Controller of small-sized electric vehicle

Abstract

To provide a controller of a small-sized electric vehicle which is highly useful and contributes to upgrading of safety.SOLUTION: A small-sized electric vehicle includes a seat 41, and a joystick manipulation unit 61 that is accommodated in a storage part 215 formed inside a vehicle body and deployable to outside of the vehicle body from the storage part 215. The joystick manipulation unit 61 is manipulated by a user in a condition that the joystick manipulation unit is deployed to outside of the vehicle body, and receives a user's request concerning a travel condition of an electric vehicle V. While the small-sized electric vehicle is traveling in an automatic driving mode, if the joystick manipulation unit 61 is deployed to outside of the vehicle body, a controller 101 reflects a user's request, which is received via the joystick manipulation unit 61, on control of a travel condition.SELECTED DRAWING: Figure 2

Description

[Technical Field]

[0001] The present invention relates to a control device for a small electric vehicle. [Background technology]

[0002] BACKGROUND ART Small electric vehicles that can automatically travel along a preset route are known. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Publication No. 2022-131438 Summary of the Invention [Problem to be solved by the invention]

[0004] If a user feels uneasy about driving under automatic driving, the user may try to alleviate the anxiety by changing the driving conditions through operations performed by the user.

[0005] For example, if the user feels uneasy because the vehicle's position or course is too close to the edge of the road, the user may steer the vehicle to move the course away from the edge of the road. In this case, a possible control method is to override the operation of the steering wheel operating unit provided in front of the seat and give priority to automatic driving.

[0006] However, because overrides require an operation with a force that exceeds the threshold for determining whether the override is activated, and because a greater force than normal is required, there are concerns that some users may find the operation cumbersome or difficult. Furthermore, if the course change is limited to a fine adjustment, it may be difficult to operate the override appropriately.

[0007] With a diverse range of users, including the elderly, there is a demand for further improvements in the convenience and safety of small electric vehicles.

[0008] In view of the above circumstances, an object of the present invention is to provide a control device for a small electric vehicle that is more convenient and contributes to improving safety. [Means for solving the problem]

[0009] In order to solve the above problems, a control device for a small electric vehicle according to one embodiment of the present invention is a control device for a small electric vehicle configured to be able to travel in an autonomous driving mode in which the vehicle automatically travels along a predetermined route, and includes: a seat for a user to sit on; a manual operation unit that is stored in a storage unit formed within a vehicle body and is configured to be able to be deployed from the storage unit to an outside of the vehicle body, and that is operated by the user when deployed outside the vehicle body to receive requests from the user regarding the traveling state of the vehicle; and a controller that controls the traveling state of the vehicle. When the manual operation unit is deployed outside the vehicle body while the vehicle is traveling in the autonomous driving mode, the controller reflects the user's request received via the manual operation unit in the control of the traveling state. [Effects of the Invention]

[0010] According to the present invention, when the manual operation unit is deployed outside the vehicle body while the vehicle is traveling in autonomous driving mode, the user's request received through the manual operation unit is reflected in the control of the vehicle's traveling state. This allows the user to temporarily intervene in the control of the traveling state by operating the deployed manual operation unit, and if the user feels uneasy about traveling in autonomous driving mode, they can reduce or eliminate such anxiety by intervening using the manual operation unit. [Brief explanation of the drawings]

[0011] [Figure 1] 1 is a side view of a small electric vehicle according to an embodiment of the present invention. [Figure 2]3A and 3B are explanatory views showing the state of the manual operation unit (joystick operation unit) according to the embodiment when it is stored and when it is deployed, respectively. [Figure 3] FIG. 2 is a schematic diagram showing the configuration of a control system according to the embodiment. [Figure 4] FIG. 2 is a schematic diagram showing an internal configuration of a control unit according to the embodiment. [Figure 5] 3 is a flowchart showing a basic flow of an operation mode setting control according to the embodiment; [Figure 6] 4 is a flowchart showing the details of driving control in a manual driving mode. [Figure 7] 10 is a flowchart showing the contents of driving control in an automatic driving mode. [Figure 8] 10 is a flowchart showing the contents of intervention operation control. [Figure 9] 10 is a setting table for the running current correction value HOSd and the steering current correction value HOSs, showing the tendency of changes in the correction values. [Figure 10] 10 is a flowchart showing the content of driving control in an autonomous driving mode according to another embodiment of the present invention. [Figure 11] This is a setting table for the intervention driving current Idi and intervention steering current Isi, and shows the tendency of changes in the current values. DETAILED DESCRIPTION OF THE INVENTION

[0012] DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings.

[0013] (Overall configuration of a small electric vehicle) Fig. 1 is a side view showing a small electric vehicle V (hereinafter simply referred to as "electric vehicle") according to one embodiment of the present invention as viewed from the right. In Fig. 1, left and right arrows L with respect to the plane of the paper indicate the front-to-rear direction of the electric vehicle V, and up and down arrows H indicate the up and down direction of the electric vehicle V. The direction perpendicular to both arrows L and H corresponds to the left and right direction of the electric vehicle V. The left and right arrows L shown in Fig. 1, i.e., the front and back direction, coincide with the traveling direction of the electric vehicle V when moving forward or backward.

[0014] In this embodiment, the electric vehicle V can be used as a means of transportation for the elderly, the sick, and other people who have difficulty walking. The electric vehicle V is, for example, an electric wheelchair that can travel on sidewalks or a so-called senior car. In other words, the electric vehicle V is equipped with an electric motor as a drive source and travels at a speed equal to or lower than the legally permitted upper speed limit for traveling on sidewalks. The maximum travel speed of the electric vehicle V when traveling is set to, for example, 6 km / h. In addition to the above, the electric vehicle V can also be used to transport able-bodied people, including children.

[0015] The electric vehicle V can be driven by manual operation of the handle operation unit 31 (described later) by the user, and can also be driven automatically. That is, the electric vehicle V has two driving modes: a manual driving mode and an automatic driving mode. The user can switch between the manual driving mode and the automatic driving mode as appropriate. When driving in the automatic driving mode, the user can set a destination location. The electric vehicle V automatically drives along a route from the current location to the destination location without the user operating the handle operation unit 31. Alternatively, the electric vehicle V can automatically drive along a predetermined route from the departure point to the destination point by setting a departure point and a destination point in advance and storing them in the control system. Driving in the automatic driving mode is not limited to manned driving in which a user, i.e., a passenger, is present in the seat 41, but can also be unmanned driving in which the electric vehicle V drives without a passenger present.

