode switching signal including the authentication success signal from the second authentication unit 32 to the control device 13. Therefore, the driving control in the automatic driving mode ( Figure 4 The processing after step S5) is feasible.

[0095] For example, the path for reciprocating movement between the first position P1 and the second position P2 within the work area WA (a first path R1 from the first position P1 to the second position P2, and a second path R2 from the second position P2 to the first position P1) can be set as the travel path during autonomous driving. For example, the first position P1 can be set as the location for unloading materials to the outside, and the second position P2 can be set as the location for storing materials.

[0096] At this point, vehicle 1 in autonomous mode moves from first position P1 to second position P2 and stops. At second position P2, materials are loaded onto loading platform 8 of vehicle 1. After loading, vehicle 1 moves from second position P2 to first position P1 and stops. At first position P1, the materials are inverted and loaded onto transport vehicle T for unloading. To perform these operations, vehicle 1 in autonomous mode repeatedly moves back and forth between first position P1 and second position P2.

[0097] For example, a route for autonomous driving (third driving route R3) can be set as a route for roving within the work area WA along a predetermined driving route and performing monitoring operations, starting from the third position P3 of the work area WA. The third driving route R3, for example, includes a meandering section M in which the vehicle reciprocates in a first direction X of the work area WA and moves in a second direction Y when changing direction.

[0098] On the other hand, if the current position of vehicle 1 is outside driving area SA, mode switching unit 50 cannot switch to automatic driving mode. In this case, mode switching unit 50 transmits a mode switching signal including an authentication failure signal (start error signal) to control device 13. Control device 13 halts starting of vehicle 1 and notifies a notification unit (not shown) provided in vehicle 1 that the vehicle cannot start and / or is outside driving area SA.

[0099] Therefore, when traveling outside the work area WA, such as on road R0 between home H and work area WA, manual activation is required. This prevents autonomous driving outside the pre-set driving area SA (work area WA), thereby improving the safety of vehicle 1 during autonomous driving. Furthermore, requiring manual operation outside the driving area SA ensures that the vehicle 1 remains in a state where it requires an operator (driver). This prevents third-party mischief or theft of vehicle 1.

[0100] In the present embodiment, the vehicle 1 can be driven in the passenger space C even in the automatic driving mode. That is, the vehicle 1 can be driven in the automatic driving mode with or without a passenger.

[0101] Here, when a person is seated in passenger space C of vehicle 1, switching to the automatic driving mode may be disabled depending on the person's seating posture. For example, the mode switching unit 50 disables switching to the automatic driving mode when the front seat sensor (first seating sensor) 22 detects seating in front seat 5A. On the other hand, the mode switching unit 50 allows switching to the automatic driving mode even if the rear seat sensor (second seating sensor) 23 detects seating in rear seat 5B.

[0102] Thus, when a passenger is seated in the front seat of vehicle 1, activation in manual operation mode becomes necessary. Therefore, autonomous driving is performed while passengers are seated in the front seats, including the driver's seat, reducing the possibility of passengers accidentally touching operating elements. This improves the safety of vehicle 1 during autonomous driving. Furthermore, autonomous driving is possible while passengers are seated in the rear seats of vehicle 1, thereby enhancing the safety of vehicle 1 while allowing autonomous driving while passengers are seated.

[0103] For example, the mode switching unit 50 may disable switching to the automatic driving mode if the seat belt sensors 24 and 25 cannot detect the fastening of the seat belts 27A and 27B provided in the corresponding seats 5A and 5B, even though the seat sensors 22 and 23 detect seating in any of the seats 5A and 5B. This allows the fastening of the seat belts 27A and 27B to be used as a condition for switching to the automatic driving mode when the vehicle 1 is automatically driven while a passenger is seated. This improves occupant safety in the automatic driving mode.

[0104] In addition, the mode switching unit 50 may also disable switching to the manual operation mode (starting or driving in the manual operation mode) when the seat sensors 22, 23 detect that the person is sitting in any of the seats 5A, 5B, but the seat belt sensors 24, 25 cannot detect that the seat belts 27A, 27B provided in the corresponding seats 5A, 5B are fastened.

[0105] (Other Implementation Methods)

[0106] Although the embodiment of the present invention has been described above, the present invention is not limited to the above embodiment, and various improvements, changes, and modifications can be made without departing from the spirit and scope of the present invention.

[0107] For example, the above embodiment illustrates a configuration in which the emergency button 26 includes a physical first button 26A and a second button 26B located inside and outside the vehicle 1, but the present invention is not limited thereto. For example, as described above, a mobile terminal (such as a tablet) capable of inputting information for automatic driving can display a virtual button for emergency stop while the vehicle 1 is in automatic driving, along with a map showing the location of the vehicle 1. In this case, if the user determines that the vehicle 1 has deviated from the pre-set driving path during automatic driving, the user of the mobile terminal (such as an administrator) can touch and operate the virtual button for emergency stop, thereby transmitting an emergency stop signal from the mobile terminal via the communication network. Upon receiving the emergency stop signal, the control device 13 performs parking control similar to that in the above embodiment, stopping the vehicle 1.

[0108] Furthermore, in the above embodiment, the mode switching unit 50 is illustrated as including the start operation unit 33, which switches between the manual operation mode and the automatic driving mode when the vehicle 1 is started, but the present invention is not limited thereto. That is, a switching operation unit may be provided that performs a switching operation for switching the mode separately from the start operation unit. In this case, after the vehicle 1 is started, the control mode can be switched by operating the switching operation unit while the vehicle is traveling in the manual operation mode or the automatic driving mode (for example, when parking). The switching operation unit may be configured as Figures 3A to 3D The same form as the example.

