JP2007076413A - Travel body and operation adjusting method of travel body - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To embody a travel body correctly movable according to indication while securing stability of an attitude of a car body. <P>SOLUTION: This inverted pendulum type travel body has a means of setting an indication value on at least four state quantities of a turning angle and turning angular velocity of a driving wheel, an inclination and an inclination speed of a car body, a means of detecting at least the four state quantities of the turning angle and the turning angular velocity of the driving wheel, the inclination and the inclination speed of the car body, a means of calculating torque by adding up a calculated index group by calculating an index of multiplying a deviation between an indication value and a detecting value by a predetermined factor with every state quantity, an actuator of adding the calculated torque to the driving wheel, and a means of increasingly-decreasingly adjusting at least one of a first factor of multiplying a deviation of the turning angle of the driving wheel, a second factor of multiplying a deviation of the turning angular velocity of the driving wheel, a third factor of multiplying a deviation of the inclination of the car body and a fourth factor of multiplying a deviation of the inclination speed of the car body in response to the detected inclination of the car body. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to an inverted pendulum type traveling body including a vehicle body and at least two drive wheels disposed on the same axle.

An inverted pendulum type traveling body including a vehicle body and at least two drive wheels disposed on the same axle is disclosed in Patent Document 1, for example. This type of traveling body maintains an inverted posture mainly by controlling the four state quantities of the rotation angle of the drive wheel, the rotation angular velocity of the drive wheel, the inclination angle of the vehicle body, and the inclination angle velocity of the vehicle body. While driving or stationary. This type of traveling body has setting means for setting an instruction value that enables traveling while maintaining an inverted posture with respect to at least the four state quantities, and detection means for detecting at least the four state quantities. And an index obtained by multiplying the deviation between the indicated value set by the setting means and the detection value detected by the detection means by a predetermined coefficient for each state quantity, and adding the calculated index group to the drive wheel A calculation means for calculating the torque to be applied and an actuator for applying the torque calculated by the calculation means to the drive wheels are provided. The gain by which the calculation means multiplies the deviation of each state quantity is determined separately for each state quantity.
In the inverted pendulum type traveling body, the control characteristic of the traveling body can be adjusted by adjusting the gain by which the deviation of each state quantity is multiplied. For example, the controllability relating to the rotation angle of the drive wheel can be enhanced by increasing the gain by which the deviation of the rotation angle or rotation angular velocity of the drive wheel is increased. In this case, the traveling body can travel correctly according to the instruction. Alternatively, the controllability relating to the inclination angle of the vehicle body can be enhanced by increasing the gain by which the deviation of the inclination angle or inclination angular velocity of the vehicle body is increased. In this case, for example, even when a disturbance force or the like is applied to the vehicle body, the vehicle body posture can be quickly reset.
Japanese translation of PCT publication No. 2004-510737

In the inverted pendulum type traveling body, there is a trade-off relationship between the controllability with respect to the rotation angle of the drive wheel and the controllability with respect to the inclination angle of the vehicle body.
For example, if the gain multiplied by the deviation of the rotation angle or rotation angular velocity of the drive wheel is increased, the drive wheel operates greatly with respect to the deviation of the rotation angle or rotation angular velocity of the drive wheel. The deviation of the inclination angle and the inclination angular velocity may increase. That is, if the controllability related to the rotation angle of the drive wheel is increased, the controllability related to the tilt angle of the vehicle body is lowered. In this case, the traveling body can travel correctly in accordance with the instruction, but the posture of the vehicle body may not be promptly reset, for example, when the vehicle body is largely inclined.
On the other hand, if the gain multiplied by the deviation of the tilt angle or tilt angular velocity of the vehicle body is increased, the drive wheel operates greatly according to the deviation of the tilt angle or tilt angular velocity of the vehicle body. Deviations in the rotation angle and rotation angular velocity of the wheel may increase. In other words, if the controllability related to the tilt angle of the vehicle body is increased, the controllability related to the rotation angle of the drive wheels is reduced. In this case, the posture of the vehicle body can be promptly reestablished even when the vehicle body is greatly inclined, but for example, the traveling body may move against the instruction or may continue to move if it cannot move still. is there.
In the conventional technology, in order to ensure the stability of the posture of the vehicle body, it is necessary to allow the traveling body to move against the instruction. Conversely, in order for the traveling body to move correctly in accordance with the instructions, it is necessary to sacrifice the stability of the posture of the vehicle body. There is a need for a technique for realizing a traveling body that can move correctly in accordance with instructions while ensuring the stability of the posture of the vehicle body.
The present invention solves the above problems. The present invention provides a technique for realizing a traveling body that can move correctly in accordance with instructions while ensuring the stability of the posture of the vehicle body.