[0016] The electric vehicle V includes, as main components according to this embodiment, a chassis (not shown), wheels 11, a body cover 21, a handle operation unit 31, and a seat 41. In this embodiment, the electric vehicle V is a four-wheel vehicle, and includes a pair of left and right front wheels 11f and a pair of left and right rear wheels 11r.

[0017] The chassis is the undercarriage of the electric vehicle V, and forms the skeletal structure of the electric vehicle V, as well as supporting the various elements that make up the electric vehicle V. Specifically, the chassis supports drive system electrical components including a battery BAT and a drive actuator for driving (hereinafter referred to as a "driving actuator") ACT1, steering system electrical components including a drive actuator for steering (hereinafter referred to as a "steering actuator") ACT2, and also supports a vehicle body cover 21, which will be described later. In this embodiment, the battery BAT is a secondary battery that can be charged and discharged, and the driving actuator ACT1 and the steering actuator ACT2 are both electric motors. The battery BAT constitutes the power source for the driving actuator ACT1 and the steering actuator ACT2. The driving actuator ACT1 and the steering actuator ACT2 are driven by power supplied from the battery BAT.

[0018] The front wheels 11f are provided on the left and right sides of the front portion of the electric vehicle V, and support the chassis via front suspension devices 12f against the road surface on which the electric vehicle V travels. In this embodiment, the front wheels 11f are steered wheels as well as driven wheels. The front wheels 11f are configured to be steerable, with their rotation axes rotating around an axis perpendicular to the road surface. The front wheels 11f are driven to rotate by power transmitted from an electric motor, which is the steering actuator ACT2, and change their direction. The electric vehicle V can change its course or direction of travel depending on the direction of the front wheels 11f.

[0019] The rear wheels 11r are provided on the left and right sides of the rear portion of the electric vehicle V, and support the chassis from the road surface via rear suspension devices 12r. In this embodiment, the rear wheels 11r are drive wheels, and their orientation is fixed. The left and right rear wheels 11r, 11r are connected via a wheel drive shaft that extends in the left-right direction of the electric vehicle V. An electric motor, which is a traveling actuator ACT1, is mounted on the wheel drive shaft, and the rear wheels 11r are rotationally driven by power transmitted from the traveling actuator ACT1, enabling the electric vehicle V to propel.

[0020] Furthermore, a brake device BRK is provided to prevent the rotation of the rear wheel 11r. The brake device BRK, for example, prevents the rotation of the rear wheel 11r by frictional force, and can decelerate the electric vehicle V through the frictional force acting on the rear wheel 11r and maintain the electric vehicle V in a stopped state after deceleration.

[0021] The vehicle body cover 21 is attached to the chassis so as to cover the entire chassis, encloses various elements supported by the chassis, and forms the exterior of the electric vehicle V. The vehicle body cover 21 has a cover main body 211, a front cover 212, and a rear cover 213.

[0022] The cover main body 211 is located near the center of the electric vehicle V in the front-rear direction L, and in this embodiment, below a seat 41, which will be described later. The cover main body 211 surrounds the battery BAT.

[0023] The front cover 212 is located above the front wheel 11f in the front portion of the electric vehicle V. The front cover 212 surrounds the steering actuator ACT2 and has, at its lower part, a front fender 212a that surrounds the front wheel 11f from above and behind. The rear cover 213 extends rearward from the cover main body 211 and is located above the rear wheel 11r in the rear portion of the electric vehicle V. The rear cover 213 has a rear fender 213a that surrounds the rear wheel 11r from above and in front. The front fender 212a and the rear fender 213a prevent the front and rear wheels 11f, 11r from coming into contact with the outside and also prevent a user seated on the seat 41 from getting mud splashed on them while traveling.

[0024] The front cover 212 is provided, at its front portion, with a night lighting device (hereinafter referred to as "headlight") 22 that can illuminate the area ahead of the electric vehicle V. The rear cover 213 is provided, at its rear portion, with a direction indicator (hereinafter referred to as "winker") 23.

[0025] In the vehicle body cover 21, a floor step 214 is formed between the cover main body 211 and the front cover 212. The front cover 212 extends upward from the front fender 212a to approximately the height of the chest of a user seated on the seat 41, and faces the seat 41 across the floor step 214. The floor step 214 is located at the feet of a user seated on the seat 41 while traveling.

[0026] The handle operation unit 31 is attached to the upper end of a steering shaft (not shown) that extends vertically between the left and right front wheels 11f, 11f, and is supported by the steering shaft. The steering shaft is enclosed by a front cover 212 and cannot be seen from the outside. The handle operation unit 31 basically comprises a main body 311, a handlebar 312, an operation panel 313, and a rearview mirror 314. The handle operation unit 31 constitutes a "first operation unit" according to this embodiment, and the handlebar 312 constitutes a "grip unit" according to this embodiment.

[0027] The main body 311 constitutes the housing of the handle operation unit 31, and is located in front of the user who is seated on the seat 41 facing forward while traveling.

[0028] The handlebars 312 are provided on the left and right outer sides of the main body 311, and have a right half extending to the right of the main body 311 and a left half extending to the left of the main body 311. Both the right and left halves form a horizontal U-shape. Figure 1 shows the right half of the handlebars 312.

[0029] In both the manual driving mode and the automatic driving mode, the user can grip the handlebar 312 while driving to maintain and stabilize their posture. In the manual driving mode, the user can steer the electric vehicle V by rotating the entire handle operation unit 31 left and right via the handlebar 312. In this case, the steering actuator ACT2 generates an output torque corresponding to the torque applied to the steering shaft, in other words, the torque applied by the user to the steering shaft via the handle operation unit 31 (i.e., steering torque), and assists the user's steering force.

[0030] Here, the handle operation unit 31 is provided with an accelerator lever 114 (FIG. 3) at a position where it can be operated by the four fingers, excluding the thumb, of a user gripping the handlebar 312. When traveling in manual driving mode, the user can operate the accelerator lever 114 with the fingers of the hand gripping the handlebar 312.

[0031] When the user pulls the accelerator lever 114 toward the handlebar 312, the electric vehicle V accelerates and travels due to the power running operation of the traveling actuator ACT1. When the user releases the accelerator lever 114 and returns it to its original position, the electric vehicle V decelerates due to the regenerative operation of the traveling actuator ACT1.

[0032] After deceleration, the brake device BRK is activated, and the electric vehicle V remains stopped until the accelerator lever 114 is operated again by the user. The electric vehicle V can be decelerated not only by the regenerative operation of the traveling actuator ACT1 but also by the brake device BRK. For example, a brake lever is provided on the handle operation unit 31, and the user can operate the brake device BRK via the brake lever.

