JP2009101898A - Inverted wheel type moving body and control method thereof - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an inverted wheel type moving body improved in operability, and to provide a control method thereof. <P>SOLUTION: This inverted wheel type moving body includes motors 34 and 36 for driving a right driving wheel 18 and a left driving wheel 20 to rotate, a driver seat 74 turnably supported by mounts 26 and 28 through swing arms 17 and 19, and a driver seat driving motor 70 for driving the driver seat 74. A control section 80 can switch mode between a first control mode for driving the driver seat driving motor 70 with the motors 34 and 36 and a second control mode for stopping drive of the drier seat driving motor 70 and for driving the motors 34 and 36. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to an inverted wheel type moving body and a control method thereof.

An inverted wheel type moving body such as an inverted two-wheeled vehicle is normally controlled to move while correcting the center of gravity so as to maintain the stable state by driving the left and right drive wheels. Furthermore, in order to stabilize an inverted state, the structure which drives the inertial body provided above the wheel is disclosed (patent document 1). In this inverted wheel type moving body, the inertial body is slid and moved during traveling. Thereby, since a gravity center position moves rapidly on the vertical line of an axle, inversion can be stabilized.
JP 2006-205839 A

  However, the inverted wheel type moving body has the following problems. When the inverted wheel type moving body is used, an external force may be applied to the moving body. In this case, considering transportation, it is suitable to move following external force. On the other hand, when there are obstacles in the vicinity, even if an external force is applied, it does not want to move from the place. That is, (1) it is preferable to accelerate using external force, and (2) it is preferable to quickly stabilize the inversion and maintain the inversion on the spot in order to avoid a collision with an obstacle. There is. However, in the conventional inverted wheel type mobile body, it is difficult to achieve both of the above two cases of control, and there is a problem that the control according to the situation is not performed.

  The present invention has been made to solve such a problem, and an object thereof is to provide an inverted wheel type moving body that enables control according to the situation, and a control method therefor.

  An inverted wheel type moving body according to a first aspect of the present invention includes a chassis that rotatably supports a wheel, a first drive unit that rotationally drives the wheel, and a rotating member that rotates with respect to the chassis via a support member. An inverted wheel type moving body comprising: a movably supported vehicle body portion; a second drive portion that drives the vehicle body portion; and a control portion that controls the first and second drive portions, The control unit drives the second driving unit together with the first driving unit to move the inverted wheel type moving body while inverting, and driving the second driving unit. It is possible to switch between a second control mode that stops and drives the first drive unit to move the inverted wheel type moving body while inverting it. Thereby, control according to a situation can be performed.

  The inverted wheel type moving body according to the second aspect of the present invention is characterized in that switching between the first control mode and the second control mode is performed according to an output from a sensor. . As a result, the control mode can be switched appropriately, and appropriate control can be performed according to the situation.

  An inverted wheel type moving body according to a third aspect of the present invention is the above-described inverted wheel type moving body, wherein the control unit causes the vehicle body portion to move rapidly in response to an output from the sensor. It is determined whether or not the vehicle body portion is moving rapidly, and when the vehicle body portion is determined to move rapidly, the first control mode is switched to the second control mode. As a result, the control mode can be switched appropriately, and appropriate control can be performed according to the situation.

  An inverted wheel type moving body according to a fourth aspect of the present invention is the above inverted wheel type moving body, wherein switching between the first control mode and the second control mode is performed by a manual switch. It is characterized by that. Thereby, a control mode can be switched easily and appropriate control can be performed according to a condition.

  According to a fifth aspect of the present invention, there is provided a method of controlling an inverted wheel type moving body comprising: a chassis that rotatably supports a wheel; a first drive unit that rotationally drives the wheel; An inverted wheel comprising a vehicle body portion rotatably supported, a second drive unit that drives the vehicle body unit, and a control unit that controls the first drive unit and the second drive unit. A method for controlling a mold moving body, wherein the second driving section is driven together with the first driving section to control the inverted wheel moving body in a first control mode in which it is moved while being inverted. Controlling in a second control mode in which the driving of the second driving unit is stopped, the first driving unit is driven, and the inverted wheeled moving body is moved while being inverted. Switching between the first control mode and the second control mode , It is those with a. Thereby, control according to a situation can be performed.

