JP2009040369A - Vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle allowing a driver to achieve stable stop and running conditions of the vehicle irrespective of a grade of a road surface by moving an active weight part of the vehicle in accordance with the grade of road surface. <P>SOLUTION: This vehicle has driving wheels 12 attached rotatably to a vehicle body 10, the active weight part attached movably to the vehicle body 10, and a vehicle controller for controlling at least either of driving torque to be applied to the driving wheels and a position of the active weight part to control posture of the vehicle body 10. The vehicle controller controls posture of the vehicle body by obtaining the grade of road surface and moving the active weight part in accordance with the grade of road surface. <P>COPYRIGHT: (C)2009,JPO&INPIT

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 and drives by sensing a change in the posture of the vehicle body due to the movement of the center of gravity of the driver, and moves while controlling the posture with a single spherical drive wheel. Technologies for vehicles and the like 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 2004-129435 A

  However, the conventional vehicle cannot maintain a stopped state on a slope or travel stably. For example, in order to stop the vehicle on a slope, it is necessary to apply a drive torque to the drive wheels so that the vehicle does not move in the downward direction, but when the drive torque is applied to the drive wheels, the reaction is applied to the vehicle body. The vehicle body is tilted in the downward direction. On the other hand, if an attempt is made to hold the vehicle body vertically, drive torque cannot be applied to the drive wheels, and the vehicle moves in the downward direction.

  Further, in the conventional vehicle, when feedback control similar to feedback control on a flat ground is executed on a slope, the vehicle body remains inclined in the downward direction, and if it slips, it moves in the downward direction.

  The present invention solves the problems of the conventional vehicle and moves the active weight according to the slope of the road surface, so that the vehicle can be stably stopped and traveled regardless of the road surface gradient. An object is to provide a highly practical vehicle capable of realizing the state.

  Therefore, in the vehicle of the present invention, a drive wheel that is rotatably attached to the vehicle body, an active weight portion that is movably attached to the vehicle body, a drive torque applied to the drive wheel, and the active weight A vehicle control device that controls the posture of the vehicle body by controlling at least one of the positions of the parts, the vehicle control device acquires a road surface gradient, and the active weight unit according to the road surface gradient The posture of the vehicle body is controlled by moving.

  In another vehicle of the present invention, the vehicle control device further moves the active weight portion so that the action of the vehicle body tilting torque and the gravity are balanced.

  In still another vehicle of the present invention, the vehicle control device further moves the active weight portion so as to cancel a counter-torque of an uphill torque according to the road surface gradient.

  In still another vehicle of the present invention, the vehicle control device further moves the active weight portion forward when climbing and moves the active weight portion rearward when descending.

  According to the configuration of the first aspect, since the active weight portion is moved in accordance with the road surface gradient, the stopped state can be maintained in a state where the vehicle body posture is stable even on the slope, and the slope is stably stabilized. You can travel. Therefore, a safe and comfortable vehicle can be provided even on a slope.

  According to the structure of Claim 2 and 3, since a vehicle body does not incline back and forth, riding comfort for a passenger | crew improves. In addition, since the vehicle body is kept upright even on a slope, it is easy to ensure visibility for the occupant.

  According to the configuration of the fourth aspect, the vehicle body can be held upright on a slope and can cope with a steep slope.

  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, showing a state in which an occupant is moving forward while boarding, and FIG. 2 in the first embodiment of the present invention. It is a block diagram which shows the structure of the control system of a vehicle.

  In the figure, reference numeral 10 denotes a vehicle according to the present embodiment, which has a body portion 11 of a vehicle body, a drive wheel 12, a support portion 13, and a riding portion 14 on which an occupant 15 rides, and uses posture control of an inverted pendulum. To control the posture of the vehicle body. The vehicle 10 can tilt the vehicle body forward and backward. 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 forward in the traveling direction.

  The drive wheel 12 is rotatably supported by 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 shaft of the drive wheel 12 extends in a direction perpendicular to the drawing of FIG. 1, and the drive wheel 12 rotates about the shaft. 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. And, in the main body part 11, the riding part 14 functioning as an active weight part can be translated relative to the main body part 11 in the longitudinal direction of the vehicle 10, in other words, the tangential direction of the vehicle body rotation circle It is attached so that it can move relatively.