[0033] The operation panel 313 is provided on the top surface of the main body 311 and includes various switches for the user to operate the electric vehicle V. The main switches included in the operation panel 313 are an activation switch 121 that turns the power to the electric vehicle V on and off, a forward / reverse switch 122 that switches the traveling direction of the electric vehicle V between forward and reverse, a speed adjustment dial 123 that gradually changes the maximum forward traveling speed while traveling, for example, within a range of 6 km / h or less, a light switch that turns on and off the headlights 22, and a blinker switch that activates the left and right blinkers 23. In addition to the above, in this embodiment, the operation panel 313 also includes an automatic driving activation switch 115. The user can switch the driving mode of the electric vehicle V between manual driving mode and automatic driving mode using the automatic driving activation switch 115. A display 131 is provided in front of the various switches on the operation panel 313, and the display 131 can display the remaining charge of the battery BAT, the mileage of the electric vehicle V, and various warnings such as tilt warnings.

[0034] The rearview mirror 314 is attached to the handle operating unit 31 via a mirror arm 314a that stands up from the front edge of the upper surface of the main body 311. The rearview mirror 314 is positioned slightly lower than the eye height of a user seated in the seat 41. While traveling, the user can view the rear of the electric vehicle V through the rearview mirror 314 while facing forward.

[0035] The seat 41 is located above the cover main body 211 and is supported on the chassis via brackets (not shown). The seat 41 has a seating portion 411, a backrest 412, and an armrest 413, and is configured so that a user, while seated on the seating portion 411, faces the forward direction of the electric vehicle V. The backrest 412 stands upright from the seating portion 411, and the armrest 413 is attached to the backrest 412 near its middle and extends forward from the backrest 412. The armrest 413 can swing up and down around its connection with the backrest 412, and can be switched between a standby state in which it is flipped up and a use state in which it is folded down. In FIG. 1, the armrest 413 in the use state is shown by a solid line, and the armrest 413' in the standby state is shown by a two-dot chain line.

[0036] In this embodiment, the electric vehicle V includes a front basket 81 provided in the front portion of the electric vehicle V, and a luggage hanging portion 51 provided in the rear portion as elements for storing or holding luggage to be carried by the electric vehicle V, i.e., luggage storage portions. The front basket 81 is disposed above the front fender 212a and is configured integrally with the body cover 21, specifically the front cover 212. The luggage hanging portion 51 is provided in a position out of the line of sight of the user facing forward while traveling, that is, behind the seating portion 411 of the seat 41, and in this embodiment, is provided on the backrest 412.

[0037] The luggage hanging section 51 holds luggage on the vehicle while the vehicle is moving by hanging it thereon. Items that can be carried by the luggage hanging section 51 include bags and backpacks with handles or straps, as well as long, thin items with handles, such as walking sticks and umbrellas. The luggage hanging section 51 holds bags on the vehicle by hanging them with straps, backpacks by hanging them with shoulder harnesses (shoulder straps), and long items by hanging them with handles or grips.

[0038] Furthermore, in this embodiment, in addition to the handle operation unit 31 described above, a joystick operation unit 61 is provided as an operation unit that can be manually operated by the user. The user can control the running state of the electric vehicle V by using the joystick operation unit 61 when the electric vehicle V is running in autonomous driving mode. In this embodiment, the control by the joystick operation unit 61 is auxiliary, and the user can use the joystick operation unit 61 to adjust the running speed of the electric vehicle V during autonomous running, as well as adjust the course or position. The joystick operation unit 61 corresponds to the "manual operation unit" according to this embodiment, and constitutes the "second operation unit."

[0039] FIG. 2 shows the configuration of the joystick operation unit 61 when (a) it is stored and when (b) it is deployed.

[0040] The joystick operation unit 61 can be stored in a storage section 215 formed on the body of the electric vehicle V, and can be deployed from the storage section 215 to the outside of the vehicle body. In other words, the joystick operation unit 61 can be switched between a state stored within the vehicle body (a stored state, hereinafter sometimes referred to as the "stored state") and a state deployed outside the vehicle body (a deployed state, hereinafter sometimes referred to as the "deployed state"). The stored state and the deployed state can be switched by a manual operation by the user. In the stored state, the joystick operation unit 61 is prevented from contact by the user from outside the vehicle body, but in the deployed state, this is permitted and the joystick operation unit 61 can be operated.

[0041] In this embodiment, the storage section 215 is formed in the vehicle body cover 21, specifically, the front cover 212. The storage section 215 is provided in the back surface portion 212b of the front cover 212 that faces the user seated on the seat 41, and is provided in an upper portion of the back surface portion 212b, in other words, at a position close to the height of the armrest 413 provided on the seat 41 (FIG. 1). With this arrangement, when the joystick operation unit 61 is unfolded, the user can easily operate the joystick operation unit 61 while resting their elbows on the armrest 413. In this embodiment, the storage section 215 and the joystick operation unit 61 are provided on the right side of the user seated on the seat 41. However, they may be located on the left side of the user seated on the seat 41, or in front of the user, that is, in the center of the back surface portion 212b of the front cover 212 in the left-right direction.

[0042] The joystick operation unit 61 includes an operation unit main body 611 and an operation member 612. The operation unit main body 611 and the operation member 612 are integrally configured as a joystick unit and are attached to the back surface of the storage unit cover 215a. The storage unit cover 215a and the front cover 212 are connected via a hinge mechanism 215b, and the storage unit cover 215a can rotate relative to the front cover 212 by the hinge mechanism 215b. In this embodiment, the rotation axis of the hinge mechanism 215b is set horizontally and in the left-right direction of the electric vehicle V.

[0043] 2(a), in which the joystick operation unit 61 is stored, the front or outer surface of the storage unit cover 215a is substantially flush with the rear surface of the front cover 212, closing the storage unit 215. In contrast, in the state shown in FIG. 2(b), in which the joystick operation unit 61 is unfolded, the storage unit cover 215a folds forward relative to the user, opening the storage unit 215. When unfolded, the rear or inner surface of the storage unit cover 215a faces upward, and the operation member 612 faces the user seated on the seat 41. This allows the user to easily operate the operation member 612 while seated on the seat 41.

[0044] The operation unit main body 611 has a housing, and has a joystick sensor 126 and peripheral electric components built into this housing. The operation unit main body 611 can detect the amount of operation of the joystick operation unit 61 by the user (hereinafter referred to as the "joystick operation amount") by the joystick sensor 126.