  The control method of the inverted wheel type moving body according to the sixth aspect of the present invention is the control method described above, wherein switching between the first control mode and the second control mode depends on an output from the sensor. It is characterized by being performed. As a result, the control mode can be switched appropriately, and appropriate control can be performed according to the situation.

A control method for an inverted wheel type moving body according to a seventh aspect of the present invention is the control method described above, wherein whether or not the vehicle body portion is moving rapidly is determined according to an output from the sensor. And
When it is determined that the vehicle body is moving rapidly, the first control mode is switched to the second control mode. As a result, the control mode can be switched appropriately, and appropriate control can be performed according to the situation.

  The control method of the inverted wheel type moving body according to the eighth aspect of the present invention is the control method described above, wherein the switching between the first control mode and the second control mode is performed by a manual switch. It is characterized by this. Thereby, a control mode can be switched easily and appropriate control can be performed according to a condition.

  An object of this invention is to provide the inverted wheel type mobile body which enables the control according to a condition, and its control method.

Embodiment 1 of the Invention
The moving body according to the present embodiment is an inverted wheel type moving body that moves by the inverted pendulum control. The moving body moves to a predetermined position by driving a wheel grounded on the ground. Furthermore, the inverted state can be maintained by driving the wheel according to the output from the gyro sensor or the like. Further, the moving body moves according to the operation amount operated by the operator while maintaining the inverted state.

  The configuration of the moving body 100 according to the present embodiment will be described with reference to FIGS. 1 and 2. FIG. 1 is a side view schematically showing the configuration of the moving body 100, and FIG. 2 is a front view schematically showing the configuration of the moving body 100.

  As shown in FIG. 2, the moving body 100 is an inverted wheel type moving body (running body), and includes a right driving wheel 18, a left driving wheel 20, a right swing arm 17, a left swing arm 19, A vehicle body 12. The vehicle body 12 is a part of the upper body portion of the moving body 100 disposed above the right drive wheel 18 and the left drive wheel 20. Here, the traveling direction of the moving body 100 (perpendicular to the paper surface of FIG. 2) is defined as the front-rear direction, and the direction perpendicular to the front-rear direction on the horizontal plane is defined as the left-right direction (lateral direction). Therefore, FIG. 2 is a view of the moving body 100 viewed from the front side in the traveling direction, and FIG. 1 is a view of the moving body 100 viewed from the left side.

  During traveling, the right swing arm 17 and the left swing arm 19 adjust the vehicle height. Furthermore, one or both swing arms are driven to adjust the left and right inclination angles of the vehicle body 12 with respect to the ground. For example, it is assumed that only the right drive wheel 18 rides on a step while traveling on a horizontal ground, or the ground changes to an upwardly inclined surface. In this case, the right drive wheel 18 is higher than the left drive wheel 20. For this reason, the joint of the right swing arm 17 is driven so that the right driving wheel 18 is brought closer to the direction of the vehicle body 12. As a result, the height of the right drive wheel 18 can be absorbed, and the vehicle body 12 can be leveled in the lateral direction (left-right direction).

  A right mount 26 is fixed to the right swing arm 17 side end side, and the right drive wheel 18 is rotatably supported via an axle 30. The right drive wheel 18 is fixed to the rotation shaft C <b> 1 of the right wheel drive motor 34 via the axle 30. The right wheel drive motor 34 is fixed in the right mount 26 and functions as a wheel drive unit (actuator).