  Here, the active weight portion has a certain amount of mass and translates with respect to the main body portion 11, that is, actively moves the front and rear to correct the position of the center of gravity of the vehicle 10. The active weight portion does not necessarily have 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 attached to the main body portion 11 so as to be translatable. (Weight), a device in which a dedicated weight member such as a balancer is attached to the main body 11 so as to be translatable may be used. Moreover, you may use together the boarding part 14, a heavy peripheral device, an exclusive weight member, etc.

  In the present embodiment, for the sake of explanation, an example will be described in which the riding section 14 in a state in which the occupant 15 is boarded functions as an active weight section. However, the occupant 15 is not necessarily on the riding section 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. It is designed to move back and forth in the direction of travel. 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 operates the joystick 31 to input travel commands such as acceleration, deceleration, turning, in-situ rotation, stop, and braking of the vehicle 10. If the occupant 15 can operate and input a travel command, another device such as a jog dial, a touch panel, or a push button may be used as the target travel state acquisition device instead of the joystick 31. You can also.

  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 | running | working 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, drive wheel control ECU 22 and active weight control ECU 23 include calculation means such as a CPU and MPU, storage means such as a magnetic disk and a semiconductor memory, input / output interfaces, and the like. The computer system 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. 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 control ECU 20 functions as a road surface gradient estimating unit that estimates a road surface gradient based on a change in the travel state of the vehicle 10 and the vehicle body posture over time. 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 road surface gradient. 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 road gradient. Furthermore, it functions as road surface gradient acquisition means for acquiring the road surface gradient in the front-rear direction of the vehicle 10. Furthermore, it functions as a climbing torque determining means for determining the drive torque to be applied according to the road surface gradient. Furthermore, it functions as a center-of-gravity correction amount determining means for determining the center-of-gravity correction amount of the vehicle body according to the climbing torque.

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

  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 diagram showing the operation on the slope of the vehicle in the first embodiment of the present invention, and FIG. 4 is a flowchart showing the operation of the vehicle traveling and attitude control processing in the first embodiment of the present invention. . FIG. 3A shows an operation example according to the prior art for comparison, and FIG. 3B shows an operation according to the present embodiment.

  In the present embodiment, the riding section 14 functions as an active weight section, and as shown in FIG. 3 (b), the center of gravity of the vehicle 10 is actively moved by translating, that is, moving back and forth. It is to be corrected. Thus, in order to stop the vehicle 10 on a slope, a driving torque is applied to the drive wheels 12 so that the vehicle 10 does not move in the downward direction. There will be no downward tilt. Also, when traveling on a slope, the vehicle body does not tilt downward and can travel stably.

  On the other hand, if the center of gravity position correction according to the road surface gradient is not performed as in the conventional vehicle described in the section “Background Art”, the vehicle 10 is on a slope as shown in FIG. Since the reaction of the drive torque applied to the drive wheels 12 to stop the operation, that is, the reaction torque acts on the vehicle body, the vehicle body tilts downward. Even when traveling on a slope, it is not possible to perform stable vehicle body posture and travel control.

  Therefore, in the present embodiment, the vehicle 10 can stably stop and travel regardless of the gradient of the road surface by executing the travel and attitude control processing.

  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 road surface gradient acquisition process (step S2), and the state quantity acquired in the state quantity acquisition process, that is, the rotation state of the drive wheels 12, the inclination state of the vehicle body, and the movement of the riding section 14 are performed. Based on the state and the output values of the actuators, that is, the output values of the drive motor 52 and the active weight motor 62, the road surface gradient is estimated by the observer. Here, the observer is a method and a state observer for 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 target body posture determination processing (step S4), and the road surface gradient acquired by the road surface gradient acquisition processing and the acceleration target of the vehicle 10 determined by the target travel state determination processing. Based on the 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), and determines each state quantity acquired by the state quantity acquisition process, the road surface gradient acquired by the road surface gradient acquisition process, and the target travel state. Based on the target travel state determined by the processing and the target vehicle body posture determined by the target vehicle body posture determination process, the outputs of the actuators, that is, the outputs of the drive motor 52 and the active weight motor 62 are determined.

