JP2004136818A - Drive control device by pressure distribution pattern - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To enable a stable travel with easy operation fitting to a human sensation and not influenced by an operational status. <P>SOLUTION: The device is set in a relaxation mode controlling with the motor rotational speed Ns which is obtained by reduction correction of the motor rotational speed N0 in a standard control mode determined with a correction coefficient based on the recognition result of a foot pressure distribution pattern until the time after starting elapses a set time, and the rotational speed of the motor is gradually increased by gradually bringing a correction coefficient close to 1.0 according to the elapsed time after starting. When the set time is exceeded, it is shifted to the standard control mode. Thereby, sudden start in an unfamiliar condition after having just got on a vehicle is prevented to realize stable travel. <P>COPYRIGHT: (C)2004,JPO

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a drive control device based on a pressure distribution pattern that enables easy and stable running with a driving operation that matches a human sense.
[0002]
[Prior art]
Conventionally, when driving a traveling device as a means for carrying a person such as a vehicle with a manned maneuver, the steering wheel, accelerator, brake, etc. have to be operated, respectively, not only the operation is necessary, May depend on driving conditions.
[0003]
For this reason, various techniques for supporting driving operations have been proposed. For example, in Japanese Patent Application Laid-Open No. 11-326084, pressure sensors are arranged in a matrix on the seat seat surface and the back surface of a vehicle. An acceleration sensor for detecting the vehicle body vibration component is arranged in the vehicle body, and the body pressure distribution on the seat seat surface and the back surface of the seat where the vehicle body vibration component has been canceled is obtained from the output signal of the pressure sensor. There is disclosed a technique for detecting a driver's arousal level or fatigue level and issuing an alarm as necessary.
[0004]
[Patent Document 1]
Japanese Patent Laid-Open No. 11-326084
[Problems to be solved by the invention]
However, according to the conventional technology, the burden of driving operation is only reduced, and the driving operation itself is the same, so that it is not necessarily forced to perform an operation that does not match human senses.
[0006]
The present invention has been made in view of the above circumstances, and provides a drive control device with a pressure distribution pattern that enables an easy driving operation that matches a human sense and that enables stable running that is not affected by the driving state. It is aimed.
[0007]
[Means for Solving the Problems]
In order to achieve the above object, the present invention provides means for detecting a pressure distribution pattern of a force that a driver acts on a predetermined part as a driving operation for a traveling device, and responds to the driver's intention of driving operation from the pressure distribution pattern. And a means for correcting the control amount in the reference control mode according to the driving state and driving the travel device with the corrected control amount.
[0008]
That is, the present invention detects a pressure distribution pattern of a force that the driver acts on a predetermined part as a driving operation, and determines a reference control mode corresponding to the driver's intention of driving operation from the detected pressure distribution pattern. And, by correcting the control amount in the reference control mode according to the driving state such as the starting state, the road surface inclination state, the acceleration / deceleration state, etc., it is easy operation that matches human sense and is not influenced by the driving state. Enables stable running.
[0009]
DETAILED DESCRIPTION OF THE INVENTION
Embodiments of the present invention will be described below with reference to the drawings. 1 to 5 relate to a first embodiment of the present invention, FIG. 1 is a configuration diagram of a drive control system, FIG. 2 is an explanatory diagram showing a pressure value distribution and a pressure distribution pattern, and FIG. 3 is a foot pressure distribution pattern. FIG. 4 is a flowchart of drive control, and FIG. 5 is an explanatory diagram showing correction with respect to the reference control mode.
[0010]
The present invention, in a traveling device driven by an electric motor, an engine, or the like, recognizes an operation intention from a pressure distribution of a force applied by a driver to a predetermined part, and performs drive control such as forward, backward, turning, and stop. In this embodiment, an example in which an electric motor is used as a travel drive source will be described.