  A left mount 28 is fixed to the side end side of the left swing arm 19 and supports the left driving wheel 20 via an axle 32 so as to be rotatable. The left drive wheel 20 is fixed to the rotation shaft C <b> 2 of the left wheel drive motor 36 via the axle 32. The left wheel drive motor 36 is fixed in the left mount 28 and functions as a wheel drive unit (actuator). The right driving wheel 18 and the left driving wheel 20 are a pair of wheels that are in contact with the ground and rotate substantially coaxially. As the right driving wheel 18 and the left driving wheel 20 rotate, the moving body 100 moves. Further, the right wheel drive motor 34 and the left wheel drive motor 36 serve as drive wheel motors for driving the wheels. The right mount 26 and the left mount 28 serve as a chassis that rotatably supports the left and right drive wheels.

  The right wheel drive motor 34 and the left wheel drive motor 36 are, for example, servo motors. The wheel actuator is not limited to an electric motor, and may be an actuator using pneumatic pressure or hydraulic pressure. In the following description, the right driving wheel 18 and the left driving wheel 20 may be collectively referred to as driving wheels.

  The right mount 26 includes a right wheel encoder 52. The right wheel encoder 52 detects a rotation angle as a rotation amount of the right drive wheel 18. The left mount 28 includes a left wheel encoder 54. The left wheel encoder 54 detects a rotation angle as a rotation amount of the left drive wheel 20.

  The right swing arm 17 includes an upper right link 21, a right swing shaft 62, and a right swing arm drive motor 60. The left swing arm 19 includes an upper left link 22, a left swing shaft 66, and a left swing arm drive motor 64. An upper right link 21 and an upper left link 22 are fixed to the lower portion of the vehicle body 12. A right swing arm drive motor 60 is fixed to the upper right link 21 and drives the right swing arm 17 around the rotation axis C4 via the right swing shaft 62. A left swing arm drive motor 64 is fixed to the left swing shaft 66, and drives the left swing arm 19 around the rotation axis C5 via the left swing shaft 66. Thus, the right swing arm 17 is provided with a rotary joint that rotates about the rotation axis C4, and the left swing arm 19 is provided with a rotary joint that rotates about the rotation axis C5. The joints provided on the right swing arm 17 and the left swing arm 19 are referred to as swing arm joints.

  A passenger seat drive motor 70, a rack and pinion 72, a gyro sensor 48, and a passenger seat 74 are attached to the vehicle body 12. Further, an upper right link 21 and an upper left link 22 are attached to the vehicle body 12 so as to face each other.

  A rack and pinion 72 is provided near the center of the vehicle body 12. The rack of the rack and pinion is provided along the front-rear direction. The boarding seat 74 is supported by the rack and pinion 72. That is, the boarding seat 74 is attached to the vehicle body 12 via the rack and pinion 72. The passenger seat 74 has a shape of a chair on which a passenger can sit.

  A passenger seat drive motor 70 is fixed to the upper portion of the vehicle body 12. The passenger seat 74 and the passenger seat drive motor 70 are connected by a rack and pinion 72. The passenger seat drive motor 70 rotates about the rotation axis C3. Thereby, a rotational force is applied to the pinion of the rack and pinion 72. The rotational motion of the passenger seat drive motor 70 is converted into a linear motion by the rack and pinion 72. That is, when the passenger seat drive motor 70 is driven, the position of the passenger seat 74 with respect to the vehicle body 12 slides back and forth. At this time, the position of the center of gravity of the passenger seat 74 and the occupant or the vehicle changes forward and backward with respect to the vehicle body 12. As a means for changing the position of the center of gravity of the passenger seat 74 and the occupant or the vehicle with respect to the vehicle body 12, in addition to the slide mechanism, a rotating shaft mechanism, a turning mechanism, or the like can be realized. . Further, the power of the passenger seat drive motor 70 may be transmitted to the passenger seat 74 via a gear, a belt, a pulley, or the like. Here, the entire structure that moves back and forth by the passenger seat drive motor 70 is referred to as a vehicle body portion 77. The vehicle body portion 77 includes a boarding seat 74, an operation module 46, and the like. Of course, when an actuator for driving the vehicle body 12 is provided, the vehicle body 12 is also included in the vehicle body portion 77. The passenger seat drive motor 70 is provided with an encoder (not shown) for measuring the slide position.