  The technology of the present invention can be embodied in an inverted pendulum type traveling body including a vehicle body and at least two drive wheels disposed on a first axle. The traveling body includes setting means for setting instruction values regarding at least four state quantities of a rotation angle of the drive wheel, a rotation angular velocity of the drive wheel, a tilt angle of the vehicle body, and a tilt angle velocity of the vehicle body, and the rotation angle of the drive wheel and the drive wheel. Detecting means for detecting at least four state quantities of the rotational angular velocity, the vehicle body inclination angle, and the vehicle body inclination angular velocity, and a predetermined coefficient for the deviation between the indication value set by the setting device and the detection value detected by the detection device A calculation means for calculating the torque to be applied to the drive wheel by adding the calculated index group for each state quantity, an actuator for applying the torque calculated by the calculation means to the drive wheel, and calculation Among the predetermined coefficients by which the means multiplies each state quantity deviation, a first coefficient that multiplies the deviation of the rotational angle of the drive wheel, a second coefficient that multiplies the deviation of the rotational angular velocity of the drive wheel, and the tilt of the vehicle body. A third coefficient to be multiplied by the deviation of the corner, at least one of the fourth coefficient to be multiplied by the deviation of the vehicle body tilt angular velocity, and a regulating means for increasing or decreasing adjusted according to the inclination angle of the vehicle body detected by the detecting means.

In an inverted pendulum type traveling body, when the vehicle is stationary while maintaining an inverted posture (when standing upside down), the inclination angle of the vehicle body is such that the center of gravity of the traveling body excluding the drive wheels is positioned vertically above the axle. Adjusted. If the vehicle body is greatly inclined with respect to the posture in the inverted stationary state, the center of gravity of the traveling body excluding the driving wheel is greatly separated from the vertical upper side of the axle, and the gravity acting on the traveling body greatly changes the inclination angle of the vehicle body. It becomes like this. In this case, in order to reduce the deviation occurring in the tilt angle and the tilt angular velocity of the vehicle body, it is necessary to move the driving wheel greatly. Therefore, when the vehicle body is greatly inclined with respect to the posture at the time of standing stationary, it is effective to improve the controllability regarding the inclination angle of the vehicle body and reduce the controllability regarding the rotation angle of the drive wheels.
On the other hand, when the vehicle body is slightly inclined with respect to the posture at the time of standing stationary, the gravity center of the traveling body excluding the drive wheels is located near the vertical upper side of the axle so that the gravity acting on the traveling body is The influence on the inclination angle of the is small. In this case, the deviation generated in the tilt angle and the tilt angular velocity of the vehicle body can be reduced by moving the driving wheel relatively small. Therefore, when the vehicle body is inclined slightly with respect to the posture at the time of standing stationary, the controllability with respect to the inclination angle of the vehicle body can be reduced, and the controllability with respect to the rotation angle of the drive wheels can be improved.
From the above, priority is given to the controllability regarding the inclination angle of the vehicle body when the vehicle body is largely inclined with respect to the posture at the time of standing stationary, and the drive wheel when the vehicle body is slightly inclined with respect to the posture at the time of standing stationary. It can be said that the control characteristics giving priority to the controllability related to the rotation angle of the vehicle are effective for the inverted pendulum type traveling body.

In the traveling body embodied by the present invention, a first coefficient that multiplies the deviation of the rotational angle of the drive wheel, a second coefficient that multiplies the deviation of the rotational angular speed of the drive wheel, and the vehicle body according to the detected tilt angle of the vehicle body. It is possible to adjust at least one of a third coefficient that multiplies the deviation of the inclination angle of the vehicle and a fourth coefficient that multiplies the deviation of the inclination angular velocity of the vehicle body. For example, by reducing at least one of the first coefficient and the second coefficient or increasing at least one of the third coefficient and the fourth coefficient, it is possible to realize a control characteristic that gives priority to controllability related to the lean angle of the vehicle body. it can. In addition, by increasing at least one of the first coefficient and the second coefficient or decreasing at least one of the third coefficient and the fourth coefficient, a control characteristic that gives priority to controllability related to the rotation angle of the drive wheel is realized. Can do. It is possible to appropriately adjust the control characteristics of the traveling body by adjusting at least one of the first coefficient, the second coefficient, the third coefficient, and the fourth coefficient according to the detected inclination angle of the vehicle body. Become. When the vehicle body is largely tilted with respect to the tilt angle of the vehicle body in the inverted stationary state, priority is given to the controllability related to the vehicle body tilt angle. Control characteristics giving priority to controllability related to the rotation angle of the wheel can also be realized.
According to this traveling body, it is possible to move correctly according to the instruction while ensuring the stability of the posture of the vehicle body.

The adjustment means preferably decreases at least one of the first coefficient and the second coefficient as the difference between the tilt angle of the vehicle body in the inverted stationary state and the detected tilt angle of the vehicle body increases. Alternatively, it is preferable to increase at least one of the third coefficient and the fourth coefficient. Alternatively, it is preferable to decrease at least one of the first coefficient and the second coefficient and increase at least one of the third coefficient and the fourth coefficient.
As a result, when the vehicle body is largely inclined with respect to the inclination angle of the vehicle body in the stationary stationary state, priority is given to the controllability regarding the vehicle body inclination angle, and the vehicle body is inclined slightly with respect to the inclination angle of the vehicle body in the stationary stationary state. It is possible to realize control characteristics giving priority to controllability related to the rotation angle of the drive wheels.

The adjusting means preferably adjusts the first coefficient to zero when the difference between the lean angle of the vehicle body in the inverted stationary state and the detected lean angle of the vehicle body exceeds a predetermined threshold angle.
By setting the first coefficient to be multiplied by the deviation of the rotation angle of the drive wheel to zero, the controllability regarding the tilt angle of the vehicle body is strongly prioritized, and it becomes possible to quickly rebuild a vehicle body that is largely tilted. .