[0011]
In FIG. 1, reference numeral 1 is a drive device including an electric motor as a travel drive source, and is controlled by a controller 2. The drive device 1 is, for example, a two-wheel vehicle in which two wheels are arranged in parallel in the left and right direction, ride in a standing posture on a cab provided on the upper part of the two left and right wheels, and run while gripping a fixed handle. When applied to a vehicle (parallel two-wheeled electric vehicle), the left and right wheels are provided independently.
[0012]
The controller 2 includes a pressure distribution sensor 3 for measuring the pressure distribution of the force applied by the driver, a tilt sensor 4 for detecting the tilt of the vehicle body, a timer 5 for measuring the elapsed time immediately after the start, A signal from an acceleration sensor (G sensor) 6 or the like for detecting the acceleration / deceleration state of the vehicle is input. Based on these signals, the driver's hand or foot pressing method, weight shift, etc. are recognized, Drive control such as reverse, turn and stop. The timer 5 may be a timer built in the controller 2.
[0013]
In the following, an example in which the pressure distribution of the stepping force of the driver's foot is recognized including the foot shape and drive control is performed based on the recognition result will be described, but the handle is gripped instead of the foot stepping force. It is also possible to replace the body such as the gripping force of the hand and how to sit on the seat with the force pressing the wall against the wall.
[0014]
For the pressure distribution measurement of the foot treading force, a sheet-like pressure sensor (sensor sheet) used for measuring the seat surface pressure distribution or the like is used as the pressure distribution sensor 3, for example, a sensor seat disposed on the cab. (Pressure distribution sensor) When a driver puts his / her foot on the pressure 3, the foot pressing force is sensed, and a pressure distribution pattern (foot pressure distribution pattern) of the foot pressing force is obtained.
[0015]
For example, when the pressure value from low to high is divided into a plurality of stages as shown in FIG. 2 (a), the foot pressure distribution pattern is divided into each pressure value as shown in FIG. 2 (b). It can be obtained as image data of a density distribution pattern at a corresponding gradation. Note that the pressure distribution pattern shown in FIG. 2B shows an initial pattern immediately after boarding, and the foot pressure distribution during running is determined based on this initial pattern.
[0016]
The measured foot pressure distribution pattern is sent to the controller 2, and the controller 2 executes a recognition process of the foot pressure distribution pattern. The controller 2 incorporates a neural network that learns in advance the relationship between the foot pressure distribution pattern and the control modes of the left and right drive units 3 and 3, and the foot pressure distribution pattern sensed using this neural network. To recognize the driver's intention to operate. A plurality of correlations between the foot pressure distribution pattern constructed in advance and the control mode are prepared in advance, and can be selected as appropriate.
[0017]
FIG. 3 is an example showing the association between left and right foot pressure distribution patterns and drive control. In this example, the following controls (1) to (7) are performed based on the recognition result of the foot pressure distribution pattern by the neural network. The mode is determined.
[0018]
(1) Advance mode By applying force on the toes of both feet, a foot pressure distribution pattern with weight applied on the toes of both feet is obtained as shown in FIG. 3A. When this pattern is recognized, the electric motor is advanced. Control in the direction. In this case, the rotational speed of the electric motor is changed by the magnitude of the pressure distribution on the toe side to change the traveling speed during forward traveling (acceleration or deceleration mode).
[0019]
(2) Backward mode By applying force to the heel side of both feet, a foot pressure distribution pattern with weight applied to the heel side of both feet is obtained as shown in FIG. 3 (b). When this pattern is recognized, the electric motor is retracted. Control in the direction. In this case, the rotational speed of the electric motor is changed and the reverse speed is changed according to the pressure distribution on the heel side. The pressure distribution pattern may be a deceleration mode or a stop mode, and the deceleration (braking force) is changed depending on the pressure distribution on the heel side.
[0020]
(3) Stop mode As shown by a broken line in FIG. 3C, the electric motor is stopped in a state where the foot pressure distribution pattern of both feet is not detected, that is, in a state where both feet are lowered from the sensor seat 3.
