JP5061889B2 - vehicle - Google Patents

Description

  The present invention relates to a vehicle using posture control of an inverted pendulum.

  Conventionally, a technique related to a vehicle using posture control of an inverted pendulum has been proposed. For example, a vehicle that has two drive wheels arranged on the same axis, detects a change in the posture of the vehicle body due to the movement of the center of gravity of the driver, and drives the vehicle body attached to a single spherical drive wheel. Techniques for vehicles that move while being controlled have been proposed (see, for example, Patent Document 1).

In this case, the balance and operation state of the vehicle body is detected by a sensor, and the vehicle is stopped or moved by controlling the operation of the rotating body.
JP 2007-219986 A

  However, in the conventional vehicle, unnecessary acceleration / deceleration of the vehicle, which is not intended by the driver, may occur when getting on and off the step. The driving torque required to get on and off the step stably varies depending on the height of the step. Further, the required driving torque varies depending on the level of the vehicle in the up-and-down state, that is, how much the step is raised or lowered. On the other hand, when the required drive torque is estimated and the drive torque corresponding to the estimated value is added, the slight fluctuations in the estimated value cause vibrations in the vehicle speed and the vehicle body posture, resulting in poor ride comfort. End up.

  The present invention solves the problems of the conventional vehicle, estimates step resistance torque when moving up and down the step, and steps when the absolute value of the estimated value is equal to or less than a predetermined threshold (threshold) value. No torque is applied to the drive wheels to raise or lower the vehicle so that the vehicle speed and body posture do not vibrate during normal driving, and the vehicle can run safely and comfortably on uneven ground and flat ground. An object is to provide a vehicle capable of performing the above.

  For this purpose, the vehicle of the present invention includes a drive wheel rotatably attached to the vehicle body, and a vehicle control device that controls a drive torque applied to the drive wheel to control the posture of the vehicle body, The vehicle control device estimates the step resistance torque of the step by an observer when raising and lowering the step on the road surface, and if the absolute value of the estimated value of the step resistance torque exceeds a predetermined threshold value, Add drive torque required for lifting.

  In another vehicle of the present invention, the vehicle control device further sets the estimated value to zero when the absolute value of the estimated value of the step resistance torque is equal to or less than the threshold value.

  In still another vehicle according to the present invention, the vehicle control device further includes statistics of an extreme value included in a time history of an estimated value of the step resistance torque from a time before a predetermined time to the present time. The threshold value is determined based on a characteristic amount.

  In still another vehicle of the present invention, the vehicle control device further sets a value obtained by adding a value obtained by multiplying a standard deviation of the extreme value by a predetermined value to an average value of the extreme value as an upper limit value of the threshold value. A value obtained by subtracting a value obtained by multiplying the standard deviation of the extreme value by a predetermined value from the average value is set as the lower limit value of the threshold value.

  In still another vehicle of the present invention, the vehicle control device further determines the threshold based on the maximum uneven height of the traveling road surface.

  According to the structure of Claim 1 and 2, there is no vibration in the vehicle speed and the vehicle body posture during normal traveling, and it is possible to travel comfortably both when ascending and descending a step and when traveling on flat ground. .

  According to the configurations of claims 3 to 5, the dead zone threshold value of the estimated value of the step resistance torque is automatically adjusted to an appropriate value in response to a change in the road surface state or the like.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

  FIG. 1 is a schematic diagram showing the configuration of a vehicle in a first embodiment of the present invention, and shows a state in which an occupant is moving forward in an accelerated state, and FIG. 2 is a first embodiment of the present invention. 1 is a block diagram showing a configuration of a vehicle control system in FIG.

  In FIG. 1, reference numeral 10 denotes a vehicle according to the present embodiment, which includes a body portion 11, a drive wheel 12, a support portion 13, and a riding portion 14 on which an occupant 15 rides. Can be tilted. Then, the posture of the vehicle body is controlled similarly to the posture control of the inverted pendulum. In the example shown in FIG. 1, the vehicle 10 is accelerating in the direction indicated by the arrow A, and the vehicle body is tilted in the traveling direction.

  The drive wheel 12 is rotatably supported with respect to a support portion 13 that is a part of the vehicle body, and is driven by a drive motor 52 as a drive actuator. The axis of the drive wheel 12 exists in a direction perpendicular to the plane shown in FIG. 1, and the drive wheel 12 rotates around that axis. The drive wheel 12 may be singular or plural, but in the case of plural, the drive wheels 12 are arranged on the same axis in parallel. In the present embodiment, description will be made assuming that there are two drive wheels 12. In this case, each drive wheel 12 is independently driven by an individual drive motor 52. As the drive actuator, for example, a hydraulic motor, an internal combustion engine, or the like can be used, but here, the description will be made assuming that the drive motor 52 that is an electric motor is used.

  The main body 11 that is a part of the vehicle body is supported from below by the support 13 and is positioned above the drive wheels 12. The main body 11 has a riding section 14 that functions as an active weight section so that it can move relative to the main body 11 in the front-rear direction of the vehicle 10, in other words, relative to the tangential direction of the vehicle body rotation circle. It is attached so as to be movable.

  Here, the active weight part has a certain amount of mass, and actively corrects the position of the center of gravity of the vehicle 10 by moving it back and forth with respect to the main body part 11. The active weight portion does not necessarily need to be the riding portion 14. For example, the active weight portion may be a device in which a heavy peripheral device such as a battery is movably attached to the main body portion 11, a weight, a weight (Weight), a device in which a dedicated weight member such as a balancer is movably attached to the main body 11 may be used. Moreover, you may use together the boarding part 14, a heavy peripheral device, an exclusive weight member, etc.

  Further, in the present embodiment, for convenience of explanation, an example in which the riding part 14 in a state in which the occupant 15 is boarded functions as an active weight part will be described, but the occupant 15 is not necessarily in the riding part 14. For example, when the vehicle 10 is operated by remote control, the occupant 15 may not be on the riding section 14, or cargo may be loaded instead of the occupant 15.

  The riding section 14 is the same as a seat used in automobiles such as passenger cars and buses, and includes a seat surface section 14a, a backrest section 14b, and a headrest 14c, and is attached to the main body section 11 through a moving mechanism (not shown). ing.

  The moving mechanism includes a low-resistance linear moving mechanism such as a linear guide device and an active weight part motor 62 as an active weight part actuator. The active weight part motor 62 drives the riding part 14, and the main body part 11. The vehicle is moved back and forth in the vehicle traveling direction. As the active weight actuator, for example, a hydraulic motor, a linear motor, or the like can be used. However, here, the description will be made assuming that the active weight motor 62 that is a rotary electric motor is used.