  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 ]
η: Road surface slope [rad]
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 drive wheel rotation
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
In the state quantity acquisition process, the main control ECU 21 first acquires each state quantity from the sensor (step S1-1). In this case, the driving wheel rotation angle θ _W and / or the rotation angular velocity θ _W is acquired from the driving wheel sensor 51, the vehicle body inclination angle θ ₁ and / or the inclination angular velocity θ ₁ is acquired from the vehicle body inclination sensor 41, and the active weight sensor. The active weight part position λ _S and / or the moving speed λ _S is acquired from 61.

Subsequently, the main control ECU 21 calculates the remaining state quantity (step S1-2). In this case, the remaining state quantity is calculated by time differentiation or time integration of the acquired state quantity. For example, when the acquired state quantities are the drive wheel rotation angle θ _W , the vehicle body inclination angle θ ₁ and the active weight portion position λ _S , these are time-differentiated to obtain the rotation angular velocity θ _W , the inclination angular velocity θ ₁ and A moving speed λ _S can be obtained. Further, for example, when the acquired state quantities are the rotational angular velocity θ _W , the tilt angular velocity θ _1, and the moving velocity λ _S , these are integrated over time, thereby driving wheel rotational angle θ _W , vehicle body tilt angle θ ₁ and An active weight part position λ _S can be obtained.

  Next, the road surface gradient acquisition process will be described.

  FIG. 7 is a flowchart showing the operation of the road surface gradient acquisition process in the first embodiment of the present invention.

  In the road surface gradient acquisition process, the main control ECU 21 estimates the road surface gradient η (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 road surface gradient η is estimated from equation (1).

このように、本実施の形態においては、駆動モータ５２が出力する駆動トルクと、状態量としての駆動輪回転角加速度、車体傾斜角加速度及び能動重量部移動加速度とに基づいて路面勾配を推定する。この場合、駆動輪１２の回転状態を示す駆動輪回転角加速度だけでなく、車体の姿勢変化を示す車体傾斜角加速度及び能動重量部移動加速度も考慮している。すなわち、倒立振り子の姿勢制御を利用した、いわゆる倒立型車両に特有の要素である車体の姿勢を考慮している。

Thus, in the present embodiment, the road surface gradient is estimated based on the driving torque output from the driving motor 52 and the driving wheel rotational angular acceleration, the vehicle body inclination angular acceleration, and the active weight portion moving 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 and the active weight moving acceleration indicating the posture change of the vehicle body are taken into consideration. In other words, the posture of the vehicle body, which is an element unique to the so-called inverted vehicle using the posture control of the inverted pendulum, is considered.

  Conventionally, since the road surface gradient 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 road surface gradient particularly when the posture of the vehicle body is changing. However, in the present embodiment, the road surface gradient is estimated in consideration of the vehicle body inclination angle acceleration indicating the posture change of the vehicle body and the active weight portion movement acceleration, so that no large error occurs and the road surface is extremely accurate. The gradient 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 road gradient 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 influence. In a general inverted type vehicle, since the weight ratio of the vehicle body to the entire vehicle is high, such an influence becomes large particularly when the vehicle is stopped.

  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 road surface gradient η. 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, driving force, inertial force and external force due to road surface gradient are taken into account, but the rolling resistance of the driving wheel, the viscous resistance due to the friction of the rotating shaft, the air resistance acting on the vehicle, etc. It may be considered as the next effect.

  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 acceleration time, the 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 target travel state determination process and the road surface gradient η acquired by the road surface gradient acquisition process, the active weight is calculated by the following equations (2) and (3). The target value of the part position and the target value of the vehicle body inclination angle are determined.

続いて、主制御ＥＣＵ２１は、残りの目標値を算出する（ステップＳ４−２）。すなわち、各目標値を時間微分又は時間積分することにより、駆動輪回転角、車体傾斜角速度及び能動重量部移動速度の目標値を算出する。

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.