  The rotation axis C3 is parallel to the rotation axes C1 and C2, and is located above the rotation axes C1 and C2. A right swing arm 17 is provided between the rotation axis C3 and the rotation axis C1, and a left swing arm 19 is provided between the rotation axis C3 and the rotation axis C2. The right swing arm drive motor 60 rotates the right swing arm 17 around the rotation axis C4, and the left swing arm drive motor 64 rotates the left swing arm 19 around the rotation axis C5. During normal travel, the rotation axis C1 to the rotation axis C5 are horizontal.

  Furthermore, the moving body 100 is provided with two auxiliary wheels 51 in order to prevent the mobile body 100 from falling. The auxiliary wheel 51 is rotatably supported with respect to the auxiliary wheel support block 55. The auxiliary wheel support block 55 is attached to the vehicle body 12. Here, one auxiliary wheel 51 is disposed on the front side of the driving wheel, and the other auxiliary wheel 51 is disposed on the rear side of the driving wheel. The auxiliary wheel 51 is a driven wheel and rotates as the moving body 100 moves.

  When starting normal travel, the auxiliary wheel 51 is released by extending the swing arm joint. That is, the swing arm joint is moved so that the vehicle body 12 moves upward, and the auxiliary wheel 51 is moved upward. In the stop state, the auxiliary wheel 51 is grounded by contracting the swing arm joint. That is, by bending the swing arm joint, the vehicle body 12 approaches the ground, and the auxiliary wheel 51 moves downward. In this way, by moving the auxiliary wheel 51 up and down, it is possible to switch between a grounded state in which the auxiliary wheel 51 is grounded and a grounded state in which the vehicle is separated and travels on two wheels. In this way, the moving body 100 shifts from the grounded state of the four wheels to the ground-off state of the two-wheel state using the swing arm when standing up.

  The rotation axis of one auxiliary wheel 51 is located on the front side above the rotation axes C1 and C2, and the rotation axis of the other auxiliary wheel 51 is located on the rear side above the rotation axes C1 and C2. That is, one of the auxiliary wheels 51 is disposed in front of the axle of the driving wheel, and the other is disposed in the rear of the axle of the driving wheel. Thereby, it can prevent that the mobile body 100 falls forward and backward. In addition, you may prevent a fall by the fall prevention member other than an auxiliary wheel. For example, the fall can be prevented by a stopper or the like protruding in the front-rear direction.

  A battery module 44 and a sensor 58 are housed in the vehicle body 12. The sensor 58 is an optical obstacle detection sensor, for example, and outputs a detection signal when an obstacle is detected in front of the moving body 100. The sensor 58 may be a sensor other than the obstacle sensor. For example, an acceleration sensor can be used as the sensor 58. Of course, two or more sensors may be used as the sensor 58. The sensor 58 detects a change amount that changes in accordance with the state of the moving body 100. The battery module 44 has a sensor 58, a gyro sensor 48, a right wheel drive motor 34, a left wheel drive motor 36, a right swing arm drive motor 60, a left swing arm drive motor 64, a passenger seat drive motor 70, a control unit 80, and the like. Supply power.

  A gyro sensor 48 is provided on the vehicle body 12. The gyro sensor 48 detects an angular velocity with respect to the inclination angle of the vehicle body 12. Here, the inclination angle of the vehicle body 12 is a degree of inclination from the axis at which the center of gravity of the moving body 100 extends vertically above the axles 30 and 32. For example, the vehicle body 12 is inclined forward in the traveling direction of the moving body 100. The case is represented as “positive”, and the case where the vehicle body 12 is inclined rearward in the traveling direction of the moving body 100 is represented as “negative”. Therefore, when the vehicle body 12 is horizontal, the tilt angle is 0 °. During normal traveling, the control target value of the tilt angle is 0 °. Feedback control is performed so as to follow the control target value. Further, the inclination angle in the front-rear direction is set as the inclination angle of the posture of the moving body 100.