  The linear guide device includes, for example, a guide rail attached to the main body 11, a carriage attached to the riding part 14 and sliding along the guide rail, a ball, a roller, and the like interposed between the guide rail and the carriage. Rolling elements. In the guide rail, two track grooves are formed linearly along the longitudinal direction on the left and right side surfaces thereof. Moreover, the cross section of the carriage is formed in a U-shape, and two track grooves are formed on the inner sides of the two opposing side surfaces so as to face the track grooves of the guide rail. The rolling elements are incorporated between the raceway grooves, and roll in the raceway grooves with the relative linear motion of the guide rail and the carriage. The carriage is formed with a return passage that connects both ends of the raceway groove, and the rolling elements circulate through the raceway groove and the return passage.

  The linear guide device includes a brake or a clutch that fastens the movement of the linear guide device. When the operation of the riding section 14 is unnecessary, such as when the vehicle 10 is stopped, the relative positional relationship between the main body section 11 and the riding section 14 is maintained by fixing the carriage to the guide rail with a brake. . When the operation is necessary, the brake is released and the distance between the reference position on the main body 11 side and the reference position on the riding section 14 is controlled to be a predetermined value.

  An input device 30 including a joystick 31 as a target travel state acquisition device is disposed beside the boarding unit 14. The occupant 15 controls the vehicle 10 by operating a joystick 31 as a control device, that is, inputs a travel command such as acceleration, deceleration, turning, in-situ rotation, stop, and braking of the vehicle 10. ing. If the occupant 15 can operate and input a travel command, other devices such as a pedal, a handle, a jog dial, a touch panel, and a push button can be obtained instead of the joystick 31 to obtain a target travel state. It can also be used as a device.

  In addition, when the vehicle 10 is steered by remote control, it can replace with the said joystick 31, and can use the receiver which receives the driving | running | working command from a controller with a wire communication or a radio | wireless as a target driving state acquisition apparatus. Further, when the vehicle 10 automatically travels according to predetermined travel command data, a data reader that reads travel command data stored in a storage medium such as a semiconductor memory or a hard disk is used as a target travel instead of the joystick 31. It can be used as a status acquisition device.

  In addition, the vehicle 10 includes a control ECU (Electronic Control Unit) 20 as a vehicle control device, and the control ECU 20 includes a main control ECU 21, a drive wheel control ECU 22, and an active weight unit control ECU 23. The control ECU 20, main control ECU 21, driving wheel control ECU 22 and active weight unit control ECU 23 include calculation means such as a CPU and MPU, storage means such as a magnetic disk and semiconductor memory, input / output interfaces, and the like. A computer system that controls the operation. For example, the computer system is disposed in the main body 11, but may be disposed in the support portion 13 or the riding portion 14. The main control ECU 21, the drive wheel control ECU 22, and the active weight control ECU 23 may be configured separately or may be configured integrally.

  The main control ECU 21 functions as a part of the drive wheel control system 50 that controls the operation of the drive wheel 12 together with the drive wheel control ECU 22, the drive wheel sensor 51, and the drive motor 52. The drive wheel sensor 51 includes a resolver, an encoder, and the like, functions as a drive wheel rotation state measuring device, detects a drive wheel rotation angle and / or rotation angular velocity indicating a rotation state of the drive wheel 12, and transmits it to the main control ECU 21. To do. The main control ECU 21 transmits a drive torque command value to the drive wheel control ECU 22, and the drive wheel control ECU 22 supplies an input voltage corresponding to the received drive torque command value to the drive motor 52. The drive motor 52 applies drive torque to the drive wheels 12 in accordance with the input voltage, thereby functioning as a drive actuator.

  The main control ECU 21 functions as a part of the active weight part control system 60 that controls the operation of the riding part 14 that is the active weight part together with the active weight part control ECU 23, the active weight part sensor 61, and the active weight part motor 62. To do. The active weight part sensor 61 is composed of an encoder or the like, functions as an active weight part movement state measuring device, detects the active weight part position and / or movement speed indicating the movement state of the riding part 14, and transmits it to the main control ECU 21. To do. Further, the main control ECU 21 transmits an active weight part thrust command value to the active weight part control ECU 23, and the active weight part control ECU 23 sends an input voltage corresponding to the received active weight part thrust command value to the active weight part motor. 62. The active weight motor 62 applies thrust to the riding section 14 to translate the riding section 14 in accordance with the input voltage, thereby functioning as an active weight actuator.

  Further, the main control ECU 21 functions as a part of the vehicle body control system 40 that controls the posture of the vehicle body together with the drive wheel control ECU 22, the active weight unit control ECU 23, the vehicle body inclination sensor 41, the drive motor 52, and the active weight unit motor 62. . The vehicle body tilt sensor 41 includes an acceleration sensor, a gyro sensor, and the like, and functions as a vehicle body tilt state measuring device. The vehicle body tilt sensor 41 detects a vehicle body tilt angle and / or tilt angular velocity indicating the tilt state of the vehicle body, and transmits the detected vehicle body tilt angle to the main control ECU 21. The main control ECU 21 transmits a drive torque command value to the drive wheel control ECU 22 and transmits an active weight portion thrust command value to the active weight portion control ECU 23.

  The main control ECU 21 receives a travel command from the joystick 31 of the input device 30. Then, the main control ECU 21 transmits a drive torque command value to the drive wheel control ECU 22 and transmits an active weight portion thrust command value to the active weight portion control ECU 23.

  Further, the control ECU 20 functions as a step resistance torque estimating means for estimating the step resistance torque based on the travel state of the vehicle 10 and the time change of the vehicle body posture. Further, it functions as a target vehicle body posture determination means for determining a target vehicle body posture, that is, a vehicle body tilt state and / or an active weight portion movement state, according to the target travel state and the step resistance torque. Furthermore, it functions as an actuator output determining means that determines the output of each actuator according to the traveling state and vehicle body posture of the vehicle 10 acquired by each sensor, and the target traveling state, target vehicle body posture, and step resistance torque. Specifically, it functions as a step lifting torque determining means for determining a driving torque to be applied according to the step resistance torque, and a center of gravity correction amount determining means for determining the center of gravity correction amount of the vehicle body according to the step lifting torque.

  Each sensor may acquire a plurality of state quantities. For example, an acceleration sensor and a gyro sensor may be used together as the vehicle body tilt sensor 41, and the vehicle body tilt angle and the vehicle body tilt angular velocity may be determined from the measured values of both.

  Next, the operation of the vehicle 10 configured as described above will be described. First, an outline of the travel and attitude control process will be described.

  FIG. 3 is a schematic view showing the step-up / down operation of the vehicle in the first embodiment of the present invention, and FIG. 4 is a flowchart showing the operation of the vehicle travel and attitude control processing in the first embodiment of the present invention. . FIG. 3A shows an example of operation according to the prior art for comparison, and FIG. 3B shows the operation according to the present embodiment.