  As described above, 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 the reaction torque acting on the vehicle body in accordance with the climbing torque according to the road surface gradient η is considered. Thus, 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.

  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 accelerates or climbs a hill, the riding section 14 is moved forward, or the vehicle body is further tilted forward. Further, when the vehicle decelerates and goes down the hill, 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 slope is not particularly steep, the vehicle body is kept upright even on a slope, so that it is easy to ensure visibility for the occupant 15. Furthermore, if the slope is not particularly steep, the vehicle body will not be greatly inclined even on a slope, so that a part of the vehicle body is prevented from coming into contact with 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.

  In this embodiment, when the acceleration is low or the gradient is gentle, only the movement of the riding section 14 is used, but some or all of the vehicle body tilt torque is handled by the vehicle body tilt. Also good. By tilting the vehicle body, the longitudinal 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 road surface gradient η, and the feedforward output of the active weight motor 62 is determined by the following equation (5). decide.

このように、路面勾配ηに応じた登坂トルクを自動的に付加することにより、つまり、路面勾配ηに応じて駆動トルクを補正することにより、坂道であっても、平地と同様の操縦感覚を提供することができる。すなわち、坂道で停止した後、乗員１５がジョイスティック３１から手を放しても、車両１０は動くことがない。また、坂道の上であっても、ジョイスティック３１の一定の操縦操作に対して、平地と同様の加減速を行うことができる。

In this way, by automatically adding a climbing torque according to the road surface gradient η, that is, by correcting the driving torque according to the road surface gradient η, a maneuvering feeling similar to that on a flat ground can be obtained. Can be provided. That is, even if the occupant 15 releases his / her hand from the joystick 31 after stopping on a slope, the vehicle 10 does not move. Even on a slope, acceleration / deceleration similar to that on a flat ground can be performed for a certain steering operation of the joystick 31.

このように、本実施の形態においては、理論的にフィードフォワード出力を与えることによって、より高精度な制御を実現する。

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

  Note that the feed-forward 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.

なお、スライディングモード制御等の非線形のフィードバック制御を導入することもできる。また、より簡単な制御として、Ｋ_W2、Ｋ_W3及びＫ_S5を除くフィードバックゲインのいくつかをゼロとしてもよい。さらに、定常偏差をなくすために、積分ゲインを導入してもよい。

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 road surface gradient η is estimated by the observer, the climbing torque is applied, and the riding section 14 is moved upward. Therefore, the vehicle body can be held upright on a slope and can cope with a steep slope. Further, an apparatus for measuring the road surface gradient η is not required, and the structure can be simplified and the cost can be reduced.

Further, since the road surface gradient η is estimated in consideration of the vehicle body inclination angle θ ₁ indicating the vehicle body posture and the active weight portion position λ _S , the road surface gradient η can be estimated with extremely high accuracy without causing a large error. Can do.

  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 according to the second embodiment of the present invention, and FIG. 13 is a schematic diagram showing the operation on the slope of the vehicle according to 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. Therefore, the structure is complicated, the cost is increased, the weight is increased, and the control system is also complicated. Moreover, it 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, the drive torque applied to the drive wheels 12 for stopping the vehicle 10 on the slope, that is, the counter-torque acting on the vehicle body as the counter-action of the climbing torque. With respect to the vehicle body inclination torque, the vehicle body is inclined by an angle corresponding to the road surface gradient η or the climbing torque, so that the vehicle body inclination torque is canceled out by the action of gravity to maintain a balance.

  Note that even with the conventional vehicle described in the “Background Art” section, the vehicle body may tilt in the upward direction of the hill, but this is a result of loss of balance. For example, the vehicle is stopped on a hill. If you try to do this, the vehicle may slowly go down the hill with the vehicle body tilted.

  On the other hand, in the present embodiment, the vehicle body is intentionally given a slope suitable for the road surface gradient η, so that the balance can be appropriately maintained, for example, the vehicle can be stably stopped even on a slope. .