[0045] The operation member 612 protrudes from the top surface of the operation unit main body 611 and can be operated by lightly holding it between the user's fingers, for example, the index finger and thumb of the right hand. The operation member 612 can be operated with a relatively small force. In this embodiment, the operation member 612 can be operated in the forward / backward and left / right directions, and detects the user's request regarding the traveling speed, course, and position of the electric vehicle V through the joystick operation amount. Operation of the operation member 612 in the forward / backward direction L, i.e., an increase in the joystick operation amount forward or backward, indicates the user's request regarding an increase or decrease in traveling speed. On the other hand, operation of the operation member 612 in the left / right direction, i.e., an increase in the joystick operation amount left or right, indicates the user's request regarding a change in course or position. The operation member 612 is not limited to a relatively small member that can be held between the fingers, but may also be a relatively large member that can be held in the hand.

[0046] (Control system configuration) FIG. 3 is a schematic diagram showing the configuration of a control system provided in the electric vehicle V.

[0047] The electric vehicle V is equipped with a control system that controls the traveling state. The control system of the electric vehicle V includes a controller 101, which is an electronic control unit, and the controller 101 constitutes the calculation section of the control system. In this embodiment, the controller 101 is configured by a microcomputer that includes a central processing unit (CPU), an input / output interface, and storage units such as ROM and RAM. The controller 101 and its peripheral electrical components are housed in an electrical box provided behind the front basket 81.

[0048] The control system includes a start switch 111, a forward / reverse switch 112, a speed adjustment dial 113, an accelerator lever 114, and an automatic driving start switch 115, as well as a current position sensor 121, a driving speed sensor 122, a steering angle sensor 123, a steering torque sensor 124, a unit position sensor 125, and a joystick sensor 126.

[0049] The start switch 111, forward / reverse switch 112, speed adjustment dial 113, accelerator lever 114 and automatic driving start switch 115 are arranged on the top surface of the handle operation unit 31, on the operation panel 313 or in its vicinity.

[0050] The current position sensor 121 detects the current position of the electric vehicle V.

[0051] The traveling speed sensor 122 detects the traveling speed of the electric vehicle V, in other words, the rotation speed of the wheels 11 (for example, the front wheels 11f).

[0052] The steering angle sensor 123 detects the steering angle of the electric vehicle V, in other words, the angle that the front wheels 11f make with respect to their positions when traveling straight ahead.

[0053] The steering torque sensor 124 detects the torque that the user applies to the steering shaft via the handle operation unit 31, that is, the steering torque of the user.

[0054] The unit position sensor 125 detects the position of the joystick operation unit 61 (hereinafter referred to as the "unit position"). In this embodiment, the unit position of the joystick operation unit 61 is the position in the rotation direction around the rotation axis of the hinge mechanism 215b, and the unit position sensor 125 detects whether the joystick operation unit 61 is stored inside the vehicle body or deployed outside the vehicle body. The unit position can be detected as the position of the storage unit cover 215a.

[0055] The joystick sensor 126 detects the amount of joystick operation.

[0056] The controller 101 receives output signals from these various switches and sensors as inputs as signals related to the driving control of the electric vehicle V, and outputs output signals corresponding to the input signals to the battery BAT, the driving actuator ACT1, the steering actuator ACT2, the brake device BRK, and further to the display unit 131.

[0057] Furthermore, the controller 101 is configured to be able to communicate with the portable terminal 201. When traveling in the autonomous driving mode, the user can set the destination position of the electric vehicle V and the travel route of the electric vehicle V from the departure point to the destination point via the portable terminal 201, not just the operation panel 313. For example, the user downloads a travel control application program from a remote server via the Internet and sets the destination position or travel route of the electric vehicle V according to instructions displayed on the screen of the portable terminal 201 by the application program. The destination position and travel route can be set via the portable terminal 201 not only by the user but also by a third party. After setting, the user can instruct the controller 101 to start traveling in the autonomous driving mode by operating a travel start button displayed on the portable terminal 201. After the instruction, the electric vehicle V automatically travels toward the set destination position or along the set travel route. A smartphone or a tablet terminal can be used as the portable terminal 201.

[0058] (Internal structure of the controller) FIG. 4 is a schematic diagram showing the internal configuration of the controller 101.

[0059] The controller 101 includes a driving mode setting unit B101, an automatic driving control unit B102, an intervention operation control unit B103, a manual driving control unit B104, a travel motor drive unit B105, and a steering motor drive unit B106. In this embodiment, the functions of these units B101 to B106 are realized in software by a central processing unit included in the controller 101 operating in accordance with instructions from a computer program stored in advance in a storage unit.

[0060] The driving mode setting unit B101 sets the driving mode of the electric vehicle V based on the output signal from the automatic driving start switch 115. In this embodiment, the driving mode of the electric vehicle V can be selectively set to the automatic driving mode or the manual driving mode. When the automatic driving start switch 115 is in the off state, the driving mode is set to the manual driving mode. On the other hand, by turning on the automatic driving selection switch 115, the driving mode can be switched to the automatic driving mode.

[0061] The automatic driving control unit B102 and the manual driving control unit B104 set control parameters for the electric vehicle V. The automatic driving control unit B102 sets the control parameters for the automatic driving mode, and the manual driving control unit B104 sets the control parameters for the manual driving mode. In this embodiment, the control parameters set by the automatic driving control unit B102 and the manual driving control unit B104 include a drive current Id (hereinafter referred to as the "traveling drive current") of the electric motor that is the traveling actuator ACT1 and a drive current Is (hereinafter referred to as the "steering drive current") of the electric motor that is the steering actuator ACT2.

[0062] The autonomous driving control unit B102 reads various control information, such as output signals from the current position sensor 121, the traveling speed sensor 122, and the steering angle sensor 123, and sets the traveling drive current Ida and the steering drive current Isa in the autonomous driving mode based on these output signals. The traveling drive current Ida can be set as a current value according to a speed range preset for traveling in the autonomous driving mode. In this embodiment, the motor drive current is set to cause the electric vehicle V to travel at 6 km / h, a speed range below the upper speed limit legally permitted for traveling on sidewalks. The steering drive current Isa sets a motor drive current for matching the direction of the steered wheels (i.e., the front wheels 11f) with a target steering angle. The target steering angle is the steering angle required to cause the electric vehicle V to travel along a set route, and can be set based on the current position and steering angle of the electric vehicle V in addition to route information about the traveling route.