The technology of the present invention can also be embodied in a method for adjusting the operation of an inverted pendulum type traveling body including a vehicle body and at least two drive wheels disposed on a first axle. The operation adjustment method of the traveling body includes a setting step of setting instruction values for at least four state quantities of a rotation angle of the drive wheel, a rotation angular velocity of the drive wheel, a tilt angle of the vehicle body, and a tilt angle velocity of the vehicle body, A detection step of detecting at least four state quantities of an angle, a rotational angular velocity of a driving wheel, a vehicle body inclination angle, and a vehicle body inclination angular velocity, and a deviation between an instruction value set in the setting step and a detection value detected in the detection step A calculation step for calculating a torque to be applied to the drive wheel by calculating an index obtained by multiplying the predetermined coefficient by each state quantity, and adding the calculated index group, and controlling an actuator for applying the torque to the drive wheel, A step of applying torque calculated in the calculation step to the drive wheel, and a first factor for multiplying the deviation of the rotation angle of the drive wheel in the predetermined coefficient by which the deviation of each state quantity is multiplied in the calculation step. And detecting at least one of a second coefficient that multiplies the deviation of the rotational angular velocity of the drive wheel, a third coefficient that multiplies the deviation of the inclination angle of the vehicle body, and a fourth coefficient that multiplies the deviation of the inclination angle velocity of the vehicle body. An adjustment step of adjusting the increase / decrease according to the tilt angle of the vehicle body is provided.
According to this method, the traveling body can be correctly moved in accordance with the instructions while ensuring the stability of the posture of the vehicle body.

  According to the present invention, it is possible to embody a traveling body that moves correctly in accordance with instructions without causing the posture of the vehicle body to become unstable. For example, in a traveling body equipped with support means such as a driven wheel or a stand that is grounded by tilting the vehicle body, the support device is floated to maintain an inverted posture from a state where the vehicle body is largely tilted and the support device is grounded. It becomes possible to shift to the state to be done promptly.

First, the main features of the embodiments described below are listed.
(Mode 1) The traveling body includes a boarding seat on which a person can be seated, and can travel with the passenger on board.
(Mode 2) The traveling body includes an operation device for a passenger to operate the traveling body.
(Mode 3) The traveling body includes a driven wheel that is grounded by inclining the vehicle body.
(Mode 4) The gain adjustment unit multiplies the third coefficient that multiplies the deviation of the inclination angle and the deviation of the inclination angular velocity as the difference between the inclination angle of the vehicle body in the inverted stationary state and the detected inclination angle of the vehicle body increases. Increase at least one of the four coefficients.

Embodiments of the present invention will be described with reference to the drawings. FIG. 1 schematically shows the overall configuration of the traveling body 10 of this embodiment. The traveling body 10 includes a vehicle body 12, first drive wheels 34, second drive wheels 44, and driven front wheels 50 provided on the vehicle body 12. The first drive wheel 34 and the second drive wheel 44 are rotatable around the first axle C1. The driven front wheel 50 is rotatable around the second axle C2. The first axle C <b> 1 is located at the rear part of the vehicle body 12, and the second axle C <b> 2 is located at the front part of the vehicle body 12. The second axle C2 is provided on the vehicle body 12 via a thrust bear link 48, and its direction (traveling direction) is passively changed. The traveling body 10 is provided with a boarding seat 22 on which a person can sit. The traveling body 10 can travel with a person on it.
The traveling body 10 includes a first motor 32 that drives the first drive wheels 34, a second motor 42 that drives the second drive wheels 44, and a battery module 40 that supplies power to both the motors 32 and 42. . In the traveling body 10, motors 32 and 42 as actuators are prepared for the drive wheels 34 and 44, respectively, and the drive wheels 34 and 44 can be driven independently. .
The traveling body 10 includes a control module 14 that controls operations of the first motor 32 and the second motor 42, and an operation module 20 that is operated by a passenger of the traveling body 10. The control module 14 follows the operation applied to the operation module 20 by the passenger of the traveling body 10 and controls the operations of the first motor 32 and the second motor 42.
The traveling body 10 includes a gyro 38 that detects the inclination angular velocity of the vehicle body 12, a first encoder 36 that detects the rotation angle of the first drive wheel 34, and a second encoder 46 that detects the rotation angle of the second drive wheel 44. I have. The inclination angle speed of the vehicle body 12 is a change speed of the inclination angle of the vehicle body 12. The inclination angle of the vehicle body 12 indicates the posture angle (rotation angle) of the vehicle body 12 around the first axle C1. As shown in FIG. 2, in the present embodiment, the inclination angle of the vehicle body 12 when the center of gravity M of the traveling body 10 excluding the drive wheels 34 and 44 is positioned vertically above the first axle C <b> 1 is the inclination angle η. A reference (inclination angle η is zero) is used. The traveling body 10 is adjusted so that the inclination angle η of the vehicle body 12 becomes zero when the traveling body 10 is stationary while maintaining the inverted posture (in the inverted stationary state). Further, the direction in which the vehicle body 12 tilts toward the driven front wheel 50 is defined as the positive direction of the tilt angle η. The rotation angles of the drive wheels 34 and 44 are relative rotation angles of the drive wheels 34 and 44 with respect to the vehicle body 12. In FIG. 2, the rotation angle θ2 of the second drive wheel 44 is shown. The rotation angle of the first drive wheel 34 may be denoted as θ1.