  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, and thus the description thereof will be omitted, and the state quantity acquisition process, the road surface gradient acquisition process, and the target will be omitted. Only the vehicle body posture 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.

In the state quantity acquisition process, the main control ECU 21 first acquires each state quantity from the sensor (step S1-11). In this case, the drive wheel rotation angle θ _W and / or the rotation angular velocity θ _W are acquired from the drive wheel sensor 51, and the vehicle body inclination angle θ ₁ and / or the inclination angular velocity θ ₁ are acquired from the vehicle body inclination sensor 41.

Subsequently, the main control ECU 21 calculates the remaining state quantity (step S1-12). In this case, the remaining state quantity is calculated by time differentiation or time integration of the acquired state quantity. For example, when the acquired state quantities are the drive wheel rotation angle θ _W and the vehicle body inclination angle θ ₁ , the rotation angular velocity θ _W and the inclination angular velocity θ ₁ can be obtained by time differentiation. Further, for example, when the acquired state quantities are the rotational angular velocity θ _W and the tilt angular velocity θ ₁ , the driving wheel rotational angle θ _W and the vehicle body tilt angle θ ₁ can be obtained by time integration of these.

  Next, the road surface gradient acquisition process will be described.

  FIG. 15 is a flowchart showing the operation of the road surface gradient acquisition process according to the second embodiment of the present invention.

  In the road surface gradient acquisition process, the main control ECU 21 estimates the road surface gradient η (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 (previous time step) travel and posture control process, The road surface gradient η is estimated from equation (8).

このように、本実施の形態においては、駆動モータ５２が出力する駆動トルクと、状態量としての駆動輪回転角加速度及び車体傾斜角加速度とに基づいて路面勾配を推定する。この場合、駆動輪１２の回転状態を示す駆動輪回転角加速度だけでなく、車体の姿勢変化を示す車体傾斜角加速度をも考慮している。すなわち、倒立振り子の姿勢制御を利用した、いわゆる倒立型車両に特有の要素である車体の姿勢をも考慮している。

Thus, in the present embodiment, the road surface gradient is estimated based on the driving torque output from the driving motor 52 and 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 vehicle body posture change is taken into consideration. In other words, the posture of the vehicle body, which is an element peculiar to the so-called inverted vehicle using the posture control of the inverted pendulum, is also taken into consideration.

  Conventionally, since the road surface gradient 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 road surface gradient, particularly when the posture of the vehicle body changes greatly. However, in the present embodiment, since the road surface gradient is estimated in consideration of the vehicle body inclination angle acceleration indicating the change in the posture of the vehicle body, a large error does not occur and the road surface gradient can be estimated with extremely high accuracy. it can.

  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 road surface gradient η. 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, driving force, inertial force and external force due to road surface gradient are taken into account, but the rolling resistance of the driving wheel, the viscous resistance due to the friction of the rotating shaft, the air resistance acting on the vehicle, etc. It may be considered as the next effect.

  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 vehicle acceleration target value determined by the target travel state determination process and the road surface gradient η acquired by the road surface gradient acquisition process, the target value of the vehicle body inclination angle is calculated by the following equation (9). To decide.

続いて、主制御ＥＣＵ２１は、残りの目標値を算出する（ステップＳ４−１２）。すなわち、各目標値を時間微分又は時間積分することにより、駆動輪回転角及び車体傾斜角速度の目標値を算出する。

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.

  As described above, 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 the reaction torque acting on the vehicle body in accordance with the climbing torque according to the road surface gradient η is considered. Thus, the target value of the vehicle body posture, that is, the target value of the vehicle body tilt angle is determined.

  At this time, the center of gravity of the vehicle body is moved so as to cancel the vehicle body inclination torque by the reaction of gravity. For example, when the vehicle accelerates and climbs a hill, the vehicle body is tilted forward. Further, when the vehicle decelerates and goes down the slope, 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 road surface gradient η according to the equation (4) described in the first embodiment.