[0021]
(4) By taking the same posture as the neutral mode initial pattern, a foot pressure distribution pattern as shown in FIG. 3D is obtained. When this distribution pattern is recognized, the electric motor is set to the neutral state.
[0022]
(5) Right turn (left turn) mode The right turn mode is a mode corresponding to the pressure distribution pattern as shown in FIG. 3 (e) by applying force to the right toe side. The electric motor is controlled to rotate in the forward direction. On the other hand, the left turn mode corresponds to a pattern opposite to the right turn mode, that is, a pressure distribution pattern in which force is applied to the left toe side, and controls the electric motor so that the left wheel is in a neutral state and the right wheel is rotated in the forward direction. . In this case, the rotational speed of the electric motor on the left (right) wheel side is changed with the magnitude of the pressure distribution on the right (left) toe side to change the speed.
[0023]
(6) Right turn (left turn) mode As shown in FIG. 3 (f), the right turn mode corresponds to a pattern in which the left foot is separated from the sensor seat 3 with respect to the foot pressure distribution pattern in the right turn mode. Mode in which the left wheel is rotated in the forward direction while the right wheel is stopped. On the other hand, the left turn mode corresponds to a pattern in which the right foot is separated from the sensor seat 3 with respect to the foot pressure distribution pattern in the left turn mode, and the right wheel is rotated in the forward direction while the left wheel is stopped. In this right turn or left turn mode, the vehicle turns more rapidly than the right turn or left turn mode.
[0024]
(7) Right rotation (left rotation) mode The right rotation mode is a mode corresponding to a foot pressure distribution pattern in which force is applied to the right toe side and the left heel side as shown in FIG. The electric motor is controlled so that the wheel rotates in the backward direction and the left wheel rotates in the forward direction, and as a result, rotates clockwise with respect to the center of both wheels. On the other hand, the left rotation mode corresponds to a pattern opposite to the right rotation mode, that is, a foot pressure distribution pattern in which force is applied to the left toe side and the right heel side, the right wheel rotates forward and the left wheel rotates backward. As a result, the electric motor is controlled so that it rotates counterclockwise with respect to the center of both wheels. Even in this case, the rotation speed naturally changes depending on the foot pressure.
[0025]
For simplicity, a plurality of switches are provided on the driver's cab and used as the pressure distribution sensor 3, and the driver's operation intention is recognized using the ON / OFF patterns of the plurality of switches as pressure distribution patterns. The associated control mode may be executed.
[0026]
Hereinafter, drive control of the electric motor by the controller 2 will be described with reference to a flowchart shown in FIG.
[0027]
When the drive control program is started, first, in step S1, it is checked whether or not the main switch for enabling the travel device is turned on. If the switch is OFF, the process is terminated in step S1 to stop the process. If the switch is ON, the process proceeds to step S2, and a signal from the pressure distribution sensor 3 is taken in to display the foot pressure distribution pattern. Sensing.
[0028]
Next, the process proceeds to step S3, and it is checked whether or not the elapsed time Time after the start (after the switch is turned on) has reached the set time T0. This set time T0 is a preparation time for obtaining a reference pattern of foot pressure distribution. When Time <T0, the process proceeds from step S3 to step S4, and the foot pressure distribution pattern obtained every time has elapsed is time-averaged. Return to step S1.
[0029]
After the switch is turned ON, when Time ≧ T0 and the averaging of the foot pressure distribution pattern up to the set time T0 is completed, the process proceeds from step S3 to step S5, where the time-averaged foot pressure distribution pattern is in the neutral state immediately after riding. In order to prevent misrecognition due to differences in body weight (= integrated value of foot pressure distribution), the pressure value is standardized with the integrated value of the reference pattern (for example, quantified to 0 to 256). ) This reference pattern is initially an initial pressure state pattern (initial pattern) including foot forms of both left and right feet as shown in FIG. 2B, but can be appropriately changed during running.