The operation module 20 is provided with an operation lever 18 and a changeover switch 16. The operation lever 18 is an operation member for the passenger to adjust the traveling speed and traveling direction of the traveling body 10. The passenger can adjust the traveling speed of the traveling body 10 by adjusting the operation amount of the operation lever 18. The passenger can adjust the traveling speed of the traveling body 10 by adjusting the operation direction of the operation lever 18. The traveling body 10 can turn forward, stop, reverse, turn left, turn right, turn left, turn right according to the operation applied to the operation lever 18. The changeover switch 16 is an operation member for switching the traveling posture of the traveling body 10. The rider of the traveling body 10 can switch the posture of the traveling body 10 to either the inverted posture or the stable posture by operating the changeover switch 16.
FIG. 2 schematically shows the traveling body 10 when taking the inverted posture. As shown in FIG. 2, the inverted posture is a posture in which the front driven wheel 50 floats and only the first driving wheel 34 and the second driving wheel 44 are grounded. The traveling body 10 can travel, turn, and substantially stationary while maintaining an inverted posture. In the inverted posture, the center of gravity M is positioned approximately vertically above the first axle C1, and the inclination angle η of the vehicle body 12 is maintained at a value close to zero. In FIG. 2, the magnitude of the inclination angle η of the vehicle body 12 is exaggerated in order to clarify the definition of the inclination angle η of the vehicle body 12.
FIG. 3 schematically shows the traveling body 10 in a stable posture. As shown in FIG. 3, the stable posture is a posture in which three wheels including the driven front wheel 50, the first driving wheel 34, and the second driving wheel 44 are grounded. The traveling body 10 can travel, turn, and stand still while maintaining a stable posture. Here, ηz in FIG. 3 indicates an inclination angle of the vehicle body 12 when the traveling body 10 takes a stable posture on a horizontal plane. This angle ηz is sometimes referred to as a ground inclination angle.

Next, the control system of the traveling body 10 will be described. FIG. 4 is a block diagram illustrating a configuration of a control system of the traveling body 10. As shown in FIG. 4, the control unit 14 mainly includes a controller 60 for adjusting the operations of the first motor 32 and the second motor 42, a first differentiating circuit 72, a second differentiating circuit 74, an integrating circuit. 76 etc. are built in.
The 1st differentiation circuit 72 is a circuit which inputs the output signal of the 1st encoder 36, and outputs the differential value. That is, the first differentiating circuit 72 receives the rotation angle θ1 of the first drive wheel 34 detected by the first encoder 36, and outputs the rotation angular velocity dθ1 / dt of the first drive wheel 34 that is the differential value. In the figure, a variable with a dot at the top represents a differential value of the variable. The first encoder 36 and the first differentiation circuit 72 are connected to the controller 60. The detected rotation angle θ1 and rotation angular velocity dθ1 / dt of the first drive wheel 34 are sequentially input to the controller 60.
The second differentiation circuit 74 is a circuit that inputs an output signal of the second encoder 46 and outputs a differential value thereof. That is, the second differentiation circuit 74 receives the rotation angle θ2 of the second drive wheel 44 detected by the second encoder 46, and outputs the rotation angle velocity dθ2 / dt of the second drive wheel 44, which is the differential value. The second encoder 46 and the second differentiation circuit 74 are connected to the controller 60. The detected rotation angle θ2 and rotation angular velocity dθ2 / dt of the second drive wheel 44 are sequentially input to the controller 60.
The integrating circuit 76 is a circuit that inputs the output signal of the gyro 38 and outputs the integrated value. That is, the integration circuit 76 inputs the inclination angular velocity dη / dt of the vehicle body 12 detected by the gyro 38, and outputs the inclination angle η of the vehicle body 12, which is an integrated value thereof. The integrating circuit 76 and the gyro 38 are connected to the controller 60. The detected tilt angle η and tilt angular velocity dη / dt of the vehicle body 12 are sequentially input to the controller 60.

The controller 60 is constituted by a CPU, a ROM, a RAM, and the like. The controller 60 functionally includes a wheel command value setting unit 64, a tilt command value setting unit 66, a torque calculation unit 62, and the like. The torque calculation unit 62 is provided with a gain adjustment unit 68.
The wheel command value setting unit 64 is based on the command value θ1 ^* related to the rotation angle of the first drive wheel 34 and the command value dθ1 ^* / dt related to the rotation angular velocity of the first drive wheel 34 mainly based on the operation state of the operation lever 18. Then, an instruction value θ2 ^* related to the rotation angle of the second drive wheel 44 and an instruction value dθ2 ^* / dt related to the rotation angular velocity of the second drive wheel 44 are set. Each indicated value θ1 ^* , dθ1 ^* / dt, θ2 ^* , dθ2 ^* / dt is set according to the operation direction and the operation amount of the operation lever 18. The set instruction values θ1 ^* , dθ1 ^* / dt, θ2 ^* , dθ2 ^* / dt are input to the torque calculator 62.