  As represented by the above formula (4), by automatically adding a climbing torque according to the road surface gradient η, it is possible to provide the same steering feeling as on a flat road even on a slope. That is, even if the occupant 15 releases his / her hand from the joystick 31 after stopping on a slope, the vehicle 10 does not move. Even on a slope, acceleration / deceleration similar to that on a flat ground can be performed for a certain steering operation of the joystick 31.

  In this embodiment, more accurate control is realized by theoretically giving a feedforward output. However, 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.

なお、スライディングモード制御等の非線形のフィードバック制御を導入することもできる。また、より簡単な制御として、Ｋ_W2及びＫ_W3を除くフィードバックゲインのいくつかをゼロとしてもよい。さらに、定常偏差をなくすために、積分ゲインを導入してもよい。

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.

  Thus, in the present embodiment, the vehicle body is tilted upward and the balance is maintained on the slope. Therefore, the present invention can be applied to an inverted vehicle that does not have a moving mechanism for moving the riding section 14. Further, the structure and the control system can be simplified, and an inexpensive and light 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 schematic diagram showing the configuration of the vehicle according to the third embodiment of the present invention, showing a state where the vehicle is stopped on a slope, and FIG. 19 is a vehicle control system according to the third embodiment of the present invention. It is a block diagram which shows the structure of these. In addition, in FIG. 18, (b) is the principal part enlarged view of (a).

  In the present embodiment, the road gradient η is measured, and the vehicle 10 is controlled based on the measured value. If the road gradient η is obtained by estimation, errors and time delays may occur. Further, when the vehicle 10 comes into contact with an obstacle, it may be erroneously recognized as an uphill.

  Therefore, in the present embodiment, the road surface gradient η is measured by a sensor, and the climbing torque and the moving amount of the active weight portion are determined based on the measured value. Therefore, the vehicle 10 has a distance sensor 71 as a road surface gradient measurement sensor as shown in FIG. The distance sensor 71 uses, for example, laser light, but may be any type of sensor. In the example shown in FIG. 18, the two distance sensors 71 are disposed on the lower surface of the riding section 14 so as to be separated from each other in the front-rear direction, and each measures the distance from the lower surface of the riding section 14 to the road surface. Desirably, one distance sensor 71 is disposed in front of a portion of the driving wheel 12 that contacts the road surface, and the other distance sensor 71 is disposed rearward of a portion of the driving wheel 12 that contacts the road surface. Is done. As described above, the distance to the road surface is measured at the position where the two distance sensors 71 are separated from each other in the front-rear direction. Therefore, the road surface gradient η can be calculated based on the difference between the distances measured by the distance sensors 71.

  Further, the vehicle 10 includes a road surface gradient measuring system 70 including a distance sensor 71 as shown in FIG. Then, the distance sensor 71 detects the ground distance as the distance to the road surface at two points on the front and rear sides, and transmits it to the main control ECU 21.

  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 road gradient acquisition process will be described.

  FIG. 20 is a diagram showing a geometric condition when a road surface gradient is acquired in the third embodiment of the present invention, and FIG. 21 is a flowchart showing an operation of a road surface gradient acquisition process in the third embodiment of the present invention. is there.

  In the road surface gradient acquisition process, the main control ECU 21 first acquires the measurement value of the distance sensor 71 (step S2-21). In this case, the measured value of the ground distance is acquired from the two front and rear distance sensors 71.

Subsequently, the main control ECU 21 calculates a road surface gradient η (step S2-22). In this case, the road surface gradient η is calculated from the front and back ground distance and the vehicle body inclination angle θ ₁ by the following equation (11).

ここで、Ｌ_R は後方に配設された距離センサ７１が計測した対地距離であり、Ｌ_F は前方に配設された距離センサ７１が計測した対地距離であり、Ｂは前後に配設された距離センサ７１間の距離である。

Here, L _R is the ground distance distance sensor 71 disposed at the rear was measured, L _F is the ground distance distance sensor 71 disposed in front is measured, B is disposed at the front and rear Distance between the distance sensors 71.

As described above, in the present embodiment, the road surface gradient η is determined based on the ground distance measured by the distance sensor 71 disposed before and after the lower surface of the riding section 14. In this case, the value of the road surface gradient η is corrected in consideration of the vehicle body inclination angle θ ₁ .