  In the case of a conventional vehicle as described in the “Background Art” section, as shown in FIG. 3A, the reaction of the drive torque applied to the drive wheels 12 to climb up the step, that is, the anti-torque is applied to the vehicle body. The vehicle body tilts backward. For this reason, it is not possible to perform stable vehicle body posture and travel control when riding on a step.

  In contrast, in the present embodiment, the riding section 14 functions as an active weight section, and as shown in FIG. 3B, the center of gravity position of the vehicle 10 is set by moving the riding section 14 back and forth. Actively correct. As a result, the center of gravity of the vehicle body is moved forward when riding on the step, so that the reaction when the driving torque for riding on the step is applied to the drive wheel 12, that is, even if the anti-torque acts on the vehicle body, It will not tilt backwards. Therefore, stable vehicle body posture and travel control can be performed even when riding on a step. This embodiment is particularly effective when entering a step from a stopped state and a low-speed traveling state.

  Further, the driving torque for climbing up the step is estimated in real time during the climbing operation and applied to the drive wheels 12. Thereby, it is possible to stably ride on a step having an arbitrary shape.

  In other words, in the present embodiment, the vehicle 10 can move up and down in a stable manner by executing the travel and posture control processing including the correction of the center of gravity of the vehicle 10 and the application of drive torque.

  In the running and posture control process, the control ECU 20 first executes a state quantity acquisition process (step S1), and the driving wheel is driven by each sensor, that is, the driving wheel sensor 51, the vehicle body tilt sensor 41, and the active weight sensor 61. 12 rotation states, vehicle body inclination states, and riding portion 14 movement states are acquired.

  Next, the control ECU 20 executes a step elevation torque determination process (step S2), and obtains the state quantity obtained by the state quantity obtaining process, that is, the rotation state of the drive wheels 12, the lean state of the vehicle body, and the riding section 14. The step resistance torque is estimated by the observer based on the movement state and the output values of the actuators, that is, the output values of the drive motor 52 and the active weight motor 62, and the step elevation torque is determined. Here, the observer is a method of observing the internal state of the control system based on a dynamic model, and is configured by wired logic or soft logic.

  Next, the control ECU 20 executes a target travel state determination process (step S3), and based on the operation amount of the joystick 31, the target value of the acceleration of the vehicle 10 and the target value of the rotational angular velocity of the drive wheels 12 are obtained. decide.

  Next, the control ECU 20 executes a target body posture determination process (step S4), and the step lift torque determined by the step lift torque determination process and the acceleration of the vehicle 10 determined by the target travel state determination process. Based on the target value, the target value of the vehicle body posture, that is, the target value of the vehicle body inclination angle and the active weight portion position is determined.

  Finally, the control ECU 20 executes an actuator output determination process (step S5), each state quantity acquired by the state quantity acquisition process, the step lift torque determined by the step lift torque determination process, and the target travel state The output of each actuator, that is, the output of the drive motor 52 and the active weight motor 62, is determined based on the target travel state determined by the determination processing of the target vehicle body and the target vehicle body posture determined by the determination processing of the target vehicle body posture. To do.

  Next, details of the traveling and attitude control processing will be described. First, the state quantity acquisition process will be described.

  FIG. 5 is a diagram showing a vehicle dynamic model and its parameters according to the first embodiment of the present invention, and FIG. 6 is a flowchart showing an operation of state quantity acquisition processing according to the first embodiment of the present invention.

In the present embodiment, state quantities and parameters are represented by the following symbols. FIG. 5 shows some of the state quantities and parameters.
θ _W : Drive wheel rotation angle [rad]
θ ₁ : Body tilt angle (vertical axis reference) [rad]
λ _S : Active weight part position (vehicle center point reference) [m]
τ _W : Driving torque (total of two driving wheels) [Nm]
S _S : Active weight part thrust [N]
g: Gravity acceleration [m / s ² ]
m _W : Drive wheel mass (total of two drive wheels) [kg]
R _W : Driving wheel contact radius [m]
I _W : Moment of inertia of driving wheel (total of two driving wheels) [kgm ² ]
D _W : viscosity damping coefficient [Ns / rad] with respect to rotation of the drive wheel
m ₁ : Body mass (including active weight) [kg]
l ₁ : Body center-of-gravity distance (from axle) [m]
I ₁ : Body inertia moment (around the center of gravity) [kgm ² ]
D ₁ : Viscous damping coefficient with respect to vehicle body tilt [Ns / rad]
m _S : Active weight part mass [kg]
l _S : Active weight part center of gravity distance (from axle) [m]
I _S : Active weight part inertia moment (around the center of gravity) [kgm ² ]
D _S : Viscosity damping coefficient [Ns / rad] for active weight part translation

  Next, the step elevation torque determination process will be described.

  FIG. 7 is a flowchart showing the operation of the step elevation torque determination process in the first embodiment of the present invention.

In the step elevation torque determination process, the main control ECU 21 first estimates the step resistance torque τ _D (step S2-1). In this case, based on each state quantity acquired in the state quantity acquisition process and the output of each actuator determined in the actuator output determination process in the previous (previous time step) travel and posture control process, The step resistance torque τ _D is estimated from (1).

Subsequently, the main control ECU 21 determines the step elevation torque τ _C (step S2-2). In this case, the estimated value of the step resistance torque τ _D is set as the value of the step lifting torque τ _C. That is, τ _C = τ _D.

  As described above, in the present embodiment, based on the driving torque output from the driving motor 52, the driving wheel rotation angular acceleration indicating the vehicle translational acceleration as the state quantity, the vehicle body inclination angular acceleration, and the active weight moving acceleration. Estimate the step resistance torque. In this case, not only the driving wheel rotation angular acceleration indicating the rotation state of the driving wheel 12, but also the vehicle body inclination angular acceleration and the active weight portion moving acceleration indicating the change in the vehicle body posture are considered. That is, the change in the vehicle body posture, which is a characteristic element of a vehicle using the posture control of the inverted pendulum, that is, the so-called inverted vehicle is taken into consideration.

  Conventionally, since the step resistance torque is estimated based on the drive torque and the driving wheel rotation angular acceleration, a large error may occur in the estimated value of the step resistance torque especially when the posture of the vehicle body is changing. . However, in the present embodiment, the step resistance torque is estimated in consideration of the vehicle body inclination angle acceleration indicating the change in the posture of the vehicle body and the active weight portion moving acceleration, so that a large error does not occur and the step is highly accurate. The resistance torque can be estimated.