[0063] When the storage section 215 is open and the joystick operation section 61 is deployed outside the vehicle body while the vehicle is traveling in the automatic driving mode, the intervention operation control section B103 enables operations on the joystick operation section 61 and reflects the operations performed by the user using the joystick operation section 61 (hereinafter sometimes referred to as "intervention operations") in the control of the traveling state of the electric vehicle V.

[0064] In this embodiment, an intervention operation in the autonomous driving mode control is performed by correcting the set value by the autonomous driving control unit B102 described above as a basic value while maintaining the autonomous driving mode. Specifically, the intervention operation control unit B103 reads output signals from the unit position sensor 125 and the joystick sensor 126, and detects the unit position and joystick operation amount of the joystick operation unit 61 based on these output signals. Then, when it detects that the joystick operation unit 61 is deployed outside the vehicle body, it sets the correction amounts (traveling current correction value HOSd, steering current correction value HOSs) for the traveling drive current Ida and the steering drive current Isa, respectively, based on the joystick operation amount.

[0065] In this embodiment, the autonomous driving control unit B102 sets the traveling drive current Ida to a current value for causing the electric vehicle V to travel at a speed equal to or less than the upper limit speed at which the electric vehicle V can travel on a sidewalk (hereinafter referred to as the "upper limit sidewalk speed"), and sets the steering drive current Isa to a current value corresponding to the deviation of the actual steering angle from the target steering angle. As a result, the intervention operation is performed as an operation to decelerate the electric vehicle V when the operation member 612 of the joystick operation unit 61 is tilted or tilted backward, and as an operation to change the course or position of the electric vehicle V to the left or right when the operation member 612 of the joystick operation unit 61 is tilted or tilted left or right.

[0066] Not only this, but when the driving current Ida set by the automatic driving control unit B102, i.e., the basic value of the driving current, is less than the upper limit speed of the sidewalk, it is also possible to perform an intervention operation by tilting or tilting the operating member 612 of the joystick operation unit 61 forward in controlling the driving speed, as an operation to accelerate the electric vehicle V.

[0067] The manual driving control unit B104 reads various control information such as output signals from the forward / reverse switch 112, the speed adjustment dial 113, and the steering torque sensor 124, and sets the traveling drive current Idm and the steering drive current Ism in the manual driving mode based on these output signals. The traveling drive current Idm can be set as a current value according to the setting range of the speed adjustment dial 113. The manual driving control unit B104 further detects the steering torque applied to the steering shaft based on the output signal from the steering torque sensor 124, and sets the steering drive current Ism for generating a steering assist force that assists the steering force of the user using the steering actuator ACT2.

[0068] The traveling motor drive unit B105 supplies a motor drive current to the traveling actuator ACT1 according to the driving mode. Specifically, when traveling in the automatic driving mode, the traveling motor drive unit B105 supplies the traveling drive current Ida (= Ida1) set by the automatic driving control unit B102 or the traveling drive current Ida (= Ida1 × HOSd) corrected by the intervention operation control unit B103. On the other hand, when traveling in the manual driving mode, the traveling drive current Idm set by the manual driving control unit B103 is supplied.

[0069] The steering motor drive unit B106 supplies a motor drive current to the steering actuator ACT2 according to the driving mode. Specifically, when driving in the automatic driving mode, the steering motor drive unit B106 supplies the steering drive current Isa (=Isa1) set by the automatic driving control unit B102 or the steering drive current Isa (=Isa1×HOSs) corrected by the intervention operation control unit B103. On the other hand, when driving in the manual driving mode, the steering motor drive unit B106 supplies the steering drive current Ism set by the manual driving control unit B103.

[0070] As a result, when traveling in the autonomous driving mode, the electric vehicle V automatically travels along a route from its current location to a destination location set by the user for actual travel, without any user operation. Alternatively, the electric vehicle V can be configured to automatically travel along a predetermined route from the departure point to the destination location by setting or registering the departure point and destination location in advance and storing them in the control system. The electric vehicle V starts traveling when the user performs a predetermined travel start operation, for example, pressing a travel start button. Then, when the joystick operation unit 61 is deployed while the autonomous driving mode is set, an intervention operation for the control of the autonomous driving mode is performed. The intervention operation, for example, reduces the traveling speed of the electric vehicle V during autonomous travel, or changes the course or position.

[0071] On the other hand, when the electric vehicle V is traveling in manual driving mode, the user operates the accelerator lever 114, which activates the traveling actuator ACT1 and causes the electric vehicle V to travel at a speed according to the setting range of the speed adjustment dial 113. Then, when the user operates the handle operation unit 31 while traveling and applies torque to the steering shaft, the steering actuator ACT2 generates a steering assist force to assist the user in operating the handle operation unit 31.

[0072] (Driving control details) The details of the driving control performed by the control system will be described below.

[0073] Fig. 5 is a flowchart showing the basic flow of the driving mode setting control according to this embodiment. Fig. 6 is a flowchart showing the details of the driving control in the automatic driving mode, and Fig. 7 is a flowchart showing the details of the intervention operation control. Fig. 8 is a flowchart showing the details of the driving control in the manual driving mode. The controls shown in the flowcharts of Figs. 5 to 8 are repeatedly executed by the controller 101 at predetermined time intervals after the power is turned on by the start switch 111.

[0074] In the flowchart shown in FIG. 5, in S101, the output signal from the automatic driving start switch 115 is read.

[0075] In S102, it is determined whether the automatic driving start switch 115 is in the on state, in other words, whether the driving mode selected by the user is the automatic driving mode. If the automatic driving start switch 115 is in the on state, it is determined that the automatic driving mode has been selected, and the process proceeds to S103, and if it is in the off state, it is determined that the manual driving mode has been selected, and the process proceeds to S104.

[0076] In S103, driving control in the autonomous driving mode is performed in accordance with the procedures shown in FIGS.

[0077] In S104, driving control in the manual driving mode is performed in accordance with the procedure shown in FIG.

[0078] In the flowchart shown in FIG. 6, in S201, the operation of the handle operating unit 31 by the user is validated.

[0079] In S202, various control information used for driving control in the manual driving mode, such as output signals from the forward / reverse changeover switch 112, the speed adjustment dial 113, the accelerator lever 114, and the steering torque sensor 124, is read.

[0080] In S203, the traveling drive current Imd is set. In the manual driving mode, the traveling drive current Idm can be set as a current value according to the setting range of the speed adjustment dial 113.

[0081] In S204, the steering drive current Ims is set. In the manual driving mode, the steering drive current Ims can be set based on the steering torque detected by the steering torque sensor 124 as a current value corresponding to the torque applied to the steering shaft by the user via the handle operation unit 31.