The inclination instruction value setting unit 66 mainly indicates an instruction value (instruction inclination angle) η ^* related to the inclination angle of the vehicle body 12 and an instruction value related to the inclination angular velocity of the vehicle body 12 (based on the operation state of the operation lever 18 and the changeover switch 16. Instructed inclination angular velocity) dη ^* / dt is set.
The tilt instruction value setting unit 66 calculates the tilt angle and tilt angular velocity of the vehicle body 12 that enables the traveling body 10 to travel (or stop) following the operation state of the operation lever 18 while maintaining the inverted posture. be able to. When the changeover switch 16 is switched to the inverted posture side, the tilt instruction value setting unit 66 allows the traveling body 10 to travel (or stop) following the operation state of the operation lever 18 while maintaining the inverted posture. The possible tilt angle and tilt angular velocity of the vehicle body 12 are sequentially calculated, and the calculated tilt angle and tilt angular velocity are set to the command tilt angle η ^* and the command tilt angular velocity dη ^* / dt, respectively. On the other hand, when the changeover switch 16 is switched to the stable posture side, it is not necessary to perform feedback control of the inclination angle of the vehicle body 12, and therefore the inclination instruction value setting unit 66 performs the instruction inclination angle η ^* and the instruction inclination angular velocity dη ^* / dt is not set. The tilt command value setting unit 66 starts setting the command tilt angle η ^* and the command tilt angular velocity dη ^* / dt when the changeover switch 16 is switched from the stable posture side to the inverted posture side.

The torque calculation unit 62 includes the command values input from the wheel command value setting unit 64 and the tilt command value setting unit 66, and the detection values input from the encoders 36 and 46, the gyro 38, the differentiation circuits 72 and 74, and the integration circuit 76. The first torque τ1 to be output from the first motor 32 and the second torque τ2 to be output from the second motor 42 are calculated using the deviations and the predetermined feedback gains multiplied by these deviations. That is, the first torque τ1 and the second torque τ2 can be expressed using the following equations.
τ1 = K1 · x1 + K2 · x2 + K3 · x5 + K4 · x6
τ2 = K1 · x3 + K2 · x4 + K3 · x5 + K4 · x6
Here, x1 is a deviation θ1 ^* −θ1 between the instruction value θ1 ^* related to the rotation angle of the first drive wheel 34 and the detected value θ1. x2 is a deviation dθ1 ^* / dt−dθ1 / dt between the indicated value dθ1 ^* / dt relating to the rotational angular velocity of the first drive wheel 34 and the detected value dθ1 / dt. x3 is a deviation θ2 ^* −θ2 between the instruction value θ2 ^* related to the rotation angle of the second drive wheel 44 and the detected value θ2. x4 is a deviation dθ2 ^* / dt−dθ2 / dt between the instruction value dθ2 ^* / dt relating to the rotational angular velocity of the second drive wheel 44 and the detected value dθ2 / dt. x5 is a deviation η ^* −η between the instruction value η ^* related to the inclination angle of the vehicle body 12 and the detected value η. x6 is a deviation dη ^* / dt−dη / dt between the instruction value dη ^* / dt relating to the inclination angular velocity of the vehicle body 12 and the detected value dη / dt. K1 is a first feedback gain that is multiplied by the deviations x1 and x3 of the rotation angles of the drive wheels 34 and 44, respectively. K2 is a second feedback gain that is multiplied by the deviations x2 and x4 of the rotational angular velocities of the drive wheels 34 and 44, respectively. K3 is a third feedback gain to be multiplied by the deviation x5 of the inclination angle of the vehicle body 12. K4 is a fourth feedback gain which is multiplied by the deviation x6 of the inclination angular velocity of the vehicle body 12. In addition, the calculation formula of each torque (tau) 1 and (tau) 2 is not limited to said formula. Various calculation formulas used for general-purpose feedback control can be adopted. Further, when the changeover switch 16 is switched to the stable posture side, it is not necessary to perform feedback control of the inclination angle of the vehicle body 12, and therefore the third feedback gain K3 and the fourth feedback gain K4 can be set to zero. it can.

  The gain adjusting unit 68 adjusts the feedback gains K1, K2, K3, and K4 used by the torque calculating unit 62 in accordance with the detected value η of the tilt angle of the vehicle body 12 input from the integrating circuit 76 to the controller 60. The gain adjustment unit 68 stores gain adjustment data describing feedback gains K1, K2, K3, and K4 in advance in association with the inclination angle of the vehicle body 12. The gain adjustment unit 68 inputs the detected value η of the tilt angle of the vehicle body 12, and reads feedback gains K1, K2, K3, and K4 corresponding to the input detected value η from the stored gain adjustment data. The torque calculator 62 calculates the first torque τ1 and the second torque τ2 using the feedback gains K1, K2, K3, K4 read by the gain adjuster 68.

FIG. 5 shows an example of gain adjustment data. FIG. 5A shows the first feedback gain K1 that is multiplied by the deviations x1 and x3 of the rotation angles of the drive wheels 34 and 44. FIG. FIG. 5B shows a second feedback gain K2 that is multiplied by the deviations x2 and x4 of the rotational angular velocities of the drive wheels 34 and 44. FIG. FIG. 5C shows a third feedback gain K3 that is multiplied by the deviation x5 of the inclination angle of the vehicle body 12. FIG. 5D shows a fourth feedback gain K4 that is multiplied by the deviation x6 of the tilt angular velocity of the vehicle body 12.
As shown in FIG. 5A, the first feedback gain K1 changes in approximately two steps according to the inclination angle η of the vehicle body 12, and in a range where the inclination angle η of the vehicle body 12 exceeds the threshold angle ηy, Its value is set to zero. Accordingly, when the vehicle body 12 is largely inclined forward toward the driven front wheel 50 and the inclination angle of the vehicle body 12 exceeds the threshold angle ηy, the rotation angles of the drive wheels 34 and 44 are calculated in the torques τ1 and τ2. The deviations x1 and x3 are ignored.
As shown in FIG. 5B, the second feedback gain K2 changes in approximately two steps according to the inclination angle η of the vehicle body 12, and in a range where the inclination angle η of the vehicle body 12 exceeds the threshold angle ηy, The value is set small. Therefore, when the vehicle body 12 is largely inclined forward toward the driven front wheel 50 and the inclination angle of the vehicle body 12 exceeds the threshold angle ηy, the rotational angular velocities of the drive wheels 34 and 44 are calculated in the torques τ1 and τ2. The deviations x2 and x4 are taken into consideration.