  Generally, in an inverted type vehicle, the center of gravity of the vehicle body moves back and forth relative to the drive wheels, so that the center of gravity of the vehicle may move back and forth even when the drive wheels are stopped. Therefore, in order to estimate the step resistance torque with high accuracy from the acceleration of the center of gravity and the driving force or the driving torque, it is necessary to consider such an influence. In a general inverted type vehicle, the weight ratio of the vehicle body with respect to the entire vehicle is high, and the change in posture during the step-up / down operation is large, so such an effect becomes large.

  In the present embodiment, the step resistance torque that changes during the step-up / down operation is always estimated. For example, if a constant drive torque is applied to the drive wheels 12 during the step-up / down operation, the vehicle 10 may be unnecessarily accelerated / decelerated immediately before the end of the lift. This is because, for example, when riding on a step, the step resistance torque decreases as the vehicle 10 climbs the step. Therefore, in this embodiment, the step resistance torque that changes with the step elevation state is estimated in real time, and the value is constantly updated so that the step elevation torque suitable for the step elevation operation is always applied. It has become.

  Note that the high frequency component of the estimated value can be removed by applying a low pass filter to the estimated value of the step resistance torque. In this case, a time delay occurs in the estimation, but the vibration caused by the high frequency component can be suppressed.

  In the present embodiment, only the inertial force is considered, but the rolling resistance of the driving wheel 12, the viscous resistance due to the friction of the rotating shaft, the air resistance acting on the vehicle 10, etc. are considered as secondary effects. May be.

  In the present embodiment, a linear model related to the rotational motion of the drive wheel 12 is used. However, a more accurate nonlinear model may be used, or a model for vehicle body tilting motion or active weight portion translational motion. May be used. For nonlinear models, functions can also be applied in the form of maps.

  Further, in order to simplify the calculation, it is not necessary to consider the change in the body posture.

  Next, the target travel state determination process will be described.

  FIG. 8 is a flowchart showing the operation of the target travel state determination process in the first embodiment of the present invention.

  In the determination process of the target travel state, the main control ECU 21 first acquires a steering operation amount (step S3-1). In this case, the occupant 15 acquires the operation amount of the joystick 31 that is operated to input a travel command such as acceleration, deceleration, turning, on-site rotation, stop, and braking of the vehicle 10.

  Subsequently, the main control ECU 21 determines a target value for vehicle acceleration based on the acquired operation amount of the joystick 31 (step S3-2). For example, a value proportional to the amount of operation of the joystick 31 in the front-rear direction is set as a target value for vehicle acceleration.

Subsequently, the main control ECU 21 calculates the target value of the drive wheel rotational angular velocity from the determined target value of the vehicle acceleration (step S3-3). For example, by integrating the target value of the vehicle acceleration time, a value obtained by dividing the driving wheel contact radius R _W and the target value of the drive wheel rotation angular velocity.

  Next, the target vehicle body posture determination process will be described.

  FIG. 9 is a graph showing changes in the target value of the active weight portion position and the target value of the vehicle body tilt angle in the first embodiment of the present invention, and FIG. 10 shows the target vehicle body posture in the first embodiment of the present invention. It is a flowchart which shows the operation | movement of a determination process.

In the target body posture determination process, the main control ECU 21 first determines the target value of the active weight portion position and the target value of the vehicle body tilt angle (step S4-1). In this case, based on the target value of the vehicle acceleration determined by the determination process of the target traveling state and the step lift torque τ _C acquired by the determination process of the step lift torque, the following expressions (2) and (3) are used: The target value of the active weight portion position and the target value of the vehicle body inclination angle are determined.

  Subsequently, the main control ECU 21 calculates the remaining target value (step S4-2). That is, the target values of the drive wheel rotation angle, the vehicle body inclination angular velocity, and the active weight portion moving speed are calculated by time differentiation or time integration of each target value.

Thus, in the present embodiment, not only the inertial force and drive motor reaction torque acting on the vehicle body in accordance with the vehicle acceleration, but also acting on the vehicle body with the step lifting torque τ _C corresponding to the step resistance torque τ _D. The target value of the vehicle body posture, that is, the target value of the active weight portion position and the target value of the vehicle body tilt angle are determined in consideration of the counter torque.

  At this time, the center of gravity of the vehicle body is moved so that the torque that acts on the vehicle body to tilt the vehicle body, that is, the vehicle body tilt torque is canceled out by the action of gravity. For example, when the vehicle 10 climbs a step, the riding section 14 is moved forward, or the vehicle body is further tilted forward. Further, when the vehicle 10 goes down the step, the riding section 14 is moved rearward, or the vehicle body is further tilted rearward.

  In the present embodiment, as shown in FIG. 9, first, the riding section 14 is moved without tilting the vehicle body, and when the riding section 14 reaches the active weight movement limit, the tilting of the vehicle body is started. . For this reason, the vehicle body does not tilt forward and backward with respect to fine acceleration / deceleration, so that the ride comfort for the occupant 15 is improved. Further, if the level difference is not particularly high, the vehicle body is kept upright even on the level difference, so that it is easy to secure the field of view for the occupant 15. In addition, if the level difference is not particularly high, the vehicle body does not greatly tilt even on the level difference, so that a part of the vehicle body is prevented from contacting the road surface.

  In the present embodiment, it is assumed that the active weight part movement limit is equal between the front and the rear, but when the front and rear are different, the inclination of the vehicle body is changed according to each limit. The presence or absence may be switched. For example, when the braking performance is set higher than the acceleration performance, it is necessary to set the rear active weight portion movement limit farther than the front limit.

  In this embodiment, when the acceleration is low or the level difference is low, only the movement of the riding section 14 is used, but some or all of the vehicle body tilt torque may be handled by the vehicle body tilt. Good. By tilting the vehicle body, the front-rear inertial force acting on the occupant 15 can be reduced.

  Furthermore, in the present embodiment, an expression based on a linearized dynamic model is used, but an expression based on a more accurate nonlinear model or a model considering viscous resistance may be used. Note that if the equation is nonlinear, the function can be applied in the form of a map.

  Next, the actuator output determination process will be described.

  FIG. 11 is a flowchart showing the operation of the actuator output determination process in the first embodiment of the present invention.

In the actuator output determination process, the main control ECU 21 first determines the feedforward output of each actuator (step S5-1). In this case, the feedforward output of the drive motor 52 is determined by the following equation (4) from each target value and the step lifting torque τ _C, and the feedforward of the active weight motor 62 is determined by the following equation (5). Determine the output.

Thus, by automatically adding the step lifting torque τ _C according to the step resistance torque τ _D , that is, by correcting the driving torque according to the step resistance torque τ _D , when the step is raised or lowered Can also provide the same handling feeling as the flat ground. That is, it is possible to get on and off the level difference by the same steering operation as that on the flat ground. In addition, the vehicle 10 is not unnecessarily accelerated or decelerated when the level difference is raised or lowered with respect to a certain steering operation of the joystick 31.