[0082] In S205, a steering drive current Ims is applied to the steering actuator ACT2 to generate a steering assist force.

[0083] In S206, it is determined whether the accelerator lever 114 is in the ON state, in other words, whether the user has requested the electric vehicle V to start or run. If the accelerator lever 114 is in the ON state, the process proceeds to S207, and if it is not in the ON state, the current control is terminated.

[0084] In S207, the travel actuator ACT1 is energized with the travel drive current Idm, causing the electric vehicle V to generate a drive force.

[0085] In the flowchart shown in FIG. 7, in S301, the operation of the handle operating unit 31 by the user is invalidated.

[0086] In S302, various control information used for driving control in the automatic driving mode, such as output signals from the current position sensor 121, the driving speed sensor 122, and the steering angle sensor 123, is read.

[0087] In S303, a travel route for the electric vehicle V in autonomous driving mode is set.

[0088] In S304, a basic value of the motor drive current (hereinafter referred to as "basic driving current") Ida1 for the traveling actuator ACT1 is set. The basic driving current Ida1 can be set as a current value according to a speed range that is preset for traveling in autonomous driving mode. In this embodiment, the basic driving current Ida1 is set to cause the electric vehicle V to travel at 6 km / h, which is a speed range that is equal to or lower than the upper limit sidewalk speed. The travel speed during traveling in autonomous driving mode can be set not only uniformly, but also variably according to the road surface and road conditions, such as the road maintenance status, slope, and pedestrian congestion, and can also be set to a speed lower than the upper limit sidewalk speed.

[0089] In S305, a basic value Isa1 of the motor drive current for the steering actuator ACT2 (hereinafter referred to as "basic steering drive current") is set. The basic steering drive current Isa1 can be set as a current value according to the deviation of the actual steering angle from a target steering angle for traveling the electric vehicle V along a set route.

[0090] In S306, it is determined whether the travel start button is in the ON state, in other words, whether the user has requested the electric vehicle V to start moving or travel. If the travel start button is in the ON state, the process proceeds to S307, and if it is not in the ON state, the current control ends. The travel start button can be realized by installing a dedicated button on or near the operation panel 131, or it can also be realized by a button displayed on the screen of the portable terminal 201. Furthermore, the travel start button can be realized by or can be substituted for the accelerator lever 114, and after setting the travel route, the user can start travel in autonomous driving mode by squeezing the accelerator lever 114 once.

[0091] In S307, it is determined whether or not the joystick operation unit 61 is in an unfolded state based on the output signal from the unit position sensor 125. If the joystick operation unit 61 is in an unfolded state, the process proceeds to S308, and if it is not in an unfolded state, that is, if it is stored in the storage unit 215, the process proceeds to S309.

[0092] In S308, the intervention operation control is carried out. In this embodiment, the intervention operation control is carried out according to the procedure shown in the flowchart of FIG.

[0093] In S309, the basic traveling drive current Ida1 is set to the traveling drive current Ida (Ida=Ida1).

[0094] In S310, the basic steering drive current Isa1 is set to the steering drive current Isa (Isa=Isa1).

[0095] In S311, drive currents Ida and Isa are supplied to the various actuators ACT1 and ACT2. Specifically, a travel drive current Ida is supplied to the travel actuator ACT1, and a steering drive current Isa is supplied to the steering actuator ACT2.

[0096] 8, in S401, the joystick operation amount Q is detected from the joystick sensor 126. In this embodiment, the operation amount Qfb in the forward / backward direction of the operation member 612 of the joystick operation unit 61 (hereinafter referred to as the "forward / backward operation amount") and the operation amount Qlr in the left / right direction (hereinafter referred to as the "left / right operation amount") are detected.

[0097] In S402, a correction value HOSd of the traveling drive current Ida (hereinafter referred to as the "traveling current correction value") is calculated based on the forward / backward operation amount Qfb of the joystick operation unit 61. In this embodiment, the traveling current correction value HOSd is calculated as a correction value that performs adjustment to decelerate the electric vehicle V. Specifically, as shown in FIG. 9(a), the traveling current correction value HOSd is calculated to be greater than 0 and equal to or less than 1, so that it tends to decrease as the forward / backward operation amount Qfb increases. In other words, the greater the rearward tilt of the operation member 612 of the joystick operation unit 61, the smaller the traveling current correction value HOSd is calculated to be.

[0098] In S403, a correction value HOSs of the steering drive current Ida (hereinafter referred to as "steering current correction value") is calculated based on the left / right operation amount Qfb of the joystick operation unit 61. In this embodiment, the steering current correction value HOSs is calculated as a correction value for adjusting the steering angle of the electric vehicle V to increase or decrease. Specifically, as shown in FIG. 9(b), the steering current correction value HOSs is calculated so that the value at the left / right neutral point (Qlr=0) of the joystick operation unit 61 is set to 0, and the absolute value tends to increase as the left / right operation amount Qlr in each direction increases. For example, the greater the tilt of the operation member 612 of the joystick operation unit 61 to the left, the greater the steering current correction value HOSs to the left is calculated to be.

[0099] In S404, the basic traveling drive current Ida1 is multiplied by the traveling current correction value HOSd to calculate the traveling drive current Ida (Ida=Ida1×HOSd).

[0100] In S405, the steering current correction value HOSs is added to the basic steering drive current Isa1 to calculate the steering drive current Isa (Isa=Isa1+HOSs).

[0101] In S406, the corrected running drive current Ida and steering drive current Isa are each limited to a range equal to or less than a predetermined upper limit value. For example, if an adjustment to increase the running speed by operating the joystick operation unit 61 is permitted, the adjusted running speed is limited to 6 km / h or less, which is the upper limit sidewalk speed, thereby preventing the running speed from exceeding the upper limit sidewalk speed as a result of the adjustment.

[0102] In this way, when traveling in autonomous driving mode, the electric vehicle V travels at a preset speed (e.g., 6 km / h) or a speed adjusted by intervention operation, and controls the steering wheels (i.e., front wheels 11f) to a target steering angle or a steering angle adjusted by intervention operation, to travel along a set route.

[0103] The control device for the small electric vehicle V according to this embodiment has the above-described configuration. The effects obtained by this embodiment will be described below.