As shown in FIG. 5C, the third feedback gain K3 changes in approximately two stages according to the inclination angle η of the vehicle body 12, and in a range where the inclination angle η of the vehicle body 12 exceeds the threshold angle ηy, The value is set large. Accordingly, when the vehicle body 12 is largely inclined forward toward the driven front wheel 50 and the inclination angle of the vehicle body 12 exceeds the threshold angle ηy, the deviation x5 of the inclination angle of the vehicle body 12 is calculated in the torques τ1 and τ2. It has come to be greatly added.
As shown in FIG. 5D, the fourth feedback gain K4 changes in approximately two stages according to the inclination angle η of the vehicle body 12, and in a range where the inclination angle η of the vehicle body 12 exceeds the threshold angle ηy, The value is set large. Therefore, when the vehicle body 12 is largely inclined forward toward the driven front wheel 50 and the inclination angle of the vehicle body 12 exceeds the threshold angle ηy, the inclination angle velocity deviation x6 of the vehicle body 12 is calculated in the torques τ1 and τ2. It has come to be greatly added.

The controller 60 adjusts the torque output from the first motor 32 to the first torque τ1 calculated by the torque calculator 62. Further, the torque output from the second motor 42 is adjusted to the second torque τ 2 calculated by the torque calculator 62. A first torque τ 1 is applied to the first drive wheel 34 from the first motor 32, and a second torque τ 2 is applied to the second drive wheel 44 from the second motor 42. Thereby, the rotation angle θ1 of the first drive wheel 34, the rotation angular velocity dθ1 / dt of the first drive wheel 34, the rotation angle θ2 of the second drive wheel 44, and the rotation angular velocity dθ2 / dt of the second drive wheel 44 The inclination angle η of the vehicle body 12 and the inclination angular velocity dη / dt of the vehicle body 12 are adjusted to the respective indicated values θ1 ^* , dθ ^* / dt, θ2 ^* , dθ2 ^* / dt, η ^* , dη ^* / dt. . The traveling body 10 follows the operation applied to the operation module 20 and travels while maintaining an inverted posture, travels while maintaining a stable posture, or changes posture between the inverted posture and the stable posture.

  FIG. 6 shows an operation flow executed by the controller 60 when the traveling body 10 shifts from the stable posture to the inverted posture. The operation when the traveling body 10 shifts from the stable posture to the inverted posture will be described along the flow shown in FIG. Here, for the sake of clarity, it is assumed that the traveling body 10 is stationary in a stable posture and the operation lever 18 is not operated. In this case, the first drive wheel 34 and the second drive wheel 44 operate similarly. That is, the rotation angle θ1 of the first drive wheel 34 and the rotation angle θ2 of the second drive wheel 44 are equal, and the rotation angular velocity dθ1 / dt of the first drive wheel 34 and the rotation angle dθ2 / dt of the second drive wheel 44 are equal. Become.

The controller 60 starts the operation flow shown in FIG. 6 when the changeover switch 16 is switched from the stable posture side to the inverted posture side.
In step S2, in order to shift from the stable posture to the inverted posture, the instruction value θ ^* (= θ1 ^* = θ2 ^* ) relating to the rotation angle of the drive wheels 34 and 44 and the instruction value relating to the rotation angular velocity of the drive wheels 34 and 44. Zero is set for each of dθ ^* / dt (= dθ1 ^* / dt = dθ2 ^* / dt), the instruction value η ^* related to the inclination angle of the vehicle body 12, and the instruction value dη ^* / dt related to the inclination angular velocity of the vehicle body 12. . When the rotation angle of the drive wheels 34 and 44 becomes zero, the rotation angular velocity of the drive wheels 34 and 44 becomes zero, the inclination angle of the vehicle body 12 becomes zero, and the inclination angular velocity of the vehicle body 12 becomes zero, the traveling body 10 is in an inverted posture. It will be in a stationary state.
In step S4, the detected value θ (= θ1 = θ2) of the rotation angle of the drive wheels 34, 44, the detected value dθ / dt (= dθ1 / dt = dθ2 / dt) of the rotation angular velocity of the drive wheels 34, 44, The detected value η of the tilt angle of the vehicle body 12 and the detected value dη / dt of the tilt angular velocity of the vehicle body 12 are input.
In step S6, feedback gains K1, K2, K3, and K4 are determined based on the detected value η of the tilt angle of the vehicle body 12 input in step S4. As described above, the gain adjustment unit 68 reads the feedback gains K1, K2, K3, and K4 corresponding to the detected value η from the gain adjustment data. The feedback gains K1, K2, K3, and K4 change according to the detected value η of the tilt angle of the vehicle body 12.