[0109] Furthermore, the mode switching operation of the mode switching unit 50 can also be performed on a mobile terminal (such as a tablet) that can input commands for autonomous driving. Furthermore, in order to perform the operation of switching the control mode of the activation operation unit 33, the switching operation unit, or the mobile terminal, a predetermined biometric authentication method such as password authentication or fingerprint authentication may be required. In this case, a biometric device such as a password input unit or fingerprint scanner is provided in the vehicle 1 or the mobile terminal.

[0110] Furthermore, a physical lock (child lock, etc.) may be additionally provided to prevent erroneous operation of the startup operation unit 33, the switching operation unit, or the switching operation of the control mode of the mobile terminal.

[0111] Furthermore, the above embodiment illustrates an embodiment in which the common control device 13 performs both control in the manual operation mode and control in the automatic driving mode, but the present invention is not limited thereto. For example, the vehicle 1 may include a first control device (first ECU) that controls the vehicle 1 in the manual operation mode and a second control device (second ECU) that controls the vehicle 1 in the automatic driving mode.

[0112] In this case, the power supply path to the first ECU and the power supply path to the second ECU can be independent systems. Furthermore, when the first authentication unit 31 authenticates the execution of the manual operation mode, the power supply path to the first ECU can be connected, while the power supply path to the second ECU can be disconnected. Furthermore, when the second authentication unit 32 authenticates the execution of the automatic driving mode, the power supply path to the second ECU can be connected, while the power supply path to the first ECU can be disconnected.

[0113] Furthermore, the mode switching unit 50 may switch between the manual operation mode and the automatic driving mode depending on the time of the startup operation. For example, the mode switching unit 50 may switch to the manual operation mode during a first time period, such as daytime, and switch to the automatic driving mode during a second time period, such as nighttime. Alternatively, the vehicle 1 may automatically start in the automatic driving mode and begin automatic driving at a predetermined time.

[0114] Explanation of symbols:

[0115] 1 Multi-purpose vehicle (vehicle)

[0116] 2 front wheels

[0117] 3 rear wheels

[0118] 5A front seat

[0119] 5B Backseat

[0120] 7A, 7B seat belts

[0121] 9. Drive source

[0122] 11 Steering

[0123] 10 Accelerator pedal and brake pedal (first operating element)

[0124] 12 Handle (second operating element)

[0125] 13 Control Device

[0126] 14 Travel device

[0127] 22 Front seat sensor (first seat occupancy sensor)

[0128] 23 Rear seat sensor (second seat occupancy sensor)

[0129] 24, 25 Seat belt sensors

[0130] 30 Vehicle position detection unit

[0131] 31 First Certification Department

[0132] 32 Second Certification Department

[0133] 44 Vehicle status detection unit

[0134] 50 Mode switching unit.

Claims

1. A multi-purpose vehicle having: A traveling device including front wheels and rear wheels, a steering device provided on the front wheels, and a driving source for driving the front wheels and / or the rear wheels; an operating member for operating at least one of the travel devices; a control device for controlling the travel device; a mode switching unit for switching between a manual operation mode in which driving is performed in accordance with an operation of the operating member and an automatic driving mode in which automatic driving is performed according to a predetermined driving path by the control device without requiring operation of the operating member; and A starting operation unit for starting a vehicle, The startup operation unit has a first slot and a second slot into which the authentication medium can be inserted. The mode switching unit includes a first authentication unit for executing the manual operation mode and a second authentication unit for executing the automatic driving mode. The authentication medium includes a first authentication medium and a second authentication medium different from the first authentication medium; the first slot is configured to be insertable with the first authentication medium but not with the second authentication medium; and the second slot is configured to be insertable with the second authentication medium but not with the first authentication medium; The first authentication unit authenticates the execution of the manual operation mode when the first authentication medium is inserted into the first slot. The second authentication unit authenticates the execution operation of the automatic driving mode when the second authentication medium is inserted into the second slot; The control device starts the vehicle according to a successful authentication mode after the first authentication unit or the second authentication unit succeeds in authentication.

2. The utility vehicle according to claim 1, wherein: The mode switching unit maintains the automatic driving mode even if the operating element is operated when the automatic driving mode is selected.

3. The utility vehicle according to claim 2, characterized in that: A vehicle state detection unit is provided for detecting a predetermined state that may affect the automatic driving of the utility vehicle; In the automatic travel mode, the control device controls the travel device so as to stop the utility vehicle when the vehicle state detection unit detects the predetermined state.

4. The utility vehicle according to any one of claims 1 to 3, characterized in that: A vehicle position detection unit is provided for detecting the position of the vehicle relative to a predetermined driving area; The mode switching unit allows switching to the automatic driving mode within the driving area, and disables switching to the automatic driving mode outside the driving area.

5. The utility vehicle according to any one of claims 1 to 3, characterized in that: The device comprises: at least one seat including a driver's seat; a seat belt provided on the seat; a seating sensor for detecting seating on the seat; and a seat belt sensor that detects fastening of the seat belt; The mode switching unit disables switching to the automatic driving mode when it cannot detect that the seat belt provided in the corresponding seat is fastened in a state where the seating sensor detects that the seat is seated.

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