[0030]
In step S6 following step S5, the standardized foot pressure distribution pattern is recognized by a neural network. That is, the foot shape closest to the current foot pressure distribution pattern is searched from the learning data of the neural network, and the reference control mode at the current time is determined. That is, as described above with reference to FIG. 3, the control mode determined from the correlation between the foot pressure distribution pattern preliminarily constructed in the neural network and the control mode, for example, the current foot pressure distribution pattern is shown in FIG. When the pattern shown in c) is recognized, the forward travel mode is determined as the reference control mode.
[0031]
Then, it progresses to step S7 and it is investigated whether the elapsed time Time after starting exceeded the setting time T2. If Time <T2, the process proceeds from step S7 to step S8, and the correction coefficient α for correcting the reference control mode is obtained as a value of 1.0 or less. The correction coefficient α at this time is obtained by a function f (T2) having the elapsed time Time after starting as a variable, and gradually approaches 1.0 with the passage of time after starting. On the other hand, if Time ≧ T2 in step S7, the process proceeds to step S9, and the correction coefficient α is set to α = 1.0.
[0032]
Then, after obtaining the correction coefficient α in step S8 or step S9, the process proceeds to step S10, the motor control amount in the reference control mode is corrected with the correction coefficient α, the drive device 1 is controlled in step S11, and the process proceeds to step S1. Return.
[0033]
That is, as shown in FIG. 5, the reference control mode determined based on the recognition result of the foot pressure distribution pattern is not executed until the set time T2 elapses after the start, but the motor in the reference control mode is not executed. The mode is a relaxation mode in which the control is performed with the motor rotational speed Ns (= α × N0) obtained by reducing the rotational speed N0 with the correction coefficient α (<1.0), and the correction coefficient α is gradually set to 1 according to the elapsed time after starting. By gradually approaching 0, the motor speed is gradually increased. Then, when the set time T2 is exceeded, α = 1.0 and the control mode is shifted to the reference control mode. Thereby, sudden start in an unfamiliar state immediately after boarding can be prevented, and safety can be improved.
[0034]
Note that when starting on an uphill with a strong gradient, the motor rotation speed in the reference control mode is set as shown in FIG. It is also possible to use an increase mode in which the increase is corrected, and a smooth start can be achieved.
[0035]
Next, a second embodiment of the present invention will be described. FIG. 6 is a flowchart of drive control according to the second embodiment of the present invention.
[0036]
In the second mode, the reference control mode is corrected according to the inclination of the vehicle body with respect to a traveling device in which two wheels are arranged in parallel in the direction of travel and each wheel has an independent electric motor. The processing after step 6 of the drive control described in the embodiment is changed.
[0037]
That is, as shown in FIG. 6, after the foot pressure distribution pattern is recognized and the reference control mode is determined in step S6, the process proceeds from step S6 to step S20-1, and based on the signal from the tilt sensor 4, the left, right, front and rear The left and right correction coefficients α1 are calculated in step S20-2. The correction coefficient α1 is obtained by a function having the tilt angle as a variable, and takes a value less than 1.0.
[0038]
Next, the process proceeds from step S20-2 to step S20-3, and the right side tilt angle and the left side tilt angle are compared to determine which side is tilted to the left or right. As a result, if it is tilted to the right, the process proceeds from step S20-3 to step S20-4, the left motor control amount is corrected by the correction coefficient α1 based on the right tilt angle, and the process proceeds to step S20-6. On the other hand, if it is tilted to the left, the process proceeds from step S20-3 to step S20-5, the right motor control amount is corrected by the correction coefficient α1 based on the left tilt angle, and the process proceeds to step S20-6.
[0039]
That is, when the vehicle is inclined to the right side, the right foot is put on the body weight, so that the state is the same as that in the right turn mode, and the vehicle turns significantly to the right side downhill. Therefore, by correcting the left motor control amount with the correction coefficient α1 of less than 1.0 based on the right inclination angle, the rightward turn can be relaxed and the running stability can be improved. Even when weight is applied to the right foot with the intention of turning to the right, it is possible to prevent a sudden turn downhill and to ensure safety.