In the present embodiment, a linear approximation formula is used as the formula (11), but a more strict nonlinear formula can also be used. Further, the influence of the moving speed of the vehicle 10 and the inclination angular velocity θ ₁ of the vehicle body may be considered. Furthermore, the road surface gradient η may be determined using another measurement system. For example, a camera may be provided, and the road surface gradient η may be determined based on the image data, or the road surface gradient data may be acquired based on GPS (Global Positioning System) and map data.

  Furthermore, when the vehicle 10 is stopped, the road surface gradient η can be determined more accurately by continuously measuring the ground distance while moving the riding section 14 back and forth. For example, when an obstacle such as a stone is present on the road surface, if one of the distance sensors 71 is located directly above the obstacle, the distance to the obstacle that is shorter than the actual ground distance is measured. Therefore, the road surface gradient η determined thereby becomes inaccurate. However, if the ground distance is continuously measured while moving the riding section 14 back and forth, the ground distance can be measured before and after the obstacle, and the influence of the obstacle can be eliminated.

  Thus, in the present embodiment, the road surface gradient η is measured by the sensor. Therefore, there is no time delay in obtaining the road surface gradient η. Further, when the vehicle 10 comes into contact with an obstacle, it is not erroneously recognized as an uphill.

  Furthermore, the road surface gradient η can be acquired by using both the measurement by the sensor and the estimation. For example, it is possible to determine whether the sensor is normal or abnormal by comparing the value measured by the sensor with the estimated value. When the sensor is abnormal, the estimated value may be used.

  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 slope of the vehicle in the 1st Embodiment of this invention. It is a flowchart which shows operation | movement of 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. It is a flowchart which shows the operation | movement of the acquisition process of the state quantity in the 1st Embodiment of this invention. It is a flowchart which shows operation | movement of the acquisition process of the road surface gradient in the 1st Embodiment of this invention. It is a flowchart which shows the operation | movement of 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 operation | movement of the determination process of the target vehicle body attitude | position in the 1st Embodiment of this invention. It is a flowchart which shows the operation | movement of 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 slope of the vehicle in the 2nd Embodiment of this invention. It is a flowchart which shows the operation | movement of the acquisition process of the state quantity in the 2nd Embodiment of this invention. It is a flowchart which shows operation | movement of the acquisition process of the road surface gradient in the 2nd Embodiment of this invention. It is a flowchart which shows the operation | movement of the determination process of the target vehicle body attitude | position in the 2nd Embodiment of this invention. It is a flowchart which shows the operation | movement of the determination process of the actuator output in the 2nd Embodiment of this invention. It is the schematic which shows the structure of the vehicle in the 3rd Embodiment of this invention, and is a figure which shows the state which has stopped on the slope. It is a block diagram which shows the structure of the control system of the vehicle in the 3rd Embodiment of this invention. It is a figure which shows the geometric condition at the time of the road surface gradient acquisition in the 3rd Embodiment of this invention. It is a flowchart which shows the operation | movement of the acquisition process of the road surface gradient in the 3rd Embodiment of this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Vehicle 12 Drive wheel 14 Boarding part 20 Control ECU

Claims (4)

A drive wheel rotatably mounted on the vehicle body,
An active weight portion movably attached to the vehicle body;
A vehicle control device for controlling the posture of the vehicle body by controlling at least one of a drive torque applied to the drive wheel and a position of the active weight portion;
The vehicle control device acquires a road surface gradient, and controls the posture of the vehicle body by moving the active weight portion according to the road surface gradient.   The vehicle according to claim 1, wherein the vehicle control device moves the active weight portion so that an action of a vehicle body inclination torque and gravity are balanced.   The vehicle according to claim 1, wherein the vehicle control device moves the active weight portion so as to cancel a counter-torque of an uphill torque according to the road surface gradient.   4. The vehicle according to claim 2, wherein the vehicle control device moves the active weight portion forward during climbing and moves the active weight portion backward during downhill.

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