  Thus, in the present embodiment, more accurate control is realized by theoretically giving a feedforward output.

  Note that the feedforward output can be omitted as necessary. In this case, the feedback control indirectly gives a value close to the feedforward output with a steady deviation. Further, the steady deviation can be reduced by applying an integral gain.

  Subsequently, the main control ECU 21 determines the feedback output of each actuator (step S5-2). In this case, the feedback output of the drive motor 52 is determined by the following equation (6) from the deviation between each target value and the actual state quantity, and the feedback output of the active weight unit motor 62 by the following equation (7). To decide.

Note that nonlinear feedback control such as sliding mode control can also be introduced. As simpler control, some of the feedback gains excluding K _W2 , K _W3, and K _S5 may be set to zero. Further, an integral gain may be introduced in order to eliminate the steady deviation.

  Finally, the main control ECU 21 gives a command value to each element control system (step S5-3). In this case, the main control ECU 21 transmits the sum of the feedforward output and the feedback output determined as described above to the drive wheel control ECU 22 and the active weight part control ECU 23 as the drive torque command value and the active weight part thrust command value. .

As described above, in the present embodiment, the step resistance torque τ _D is estimated by the observer, the step lifting torque τ _C is applied, and the riding section 14 is moved in the upper direction of the step. Therefore, the vehicle body can be held upright even on the level difference, and the level difference can be raised and lowered. In addition, an apparatus for measuring a step is not required, and the system configuration can be simplified and the cost can be reduced.

Furthermore, since in view of the vehicle body inclination angle theta ₁ and active weight portion position lambda _S indicates the attitude of the vehicle body is estimated the step lifting torque tau _C, without a large error occurs, the step lifting torque tau _C with extremely high precision Can be estimated.

  Note that this embodiment is effective not only when climbing a step, but also when descending a step. The acceleration of the vehicle when the step is lowered is suppressed by applying the step lifting torque, and the vehicle body is held upright by moving the riding portion 14 backward. The same applies to the second and third embodiments described below.

  Next, a second embodiment of the present invention will be described. In addition, about the thing which has the same structure as 1st Embodiment, the description is abbreviate | omitted by providing the same code | symbol. The description of the same operation and the same effect as those of the first embodiment is also omitted.

  FIG. 12 is a block diagram showing the configuration of the vehicle control system in the second embodiment of the present invention, and FIG. 13 is a schematic diagram showing the operation in raising and lowering the step of the vehicle in the second embodiment of the present invention. .

  In the first embodiment, the riding part 14 is attached so as to be able to translate relative to the main body part 11 in the front-rear direction of the vehicle 10 and functions as an active weight part. In this case, a moving mechanism including the active weight motor 62 is disposed, and thereby the riding section 14 is translated, so that the control system is complicated as the structure becomes complicated and the cost and weight increase. On the other hand, the first embodiment cannot be applied to an inverted vehicle that does not have a moving mechanism for moving the riding section 14.

  Therefore, in the present embodiment, a moving mechanism for moving the riding section 14 is omitted. Also, as shown in FIG. 12, the active weight part control system 60 is omitted from the control system, and the active weight part control ECU 23, the active weight part sensor 61, and the active weight part motor 62 are omitted. Since the configuration of other points is the same as that of the first embodiment, description thereof is omitted.

  In the present embodiment, as shown in FIG. 13, when raising and lowering the step, the driving torque applied to the drive wheel 12 for raising and lowering the step, that is, the reaction to the step raising and lowering torque is applied to the vehicle body. By tilting the vehicle body in the upper direction of the step by an angle corresponding to the step lifting torque with respect to the vehicle body tilting torque acting as an anti-torque, the vehicle body tilting torque is canceled by the action of gravity to maintain a balance.

  In addition, as explained in the section of “Background Art”, for example, when a required driving torque is applied to the driving wheel when riding on a step, the reaction acts on the vehicle body, so that the vehicle body is in a direction opposite to the step, that is, It will be greatly inclined in the lower direction of the step. On the other hand, if the posture of the vehicle body is to be maintained upright, the necessary driving torque cannot be applied to the driving wheels, so that it is impossible to ride on the step. In addition, the same phenomenon occurs when getting down the step, and the vehicle body tilts forward.

  In contrast, in the present embodiment, the vehicle body is intentionally tilted in the upper direction of the step by an angle suitable for the height of the step, so that a stable body posture can be maintained even when the step is raised or lowered. It is possible to travel safely and comfortably in places with steps.

  Next, details of the traveling and posture control processing in the present embodiment will be described. The outline of the travel and attitude control process and the determination process of the target travel state are the same as those in the first embodiment, so the description is omitted, the state quantity acquisition process, the step elevation torque determination process, Only the target vehicle body attitude determination process and the actuator output determination process will be described. First, the state quantity acquisition process will be described.

FIG. 14 is a flowchart showing the operation of the state quantity acquisition process in the second embodiment of the present invention.

  Next, the step elevation torque determination process will be described.

  FIG. 15 is a flowchart showing the operation of the step elevation torque determination process in the second embodiment of the present invention.

In the step elevation torque determination process, the main control ECU 21 estimates the step resistance torque τ _D (step S2-11). In this case, based on each state quantity acquired in the state quantity acquisition process and the output of each actuator determined in the actuator output determination process in the previous run (previous time step) travel and posture control process, The step resistance torque τ _D is estimated from equation (8).

Subsequently, the main control ECU 21 determines the step elevation torque τ _C (step S2-12). In this case, the estimated value of the step resistance torque τ _D is set as the value of the step lifting torque τ _C. That is, τ _C = τ _D.

  Thus, in the present embodiment, the step resistance torque is estimated based on the driving torque output from the driving motor 52, the driving wheel rotation angular acceleration and the vehicle body inclination angular acceleration as the state quantities. In this case, not only the driving wheel rotation angular acceleration indicating the rotation state of the driving wheel 12 but also the vehicle body inclination angular acceleration indicating the change in the vehicle body posture is considered. That is, the change in the vehicle body posture, which is a characteristic element of a vehicle using the posture control of the inverted pendulum, that is, the so-called inverted vehicle is taken into consideration.

  Conventionally, since the step resistance torque is estimated based on the driving torque and the driving wheel rotation angular acceleration, a large error may occur in the estimated value of the step resistance torque especially when the posture of the vehicle body changes greatly. However, in the present embodiment, the step resistance torque is estimated in consideration of the vehicle body inclination angle acceleration indicating the change in the posture of the vehicle body, so that a large error does not occur and the step resistance torque can be estimated with high accuracy. it can.