[0040]
When the vehicle is inclined to the left side, the right motor control amount is corrected to the left by correcting the right motor control amount with a correction coefficient α1 of less than 1.0 according to the left inclination angle. Can be eased and the running stability can be improved. Similarly, even when a weight is applied to the left foot with the intention of turning to the left, sudden turning downhill can be prevented and safety can be ensured.
[0041]
Then, if it progresses to step S20-6 from step S20-4 or step S20-5, it will be judged whether it is a downhill from the back-and-front inclination angle. If it is not a downhill, the process proceeds from step S20-6 to step S11 to control the driving device 1, and the process returns to step S1. On the other hand, if it is a downhill, the process proceeds from step S20-6 to step S20-7, and the correction coefficient α2 is calculated. This correction coefficient α2 is obtained by a function of the forward tilt angle and takes a value of less than 1.0.
[0042]
Next, the process proceeds from step S20-7 to step S20-8, the left and right motor control amounts are corrected by the correction coefficient α2, the drive device 1 is controlled in step S11, and the process returns to step S1. That is, on the downhill, there is a risk that the toe will be weighted and the descending speed may increase, so the left and right motor control amounts are corrected with a correction coefficient α2 of less than 1.0 according to the forward tilt angle, and from the reference control mode Also suppress the speed.
[0043]
In the case of an uphill, the correction coefficient α2 is obtained as a value of 1.0 or more by a function of the backward inclination angle, the left and right motor control amounts are corrected by this correction coefficient α2, and the control control mode is higher than the reference control mode. It is also possible to increase the speed, thereby improving the climbing performance.
[0044]
In the second embodiment, in traveling on an inclined road that is inclined to the left or right or back and forth, turning in an unintended direction and an unexpected increase in speed can be prevented, and traveling stability can be improved.
[0045]
Next, a third embodiment of the present invention will be described. FIG. 7 is a flowchart of drive control according to the third embodiment of the present invention.
[0046]
The third form corrects the reference control mode in accordance with the acceleration acting on the vehicle body instead of the inclination of the vehicle body in the second form, and the processing after step 6 of the drive control described in the first form is performed. change.
[0047]
That is, as shown in FIG. 7, after the foot pressure distribution pattern is recognized and the reference control mode is determined in step S6, the process proceeds from step S6 to step S30-1, and the left and right lateral sides are determined based on the signal from the acceleration sensor 6. The acceleration (lateral G) and the longitudinal acceleration (longitudinal G) are calculated, and the left and right correction coefficients β1 are calculated in step S30-2. The correction coefficient β1 is obtained by a function having the lateral G as a variable, and takes a value less than 1.0.
[0048]
Next, the process proceeds from step S30-2 to step S30-3, and the right side G and the left side G are compared to determine which side is turning to the left or right. As a result, when the right side G> the left side G, and when turning to the left side, the process proceeds from step S30-3 to step S30-4, and the left motor control amount is corrected by the function of the right side G. Correction is performed with β1, and the process proceeds to step S30-6. On the other hand, if the vehicle is turning to the right, the process proceeds from step S30-3 to step S30-5, the right motor control amount is corrected by the correction coefficient β1 by the function of the left lateral G, and the process proceeds to step S30-6. .
[0049]
That is, if the left foot is multiplied by the weight and suddenly turned to the left side, a lateral G is generated on the right side and the weight moves to the right foot. As a result, the vehicle behavior may fluctuate from side to side. Therefore, when the vehicle is turning to the left, the left-hand side motor control amount is corrected with a correction coefficient β1L of less than 1.0 based on the function of the right lateral G, thereby reducing the left and right wobbling and improving the running stability. Can be improved. On the other hand, when the right leg is multiplied by the weight and the vehicle turns to the right, the right motor control amount is corrected with a correction coefficient β1 of less than 1.0 by the function of the left lateral G to reduce the left and right wobble.