[0104] When the joystick operation unit 61 is deployed outside the vehicle body while the vehicle is traveling in the autonomous driving mode, the operation amounts Q, Qfb, and Qlr of the joystick operation unit 61 (i.e., joystick operation amounts) are reflected in the traveling control as the user's request regarding the traveling state of the electric vehicle V. This allows the user to temporarily intervene in the control of the traveling state via the deployed joystick operation unit 61, and if the user feels uneasy about traveling in the autonomous driving mode, the temporary intervention using the joystick operation unit 61 can alleviate or eliminate such uneasiness.

[0105] Then, by simply storing the joystick operation unit 61 back in the storage unit 215, the intervention operation can be ended and the vehicle can return to normal driving in the automatic driving mode.

[0106] Compared to the handle operation unit 31, which is operated by gripping the handlebar 312, the joystick operation unit 61 can be operated with a relatively light force by operating it with the fingertips. Therefore, the joystick operation unit 61 can be easily operated even by users who cannot exert strong strength in their arms, such as elderly people. Furthermore, due to these characteristics, the joystick operation unit 61 is suitable for intervention operations that make fine adjustments, such as fine adjustments to the path of the electric vehicle V.

[0107] In this embodiment, when the joystick operation unit 61 is deployed outside the vehicle body, that is, from the storage unit 215, the driving state of the electric vehicle V is controlled by reflecting the user's request received via the joystick operation unit 61 while maintaining the setting of the automatic driving mode. This makes it possible to alleviate the anxiety the user may have about the vehicle's course, etc., while reducing the burden on the user associated with switching the driving mode by an operation such as an override. This is effective, for example, for operations when the user's desired course change is limited to fine adjustments.

[0108] In the above description, when the joystick operation unit 61 is unfolded from the storage unit 215, the running state of the electric vehicle V can be adjusted by an intervening operation using the joystick operation unit 61 while maintaining the setting of the automatic driving mode. However, the present invention is not limited to this, and when the joystick operation unit 61 is unfolded from the storage unit 215, the setting of the automatic driving mode may be temporarily canceled, and the running state of the electric vehicle V may be controlled based on a user request received via the joystick operation unit 61, that is, the joystick operation amount Q.

[0109] FIG. 10 is a flowchart showing the details of driving control in the automatic driving mode according to another embodiment of the present invention.

[0110] The processing from S501 to S503 is the same as the processing from S301 to S303 shown in the flowchart of FIG. 7, and a repeated description will be omitted.

[0111] In S504, the same process as in S306 shown in the flowchart of Fig. 7 is performed. That is, it is determined whether or not the driving start button is in the on state, and if the driving start button is in the on state, the process proceeds to S505, and if it is not in the on state, the current control is terminated.

[0112] In S505, it is determined whether or not the joystick operation unit 61 is in an unfolded state based on the output signal from the unit position sensor 125. If the joystick operation unit 61 is in an unfolded state, the process proceeds to S506, and if it is not in an unfolded state, that is, if it is stored in the storage unit 215, the process proceeds to S509.

[0113] In S506, the operation amount of the joystick operation unit 61 (forward / backward operation amount Qfb, left / right operation amount Qlr) is detected.

[0114] In S507, a traveling drive current Idi due to an intervention operation (hereinafter referred to as "intervention traveling current") is set based on the forward / backward operation amount Qfb. As shown in FIG. 11(a), the intervention traveling current Idi is calculated so that its absolute value tends to increase with an increase in the forward / backward operation amount Qlr, with the value at the forward / backward neutral point (Qfb=0) of the joystick operation unit 61 set to 0. In other words, the more the operation member 612 of the joystick operation unit 61 is tilted forward, the larger the forward intervening traveling current Idi calculated to be, and the more the operation member 612 is tilted backward, the larger the reverse intervening traveling current Idi calculated to be.

[0115] In S508, a steering drive current Isi due to an intervention operation (hereinafter referred to as "intervention steering current") is set based on the left / right operation amount Qlr. As shown in FIG. 11(b), the intervention steering current Isi is calculated so that its absolute value tends to increase with an increase in the left / right operation amount Qlr in each of the left and right directions, with the value at the left / right neutral point (Qfb=0) of the joystick operation unit 61 being set to 0. For example, the more the operation member 612 of the joystick operation unit 61 is tilted leftward, the greater the value of the intervention steering current Isi to the left that is calculated.

[0116] In S509, the traveling drive current Ida is set. The traveling drive current Ida that is set when the joystick operation unit 61 is stored, that is, when traveling in normal autonomous driving mode, is a current value according to a speed range that is preset for traveling in autonomous driving mode, and in this embodiment, can be set as a current value for traveling the electric vehicle V at 6 km / h, which is the upper limit speed for sidewalks.

[0117] In S510, the steering drive current Isa is set. The steering drive current Isa set when traveling in the normal autonomous driving mode is a current value for traveling the electric vehicle V along a set route, and can be set according to the deviation of the actual steering angle from the target steering angle.

[0118] In S511, motor drive currents are supplied to the various actuators ACT1 and ACT2. Specifically, when the joystick operation unit 61 is unfolded, the intervention traveling current Idi set in the processing of S507 is supplied to the traveling actuator ACT1, and the intervention steering current Isi set in the processing of S508 is supplied to the steering actuator ACT2. On the other hand, when the joystick operation unit 61 is retracted, the traveling drive current Ida set in the processing of S509 is supplied to the traveling actuator ACT1, and the steering drive current Isa set in the processing of S510 is supplied to the steering actuator ACT2.

[0119] In this way, when the joystick operation unit 61 is deployed outside the vehicle body, that is, from the storage unit 215, the automatic driving mode setting is temporarily canceled, and the vehicle's driving state is controlled based on a user request received via the joystick operation unit 61. In other words, when the joystick operation unit 61 is deployed (positive determination in the processing of S505), the subsequent processing of S507 and S508 sets the motor drive currents (intervention driving current Idi, intervention steering current Isi) supplied to the various actuators ACT1 and ACT2 based on the forward / backward operation amount Qfb and the left / right operation amount Qlr of the joystick operation unit 61. This makes it possible to more strongly reflect the user's intentions in the control of the driving state, thereby increasing the user's sense of security.