  In the present embodiment, the step resistance torque that changes during the step-up / down operation is always estimated. For example, if a constant drive torque is applied to the drive wheels 12 during the step-up / down operation, the vehicle 10 may be unnecessarily accelerated / decelerated immediately before the end of the lift. This is because, for example, when riding on a step, the step resistance torque decreases as the vehicle 10 climbs the step. Therefore, in this embodiment, the step resistance torque that changes with the step elevation state is estimated in real time, and the value is constantly updated so that the step elevation torque suitable for the step elevation operation is always applied. It has become.

  As in the first embodiment, a high-frequency component of the estimated value can be removed by applying a low-pass filter to the estimated value of the step resistance torque. In this case, a time delay occurs in the estimation, but the vibration caused by the high frequency component can be suppressed.

  In the present embodiment, only the inertial force is considered, but the rolling resistance of the drive wheel 12, the viscous resistance due to the friction of the rotating shaft, the air resistance acting on the vehicle 10, etc. are secondary effects. You may consider it.

  Further, a more accurate nonlinear model may be used, or a model for vehicle body tilt motion may be used. For nonlinear models, functions can also be applied in the form of maps.

  Further, in order to simplify the calculation, it is not necessary to consider the change in the body posture.

  Next, the target vehicle body posture determination process will be described.

  FIG. 16 is a flowchart showing the operation of target body posture determination processing in the second embodiment of the present invention.

In the determination process of the target vehicle body posture, the main control ECU 21 first determines a target value of the vehicle body inclination angle (step S4-11). In this case, based on the target value of the vehicle acceleration determined by the target travel state determination process and the step lift torque τ _C acquired by the step lift torque determination process, the vehicle body inclination angle is expressed by the following equation (9). Determine the target value.

  Subsequently, the main control ECU 21 calculates the remaining target value (step S4-12). That is, the target values of the drive wheel rotation angle and the vehicle body inclination angular velocity are calculated by time differentiation or time integration of each target value.

Thus, in the present embodiment, not only the inertial force and drive motor reaction torque acting on the vehicle body in accordance with the vehicle acceleration, but also acting on the vehicle body with the step lifting torque τ _C corresponding to the step resistance torque τ _D. The target value of the vehicle body posture, that is, the target value of the vehicle body tilt angle is determined in consideration of the counter torque.

  At this time, the center of gravity of the vehicle body is moved so as to cancel the vehicle body tilt torque by the action of gravity. For example, when the vehicle 10 accelerates and climbs a step, the vehicle body is tilted forward. Further, when the vehicle 10 decelerates and descends a step, the vehicle body is tilted backward.

  In the present embodiment, an expression based on a linearized dynamic model is used, but an expression based on a more accurate nonlinear model or a model considering viscous resistance may be used. Note that if the equation is nonlinear, the function can be applied in the form of a map.

  Next, the actuator output determination process will be described.

  FIG. 17 is a flowchart showing the operation of the actuator output determination process in the second embodiment of the present invention.

In the actuator output determination process, the main control ECU 21 first determines the feedforward output of the actuator (step S5-11). In this case, the feedforward output of the drive motor 52 is determined from the target value and the step elevation torque τ _{C according} to the equation (4) described in the first embodiment.

As shown in the above equation (4), by automatically adding a step lifting torque τ _C corresponding to the step resistance torque τ _D , the same control feeling as on the flat ground is provided even when the step is raised or lowered can do. That is, it is possible to get on and off the level difference by the same steering operation as that on the flat ground. In addition, the vehicle 10 is not unnecessarily accelerated or decelerated when the level difference is raised or lowered with respect to a certain steering operation of the joystick 31.

  In the present embodiment, more accurate control is realized by theoretically giving a feedforward output, but the feedforward output can be omitted if necessary. In this case, the feedback control indirectly gives a value close to the feedforward output with a steady deviation. Further, the steady deviation can be reduced by applying an integral gain.

  Subsequently, the main control ECU 21 determines the feedback output of the actuator (step S5-12). In this case, the feedback output of the drive motor 52 is determined by the following equation (10) from the deviation between each target value and the actual state quantity.

Note that nonlinear feedback control such as sliding mode control can also be introduced. As a simpler control, some of the feedback gains excluding K _W2 and K _W3 may be set to zero. Further, an integral gain may be introduced in order to eliminate the steady deviation.

  Finally, the main control ECU 21 gives a command value to the element control system (step S5-13). In this case, the main control ECU 21 transmits the sum of the feedforward output and the feedback output determined as described above to the drive wheel control ECU 22 as a drive torque command value.

  As described above, in the present embodiment, the vehicle body can be tilted in the upper direction of the step to maintain the balance when the step is raised or lowered. Therefore, it can be applied to an inverted vehicle that does not have a moving mechanism for moving the riding section 14, and the structure and the control system are simplified, so that stable and low-level ingress and egress can be achieved even on an inexpensive and lightweight inverted vehicle. Can be realized.

  Next, a third embodiment of the present invention will be described. In addition, about the thing which has the same structure as 1st and 2nd embodiment, the description is abbreviate | omitted by providing the same code | symbol. Also, the description of the same operations and effects as those of the first and second embodiments is omitted.

  FIG. 18 is a view for explaining the correction of the step resistance torque in the third embodiment of the present invention, and FIG. 19 is a flowchart showing the operation of the step elevation torque determining process in the third embodiment of the present invention.

Even if the step resistance torque τ _D is estimated and controlled, vibrations may occur in the vehicle speed and the vehicle body posture due to minute fluctuations in the estimated value. For example, not only the minute unevenness of the road surface, but also disturbances received by the vehicle 10 such as wind, and steps other than steps such as noise of measured values of sensors such as the drive wheel sensor 51, the vehicle body tilt sensor 41, and the active weight sensor 61 Due to the factor, a minute fluctuation occurs in the estimated value of the step resistance torque τ _D. In addition, when switching the control by discriminating the step elevation state based on the estimated value of the step resistance torque τ _D , the discrimination result and the control switching frequently occur in response to the minute fluctuation of the estimated value. Large vibrations may occur depending on the vehicle posture. On the other hand, when a low-pass filter is used to remove the high-frequency component of the fluctuation of the estimated value, the step resistance torque τ _D is estimated and the travel and posture of the vehicle 10 based on the estimated value of the step resistance torque τ _D when the step is raised and lowered. There may be a delay in the control. As a result, the rider 15 becomes uncomfortable to ride.

  Further, control other than when raising or lowering the step is always performed, and there is a possibility that other controls are affected. Therefore, more labor is spent on the design and adjustment of the control system.

Therefore, in this embodiment, when the absolute value of the estimated value of the step resistance torque τ _D is equal to or less than a predetermined threshold value, the step lifting torque τ _C is not added.