[0050]
Thereafter, when the process proceeds from step S30-4 or step S30-5 to step S30-6, the longitudinal G is compared with the set acceleration G0. When the front-rear G is equal to or less than the set acceleration G0, the process proceeds from step S30-6 to step S11 to control the drive device 1 and returns to step S1. On the other hand, when the longitudinal G exceeds the set acceleration G0, the process proceeds from step S30-6 to step S30-7, and the correction coefficient β2 is calculated. The correction coefficient β2 is obtained by a function having the front and rear G as variables, and takes a value less than 1.0. Next, the process proceeds from step S30-7 to step S30-8, the left and right motor control amounts are corrected by the correction coefficient β2, the drive device 1 is controlled in step S11, and the process returns to step S1.
[0051]
That is, when the weight is shifted to the heel side to reduce the load on the toe side and sudden deceleration is performed, the weight movement is moved back and forth such that the weight is moved to the toe side and accelerated at the next moment by the front and rear G. The vehicle body may be repeated in a snatching state. For this reason, the snatching state is suppressed by correcting the left and right motor control amounts with the correction coefficient β2 of less than 1.0 according to the front and rear G. The same applies to sudden acceleration, and the snatching state due to repeated weight movements before and after can be suppressed.
[0052]
In the third embodiment, left and right wobbling during a sudden turn and snatching during sudden deceleration / acceleration can be suppressed, and traveling stability can be improved.
[0053]
【The invention's effect】
As described above, according to the present invention, the reference control mode corresponding to the driver's intention of driving operation is determined from the pressure distribution pattern of the force applied by the driver to the predetermined part, and the control amount in this reference control mode is determined. Is corrected according to the driving state such as the starting state, the road surface inclination state, the acceleration / deceleration state, etc., so that the force applied by the driver and the driving state can be matched with human senses for easy operation. In addition, it is possible to realize stable traveling control that is not affected by the driving state.
[Brief description of the drawings]
FIG. 1 is a configuration diagram of a drive control system according to a first embodiment of the present invention. FIG. 2 is an explanatory diagram showing a pressure value distribution and a pressure distribution pattern. FIG. FIG. 4 is a flow chart of drive control. FIG. 5 is a flow chart of drive control according to the second embodiment of the present invention. Flowchart of control [FIG. 7] Flowchart of drive control according to the third embodiment of the present invention
DESCRIPTION OF SYMBOLS 1 Drive device 2 Controller 3 Pressure distribution sensor 4 Inclination sensor 5 Timer 6 Acceleration sensor

Claims (6)

Means for detecting a pressure distribution pattern of a force that a driver acts on a predetermined part as a driving operation on the traveling device;
Means for determining a reference control mode corresponding to the driving intention of the driver from the pressure distribution pattern;
A travel control device using a pressure distribution pattern, comprising: means for correcting a control amount in the reference control mode according to a driving state, and driving the travel device with the corrected control amount. 2. The drive control apparatus according to claim 1, wherein the control amount in the reference control mode is corrected by a correction coefficient having an elapsed time immediately after starting as a variable. 3. The drive control apparatus according to claim 1, wherein the control amount in the reference control mode is corrected by a correction coefficient having a front and rear inclination angle of the road surface as a variable. 4. The drive control device according to claim 1, wherein the control amount in the reference control mode is corrected with a correction coefficient having a left-right inclination angle of the road surface as a variable. 5. The drive control by the pressure distribution pattern according to claim 1, wherein the control amount in the reference control mode is corrected by a correction coefficient having a longitudinal acceleration acting on the traveling device as a variable. apparatus. 6. The drive control by the pressure distribution pattern according to claim 1, wherein the control amount in the reference control mode is corrected by a correction coefficient having a lateral acceleration acting on the traveling device as a variable. apparatus.

Images