[0120] When the joystick operation unit 61 is unfolded while the vehicle is traveling in the autonomous driving mode, an intervention operation can be performed by switching between an operation mode in which the autonomous driving mode setting is temporarily canceled (hereinafter referred to as the "first operation mode") and an operation mode in which the autonomous driving mode setting is maintained (hereinafter referred to as the "second operation mode"). The intervention operation in the first operation mode can be performed in the same manner as steps S504 to S508 shown in the flowchart of FIG. 10. On the other hand, the intervention operation in the second operation mode can be performed in the same manner as steps S307 and S401 to S405 shown in the flowcharts of FIGS. 7 and 8. Switching between the first operation mode and the second operation mode can be performed manually by the user. For example, an operation mode switching button 127 is provided on the operation unit main body 711 of the joystick operation unit 61 (FIG. 1). After unfolding the joystick operation unit 61, the user can select between the first operation mode and the second operation mode by operating this button 127. Here, the first operation mode corresponds to the "first intervention operation mode" according to this embodiment, and the second operation mode corresponds to the "second intervention operation mode" according to this embodiment. The button 127 constitutes the "switching operation unit" according to this embodiment.

[0121] In the above description, the traveling speed and steering angle are the targets of control and intervention as the traveling states of the electric vehicle V. However, the present invention is not limited to this, and the target of intervention may be either the traveling speed or the steering angle, for example, only the steering angle.

[0122] The storage section 215 for the joystick operation unit 61 is not limited to the front cover 212, but may be formed on the body cover 21 other than the front cover 212, or on a portion or component other than the body cover 21. For example, the armrest 413 of the seat 41 may be used as a portion other than the body cover 21. The joystick operation unit 61 is configured to be able to be stored and deployed on the inner surface or upper surface of the armrest 413.

[0123] Furthermore, the movement of the joystick operation unit 61 when storing and deploying it is not limited to rotation, but may be linear or sliding movement. For example, the operation unit main body 611 of the joystick operation unit 61 may be configured to be slidable back and forth relative to the rear part of the front cover 212, and the joystick operation unit 61 may be stored inside the vehicle body by pushing the operation unit main body 611 into the front cover 212, and the joystick operation unit 61 may be deployed outside the vehicle body by pulling the operation unit main body 611 out of the front cover 212 or by elastically pushing it out using a spring or the like.

[0124] The joystick operation unit 61 can also be configured to be removable from the vehicle body cover 21, for example, the front cover 212, after being deployed from the storage section 215. The joystick operation unit 61 can be held in the hand while removed and operated, or can be attached to a mounting section provided on the vehicle body cover 21 or the seat 41 and operated. This allows the joystick operation unit 61 to be conveniently used in a state or position that is easier for the user to operate. For example, if the storage section 215 of the joystick operation unit 61 is located on the right side of the user sitting on the seat 41 (FIG. 2), installing the mounting section of the joystick operation unit 61 in the left armrest 413 makes it convenient for left-handed users to use the joystick operation unit 61 as well.

[0125] As a manual operation unit other than the joystick operation unit 61, for example, a touch panel display or other suitable type of unit can be adopted.

[0126] The electric vehicle V is not limited to an electric wheelchair or a senior car, but may also be a so-called personal mobility device. [Explanation of symbols]

[0127] V...electric vehicle, 11...wheel, 11f...front wheel, 11r...rear wheel, 12f...front suspension device, 12r...rear suspension device, 21...body cover, 211...cover main body, 212...front cover, 212a...front fender, 213...rear cover, 213a...rear fender, 214...floor step, 215...storage section, 215a...storage section cover, 31...operation panel, 311...main body, 312...handlebar, 313...operation panel, 314...rearview mirror, 41...seat, 411...seating section, 412...backrest, 413...armrest, 61...joystick operation unit 61, 611...operation unit main body, 612...operation member, 101...controller, BAT...battery, ACT1...travel actuator (electric motor), ACT2...steering actuator (electric motor), BRK...brake device.

Claims

1. A control device for a small electric vehicle configured to be able to travel in an automatic driving mode in which the vehicle travels automatically along a preset route, A seat on which a user sits; a manual operation unit that is configured to be stored in a storage unit formed within the vehicle body and to be deployable from the storage unit to the outside of the vehicle body, and that is operated by the user in a state where it is deployed to the outside of the vehicle body to receive a request from the user regarding the running state of the vehicle; a controller that controls the running state of the vehicle, The controller is a control device for a small electric vehicle that, when the manual operation unit is deployed outside the vehicle body while the vehicle is traveling in the autonomous driving mode, reflects the user's requests received through the manual operation unit in controlling the traveling state.

2. 2. The control device for a small electric vehicle according to claim 1, wherein when the manual operation unit is deployed outside the vehicle body while the vehicle is traveling in the autonomous driving mode, the controller temporarily cancels the setting of the autonomous driving mode while the manual operation unit is deployed, and controls the traveling state of the vehicle based on a request from the user received via the manual operation unit.

3. 2. The control device for a small electric vehicle according to claim 1, wherein, when the manual operation unit is deployed outside the vehicle body while the vehicle is traveling in the autonomous driving mode, the controller controls the traveling state of the vehicle by reflecting the user's request received via the manual operation unit while maintaining the setting of the autonomous driving mode.

4. 2. The control device for a small electric vehicle according to claim 1, wherein the controller is configured to be able to switch between a first intervention operation mode in which, when the manual operation unit is deployed outside the vehicle body while the vehicle is traveling in the automatic driving mode, the automatic driving mode is canceled and the vehicle is driven by operating the manual operation unit by the user, and a second intervention operation mode in which the automatic driving mode is maintained even after the manual operation unit is deployed and the user's request received via the manual operation unit is reflected in the control of the traveling state and the vehicle is driven.

5. 5. The control device for a small electric vehicle according to claim 4, further comprising a switching operation unit configured to be operable by the user and configured to accept an operation by the driver to switch between the first intervention operation mode and the second intervention operation mode.

6. 5. The control device for a small electric vehicle according to claim 4, wherein the controller changes the degree to which the operation of the manual operation unit is reflected in the driving state when the vehicle is driving in the first intervention operation mode and when the vehicle is driving in the second intervention operation mode.

7. The control device for a small electric vehicle according to claim 1, wherein the manual operation unit is configured to be removable from the storage unit after being deployed outside the vehicle body.

8. The vehicle can be driven by switching between a manual driving mode in which the vehicle is driven by manual operation of the user and the automatic driving mode, The operation unit operable by the user includes a first operation unit and a second operation unit which is the manual operation unit, the first operating unit has a grip portion that is provided in front of the seat and configured to be grippable by the user seated on the seat, The control device for a small electric vehicle according to claim 1 , wherein the steering angle of the vehicle can be changed via the first operating unit when the vehicle is traveling in the manual driving mode.

9. The control device for a small electric vehicle according to any one of claims 1 to 8, wherein a travel speed during travel is set to be equal to or lower than an upper limit speed at which the small electric vehicle can travel on a sidewalk.

Images