  Thereby, vibration does not occur in the vehicle speed and the vehicle body posture during normal traveling. In addition, it is possible to travel comfortably both when ascending and descending steps and when traveling on flat ground.

  Next, details of the traveling and posture control processing in the present embodiment will be described. The outline of the travel and attitude control process, the state quantity acquisition process, the target travel state determination process, the target vehicle body attitude determination process, and the actuator output determination process are the same as those in the first embodiment. The description will be omitted, and only the process for determining the step lifting torque will be described.

In the step elevation torque determination process, the main control ECU 21 first estimates the step resistance torque τ _D (step S2-21). In this case, as in the first embodiment, each state quantity acquired in the state quantity acquisition process and the actuator output determination process in the previous (previous time step) travel and posture control process are determined. The step resistance torque τ _D is estimated based on the output of each actuator.

Subsequently, the main control ECU 21 corrects the step resistance torque τ _D (step S2-22). In this case, based on a predetermined dead zone threshold, the estimated value of the step resistance torque τ _D is corrected by the following equation (11).

Further, ξ _SE is a sensitivity and is expressed by the following equation (12).

Note that H _Rough is the maximum uneven height of the road surface, and is an assumed value when a bumpy road is considered.

Thus, when the absolute value of the estimated value of the step resistance torque τ _D is small, the estimated value is corrected to zero. Specifically, the estimated value of the step resistance torque τ _D is corrected as shown in FIG.

That is, when the estimated value of the step resistance torque τ _D is inside the upper limit value and the lower limit value of the dead zone threshold, the estimated value is set to zero. As a result, the fluctuation of the estimated value of the small step resistance torque τ _D can be ignored, and the vibration of the vehicle speed and the vehicle body posture can be prevented.

Further, when the estimated value of the step resistance torque τ _D is outside the upper limit value and the lower limit value of the dead zone threshold, the estimated value is adopted as it is. Accordingly, it is possible to perform appropriate control by regarding the fluctuation in the estimated value of the large step resistance torque τ _D as a step.

It should be noted that the estimated value of the step resistance torque τ _D before and after the dead zone threshold is eliminated and continuously changed. As a result, the shock of the vehicle speed and the vehicle body posture at the time of the discontinuous transition on the dead zone threshold can be reduced, and the vibration (hunting) of the vehicle speed and the vehicle posture accompanying the repetitive transition near the dead zone threshold can be reduced. Can be prevented.

In the present embodiment, it is not necessary to increase the time constant of the low-pass filter, so that the control delay is reduced.

  In the present embodiment, only the case where the dead zone threshold is set to a predetermined value based on the assumed uneven height of the road surface has been described. However, the driving wheel sensor 51, the vehicle body tilt sensor 41, the active weight sensor It can also be set in consideration of other factors such as a noise component of a measured value of a sensor such as 61.

In the present embodiment, only the case where both smoothness and convergence are realized by making the sensitivity ξ _SE asymptotically approximate to ξ _SE = 1 has been described, but a simpler function is used. You can also. For example, a similar function may be realized by combining a plurality of linear functions. A more complex function can also be used. For example, a function that eliminates the discontinuity of the derivative function (sensitivity increase rate) may be introduced.

As described above, in the present embodiment, when the absolute value of the estimated value of the step resistance torque τ _D is equal to or less than the predetermined threshold value, the step lifting torque τ _C is not added. Therefore, vibration does not occur in the vehicle speed and the vehicle body posture during normal traveling. This makes it possible to travel comfortably both when ascending / descending steps and when traveling on flat ground.

  Next, a fourth embodiment of the present invention will be described. In addition, about the thing which has the same structure as the 1st-3rd embodiment, the description is abbreviate | omitted by providing the same code | symbol. Explanation of the same operations and effects as those of the first to third embodiments is also omitted.

  FIG. 20 is a diagram for explaining the correction of the step resistance torque dead zone threshold according to the fourth embodiment of the present invention, and FIG. 21 is a flowchart showing the operation of the step elevation torque determination process according to the fourth embodiment of the present invention. is there.

  If the dead zone threshold described in the third embodiment is increased, a low step cannot be detected. Then, when moving up and down a low step, the vehicle speed and the vehicle body posture change greatly, and the ride comfort deteriorates.

Further, the fluctuation range of the estimated value of the step resistance torque τ _D varies depending on the road surface condition. For example, on an indoor smooth floor, the fluctuation range of the estimated value is small. Further, for example, the fluctuation range of the estimated value is large on a road surface where small unevenness such as a gravel road continues. For this reason, when the dead zone threshold value is reduced, when the vehicle travels on a road surface with small unevenness, control switching frequently occurs or vibrations may occur in the vehicle speed and the vehicle body posture due to the control switching.

  Furthermore, the noise components of the measured values of sensors such as the drive wheel sensor 51, the vehicle body tilt sensor 41, and the active weight sensor 61 change depending on the operating state of the motor, inverter, and the like.

Therefore, in the present embodiment, attention is paid to the time history of the estimated value of the step resistance torque τ _D from the previous time to the present by a predetermined time, and based on the statistical characteristic amount of the extreme value included therein. To determine the dead zone threshold. Specifically, a value obtained by adding a value obtained by multiplying the average value of the extreme value by N times the standard deviation is set as the upper limit value of the dead zone threshold, and a value obtained by subtracting the value obtained by multiplying the average value of the extreme value by N times the standard deviation is the dead zone threshold value. The lower limit value of.

Accordingly, the dead zone threshold value of the estimated value of the step resistance torque τ _D is automatically adjusted to an appropriate value in response to a change in the road surface condition and the like, so that the user can travel comfortably anytime and anywhere.

  Next, details of the traveling and posture control processing in the present embodiment will be described. The outline of the travel and attitude control process, the state quantity acquisition process, the target travel state determination process, the target vehicle body attitude determination process, and the actuator output determination process are the same as those in the first embodiment. The description will be omitted, and only the process for determining the step lifting torque will be described.

In the step elevation torque determination process, the main control ECU 21 first estimates the step resistance torque τ _D (step S2-31). In this case, as in the first embodiment, each state quantity acquired in the state quantity acquisition process and the actuator output determination process in the previous (previous time step) travel and posture control process are determined. The step resistance torque τ _D is estimated based on the output of each actuator.

Subsequently, the main control ECU 21 determines a dead zone threshold value for the step resistance torque τ _D (step S2-32). In this case, the upper limit value τ _{D0, Max} and the lower limit value τ _{D0, Min} of the dead zone threshold are determined by the following equations (13) and (14). FIG. 20 shows an example of the time history of the estimated value of the step resistance torque τ _D from the previous time to the present by a predetermined time, and further, the extreme values (examples shown in the figure) included therein 6).

In FIG. 20, T _ref is a reference time for setting a time that is a predetermined time before the current time, is a time that considers an extreme value, and is a predetermined value. That is, the time history from the current time before T _ref is not considered.