In step S8, the motor 32, 42 is caused to multiply the deviation between each indicated value set in step S2 and each detected value input in step S4 by the feedback gains K1, K2, K3, K4 determined in step S6. Torque τ (= τ1 = τ2) to be output is calculated.
In step S10, the torque output from the motors 32 and 42 is adjusted to the torque τ calculated in step S8.
In step S12, it is determined whether or not a command to shift to a stable posture is input. For example, if the passenger switches the changeover switch 16 from the inverted posture side to the stable posture side, the determination in step S12 is YES. In this case, the controller 60 ends the operation flow of FIG. 6, and the traveling body 10 shifts to a stable posture. On the other hand, if the changeover switch 16 is maintained in the inverted posture side, the determination in step S12 is no and the feedback control from step S4 to step S10 is continued. Accordingly, the traveling body 10 shifts from the stable posture to the inverted posture, and remains stationary while maintaining the inverted posture. If the occupant operates the operation lever 18 of the operation module 20 from this state, the corresponding instruction values θ1 ^* , dθ ^* / dt, θ2 ^* , dθ2 ^* / dt, η ^* , dη ^* / dt are set accordingly. The traveling body 10 travels correctly in accordance with the passenger's instruction while maintaining the inverted posture.

FIG. 7 shows the state of the traveling body 10 over time when the transition operation from the stable posture to the inverted posture is performed. FIG. 7A shows the traveling body 10 at the start of the transition operation, in which the inclination angle η of the vehicle body 12 is the ground inclination angle ηz. FIG. 7B shows the traveling body 10 in which the transition operation is being performed and the inclination angle of the vehicle body 12 is the threshold angle ηy. FIG. 7C shows the traveling body 10 when the transition operation is completed and the inclination angle η of the vehicle body 12 is zero. As shown in FIGS. 7A, 7B, and 7C, in the transition operation period from the stable posture to the inverted posture, the inclination angle η of the vehicle body 12 changes greatly across the threshold angle ηy.
The center of gravity M of the traveling body 10 deviates from the vertical direction G passing through the first axle C1 as the inclination angle η of the vehicle body 12 increases. Thereby, the greater the inclination angle η of the vehicle body 12 is, the more the gravity acting on the traveling body 10 changes the inclination angle η of the vehicle body 12. Therefore, when the inclination angle η of the vehicle body 12 is large, it is necessary to move the drive wheels 34 and 44 greatly with respect to the deviation of the inclination angle or inclination angular velocity of the vehicle body 12. Accordingly, it is effective to increase the third feedback gain K3 that multiplies the deviation of the inclination angle of the vehicle body 12 and the fourth feedback gain K4 that multiplies the deviation of the inclination angle velocity of the vehicle body 12 as the inclination angle η of the vehicle body 12 increases. I can say that.

In the inverted pendulum type traveling body 10, there is a trade-off relationship between the controllability with respect to the rotation angle of the drive wheels 34 and 44 and the controllability with respect to the inclination angle of the vehicle body 12. That is, if the controllability with respect to the rotation angle of the drive wheels 34 and 44 is improved, the controllability with respect to the inclination angle of the vehicle body 12 is lowered. Moreover, if the controllability with respect to the inclination angle of the vehicle body 12 is improved, the controllability with respect to the rotation angles of the drive wheels 34 and 44 is lowered. Therefore, the controllability with respect to the inclination angle of the vehicle body 12 can be improved by reducing the controllability of the rotation angles of the drive wheels 34 and 44. Accordingly, when the inclination angle η of the vehicle body 12 is large, the first feedback gain K1 multiplied by the deviation of the rotation angle of the drive wheels 34, 44 and the second feedback gain K2 multiplied by the deviation of the rotation angular velocity of the drive wheels 34, 44 are reduced. It is also effective to do.
As a result of further research based on the above knowledge, the present inventor adjusts the first feedback gain K1 relating to the rotation angle of the drive wheels 34 and 44 to zero when the inclination angle of the vehicle body 12 exceeds the threshold angle ηy. As a result, it was confirmed that the stability of the vehicle body 12 was remarkably improved. It was confirmed that during the transition operation from the stable posture to the inverted posture, the posture of the vehicle body 12 quickly shifts to the inverted posture, and the distance that the traveling body 10 moves during the transition is shortened.

  In the traveling body 10 of the present embodiment, the above-described knowledge is utilized. In the traveling body 10, the feedback gains K1, K2, K3, and K4 used by the torque calculation unit 62 are adjusted using the torque adjustment data. That is, as the tilt angle η of the vehicle body 12 is larger, the third feedback gain K3 that multiplies the deviation of the tilt angle of the vehicle body 12 and the fourth feedback gain K4 that multiplies the deviation of the tilt angular velocity of the vehicle body 12 are adjusted to larger values. The Further, as the inclination angle η of the vehicle body 12 increases, the first feedback gain K1 that multiplies the deviation of the rotational angles of the drive wheels 34 and 44 and the second feedback gain K2 that multiplies the deviation of the rotational angular velocities of the drive wheels 34 and 44. It is adjusted to a small value. Further, when the inclination angle η of the vehicle body 12 exceeds the threshold angle ηy, the first feedback gain K1 that is multiplied by the deviation of the rotation angle of the drive wheels 34, 44 is adjusted to zero. Thereby, when the inclination angle η of the vehicle body 12 exceeds the threshold angle ηy, the controllability regarding the inclination angle η of the vehicle body 12 is prioritized, and the posture of the vehicle body 12 is promptly reset. When the inclination angle η of the vehicle body 12 is less than the threshold angle ηy, controllability regarding the rotation angle of the drive wheels 34 and 44 is prioritized, and the traveling body 10 travels correctly according to the instructions of the passenger.

Specific examples of the present invention have been described in detail above, but these are merely examples and do not limit the scope of the claims. The technology described in the claims includes various modifications and changes of the specific examples illustrated above.
In the above description, the feedback gains K1, K2, K3, and K4 are generally adjusted in two stages according to the inclination angle of the vehicle body. However, the feedback gains K1, K2, K3, and K4 are generally adjusted in two stages. You may adjust it.
The technical elements described in this specification or the drawings exhibit technical usefulness alone or in various combinations, and are not limited to the combinations described in the claims at the time of filing. In addition, the technology illustrated in the present specification or the drawings achieves a plurality of objects at the same time, and has technical utility by achieving one of the objects.

The schematic diagram which shows the structure of the traveling body of an Example. The figure which shows typically the traveling body of an inverted posture. The figure which shows the traveling body of a stable posture typically. The block diagram which shows the control structure of a traveling body. The figure which shows gain adjustment data. The flowchart which shows the flow of the operation | movement which transfers from a stable posture to an inverted posture. The figure which shows the mode of the traveling body which transfers to a standing posture from a stable posture over time.

Explanation of symbols

10 .. traveling body 12 .. vehicle body 14 .. control module 20 .. operation module 22 .. boarding seats 32 and 42 .. motors 34 and 44 .. driving wheels 36 and 46 .. encoder 38 .. gyro 40. Battery module 60... Controller 62.. Torque calculation unit 64. Wheel indication value setting unit 66. Inclination indication value setting unit 68. Gain adjustment units 72 and 74.

Claims (4)

An inverted pendulum type traveling body comprising a vehicle body and at least two drive wheels disposed on the same axle,
Setting means for setting instruction values relating to at least four state quantities of the rotational angle of the driving wheel, the rotational angular velocity of the driving wheel, the inclination angle of the vehicle body, and the inclination angular velocity of the vehicle body;
Detection means for detecting at least four state quantities of a rotation angle of the drive wheel, a rotation angular velocity of the drive wheel, a vehicle body inclination angle, and a vehicle body inclination angular velocity;
An index obtained by multiplying the deviation between the indication value set by the setting means and the detection value detected by the detection means by a predetermined coefficient is calculated for each state quantity, and the calculated index group should be added to the drive wheel A calculation means for calculating torque;
An actuator for applying torque calculated by the calculation means to the drive wheel;
Among the predetermined coefficients by which the calculation means multiplies the deviation of each state quantity, a first coefficient that multiplies the deviation of the rotational angle of the drive wheel, a second coefficient that multiplies the deviation of the rotational angular speed of the drive wheel, and the inclination angle of the vehicle body Adjusting means for increasing / decreasing at least one of a third coefficient to be multiplied by the deviation and a fourth coefficient to be multiplied to the deviation of the vehicle body inclination angular velocity according to the vehicle body inclination angle detected by the detection means;
A traveling body comprising:   The adjustment means reduces the at least one of the first coefficient and the second coefficient or increases the third coefficient as the difference between the tilt angle of the vehicle body in an inverted stationary state and the detected tilt angle of the vehicle body increases. And at least one of the fourth coefficient is increased.   The adjustment means adjusts the first coefficient to zero when a difference between a tilt angle of the vehicle body in an inverted stationary state and a detected tilt angle of the vehicle body exceeds a predetermined threshold angle. 1 or 2 traveling bodies. A method for adjusting the operation of an inverted pendulum type traveling body comprising a vehicle body and at least two drive wheels disposed on the same axle,
A setting step for setting instruction values relating to at least four state quantities of the rotational angle of the driving wheel, the rotational angular velocity of the driving wheel, the inclination angle of the vehicle body, and the inclination angular velocity of the vehicle body;
A detection step of detecting at least four state quantities: a rotation angle of the drive wheel, a rotation angular velocity of the drive wheel, a tilt angle of the vehicle body, and a tilt angle velocity of the vehicle body;
An index obtained by multiplying the deviation between the indicated value set in the setting process and the detected value detected in the detection process by a predetermined coefficient should be calculated for each state quantity, and the calculated index group should be added to the drive wheel A calculation process for calculating torque;
Controlling the actuator that applies torque to the drive wheels, and applying the torque calculated in the calculation step to the drive wheels;
Among the predetermined coefficients that are multiplied by the deviation of each state quantity in the calculation step, a first coefficient that is multiplied by the deviation of the rotational angle of the driving wheel, a second coefficient that is multiplied by the deviation of the rotational angular speed of the driving wheel, and the inclination angle of the vehicle body An adjustment step of increasing / decreasing at least one of a third coefficient to be multiplied by the deviation of the vehicle body and a fourth coefficient to be multiplied by the deviation of the inclination angular velocity of the vehicle body according to the inclination angle of the vehicle body detected by the detection step;
A method for adjusting the operation of a traveling body comprising:

Images