The detection method of the extreme value can be arbitrarily selected. For example, when the following equation (17) is satisfied, τ _D (t ₁ ) is automatically detected by determining that it is an extreme value. be able to.

  In the equation (17), when the slope is reversed before and after a certain point on the line indicating the change in the time history as shown in FIG. 20, it is determined that the point is an extreme value. Represents.

In this way, for the time history of the estimated value of the step resistance torque τ _D from the time before a predetermined time to the present time, the dead zone threshold is determined based on the statistical characteristic amount of the extreme value included therein. In this case, an average value and a standard deviation are used as indicators as statistical characteristic quantities. Then, assuming that the variation of the value represented by the standard deviation is a normal state, the threshold is determined so that the deviation of the value greatly exceeding this is determined to be an abnormal state, that is, a step.

That is, when the difference between the estimated value and the average value of the step resistance torque τ _D is clearly larger than the standard deviation (average variation), the estimated value is considered as a step. And appropriate control with respect to a level | step difference is performed based on the said estimated value.

Further, when the difference between the estimated value and the average value of the step resistance torque τ _D is equal to or less than the standard deviation, the estimated value is not considered as a step. Then, by ignoring the estimated value, vibration of the vehicle speed and the vehicle body posture is prevented.

Subsequently, the main control ECU 21 corrects the step resistance torque τ _D (step S2-33). In this case, based on the determined dead zone threshold, the estimated value of the step resistance torque τ _D is corrected in the same manner as in the third embodiment.

Finally, the main control ECU 21 determines the step elevation torque τ _C (step S2-34). In this case, the corrected value of the step resistance torque τ _D is set as the value of the step lifting torque τ _C. That is, τ _C = τ _D.

In the present embodiment, only the case where the variation of the estimated value is evaluated based on the average value and the standard deviation which are statistical characteristic amounts has been described, but the evaluation can also be performed using a simpler method. For example, in a predetermined time history, the second largest value and the second smallest value may be determined as the degree of variation during normal times and used as a threshold value. Also, as a rigorous method based on a more dynamic basis, an estimated value of step resistance torque τ _D during step elevation is extracted by frequency filter and pattern analysis, and a threshold is set based on a set of estimated values excluding that value You can also

  Further, in the present embodiment, a case has been described where it is assumed that a predetermined value is given in advance as an initial value of the threshold. However, two threshold values at the end of the previous control are stored, and the values are stored. It can also be used as an initial value.

As described above, in the present embodiment, the time history of the estimated value of the step resistance torque τ _D from the previous time to the present by a predetermined time is based on the statistical characteristic amount of the extreme value included therein. The dead zone threshold is determined. Accordingly, since the dead zone threshold value of the estimated value of the step resistance torque τ _D is automatically adjusted to an appropriate value in response to a change in road surface condition, etc., it is possible to travel comfortably anytime and anywhere.

  In addition, this invention is not limited to the said embodiment, It can change variously based on the meaning of this invention, and does not exclude them from the scope of the present invention.

It is the schematic which shows the structure of the vehicle in the 1st Embodiment of this invention, and is a figure which shows the state which is carrying out acceleration advance in the state which the passenger | crew got on. It is a block diagram which shows the structure of the control system of the vehicle in the 1st Embodiment of this invention. It is the schematic which shows the operation | movement in the raising / lowering of the level | step difference of the vehicle in the 1st Embodiment of this invention. It is a flowchart which shows the driving | running | working and attitude | position control processing of the vehicle in the 1st Embodiment of this invention. It is a figure which shows the dynamic model of the vehicle in the 1st Embodiment of this invention, and its parameter. It is a flowchart which shows the acquisition process of the state quantity in the 1st Embodiment of this invention. It is a flowchart which shows the determination process of the level | step difference raising / lowering torque in the 1st Embodiment of this invention. It is a flowchart which shows the determination process of the target driving state in the 1st Embodiment of this invention. It is a graph which shows the change of the target value of the active weight part position in the 1st Embodiment of this invention, and the target value of a vehicle body tilt angle. It is a flowchart which shows the determination process of the target vehicle body attitude | position in the 1st Embodiment of this invention. It is a flowchart which shows the determination process of the actuator output in the 1st Embodiment of this invention. It is a block diagram which shows the structure of the control system of the vehicle in the 2nd Embodiment of this invention. It is the schematic which shows the operation | movement in the raising / lowering of the level | step difference of the vehicle in the 2nd Embodiment of this invention. It is a flowchart which shows the acquisition process of the state quantity in the 2nd Embodiment of this invention. It is a flowchart which shows the determination process of the level | step difference raising / lowering torque in the 2nd Embodiment of this invention. It is a flowchart which shows the determination process of the target vehicle body attitude | position in the 2nd Embodiment of this invention. It is a flowchart which shows the determination process of the actuator output in the 2nd Embodiment of this invention. It is a figure explaining correction of the level | step difference resistance torque in the 3rd Embodiment of this invention. It is a flowchart which shows the determination process of the level | step difference raising / lowering torque in the 3rd Embodiment of this invention. It is a figure explaining correction of the level difference resistance torque dead zone threshold in the 4th embodiment of the present invention. It is a flowchart which shows the determination process of the level | step difference raising / lowering torque in the 4th Embodiment of this invention.

Explanation of symbols

10 Vehicle 12 Drive wheel 20 Control ECU

Claims (5)

The car body,
A drive wheel rotatably mounted on the vehicle body;
A vehicle control device for controlling the attitude of the vehicle body by controlling the drive torque applied to the drive wheels,
The vehicle control device includes step resistance torque estimating means for estimating a step resistance torque that is the resistance of the step when ascending or descending a step on the road surface, and the estimated value of the step resistance torque exceeds a predetermined threshold value. In the case, the vehicle is provided with a driving torque necessary for raising and lowering the step.   The vehicle according to claim 1, wherein the step resistance torque estimating means sets the step resistance torque to zero when the estimated value of the step resistance torque is equal to or less than the threshold value.   The vehicle according to claim 2, wherein the step resistance torque estimating means determines the threshold based on a time history of an estimated value of the step resistance torque.   The step resistance torque estimating means sets a value obtained by adding a value obtained by multiplying a standard deviation of the extreme value by a predetermined value to an average value of the extreme value as an upper limit value of the threshold value, and calculates the standard of the extreme value from the average value of the extreme value. The vehicle according to claim 3, wherein a value obtained by subtracting a value obtained by multiplying the deviation by a predetermined value is set as a lower limit value of the threshold value.   The vehicle according to any one of claims 1 to 4, wherein the step resistance torque estimating means determines the threshold based on a maximum uneven height of a traveling road surface.

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