  In addition to the front-rear direction of the traveling direction, the tilt angular velocity in the left-right direction is measured using a three-axis gyro sensor 48 of roll, pitch, and yaw. Thus, the gyro sensor 48 measures the change in the tilt angle of the vehicle body 12 as the tilt angular velocity of the vehicle body 12. Of course, the gyro sensor 48 may be attached to another location. The tilt angular velocity measured by the gyro sensor 48 changes according to the change in the posture of the moving body 100. That is, the inclination angular velocity is a change amount that changes according to the position of the center of gravity of the vehicle body 12 with respect to the position of the axle. Therefore, when the inclination angle of the posture changes suddenly due to disturbance or the like, the value of the inclination angular velocity increases.

  An operation module 46 is provided on the side surface of the boarding seat 74. The operation module 46 is provided with an operation lever (not shown) and a brake lever (not shown). The operating lever is an operating member for the passenger to adjust the traveling speed and traveling direction of the moving body 100. The passenger adjusts the moving speed of the moving body 100 by adjusting the operation amount of the operating lever. Can do. Moreover, the passenger can specify the moving direction of the moving body 100 by adjusting the operating direction of the operating lever. The moving body 100 can make forward, stop, reverse, left turn, right turn, left turn, and right turn according to the operation applied to the operation lever. The moving body 100 can be braked when the passenger tilts the brake lever. The traveling direction of the moving body 100 is a direction perpendicular to the axles 30 and 32 in the horizontal plane. The operation module 46 is provided with a switch for switching the control mode.

  Further, a control unit 80 is mounted on the backrest portion of the passenger seat 74. The control unit 80 controls the right wheel drive motor 34 and the left wheel drive motor 36 in accordance with the operation performed by the occupant on the operation module 46, and controls the travel (movement) of the moving body 100. The control unit 80 controls the right wheel drive motor 34 and the left wheel drive motor 36 in accordance with an operation on the operation module. As a result, the right wheel drive motor 34 and the left wheel drive motor 36 are driven with the acceleration and speed command values according to the operation of the operation module 46.

  The control unit 80 includes a central processing unit (CPU), a read only memory (ROM), a random access memory (RAM), a communication interface, and the like, and controls various operations of the mobile unit 100. And this control part 80 performs various control according to the control program stored, for example in ROM. The control unit 80 performs robust control, state feedback control, PID control, or the like so as to achieve a desired acceleration and target speed according to an operation in the operation module 46, and so that the moving body 100 is maintained upside down. The right wheel drive motor 34 and the left wheel drive motor 36 are controlled by the known feedback control. As a result, the moving body 100 travels while accelerating / decelerating in accordance with the operation of the operation module 46.

  That is, the operation module 46 acquires the operation amount given by the passenger's operation, and outputs this operation amount to the control unit 80 as an operation signal. Then, the control unit 80 calculates a target acceleration and a target speed of the moving body 100 based on the operation signal, and feedback-controls the moving body 100 so as to follow the target acceleration and target speed. Thereby, the moving body 100 can be moved while being inverted.

  Further, the control unit 80 controls the right wheel drive motor 34, the left wheel drive motor 36, the right swing arm drive motor 60, the left swing arm drive motor 64, and the passenger seat drive motor 70. Here, the control unit 80 performs control so that the passenger seat drive motor 70 operates in cooperation with the right wheel drive motor 34 and the left wheel drive motor 36. That is, the driving wheel is rotated and the boarding seat 74 is slid so as to stabilize the inversion. Thereby, the inclination angle of the vehicle body 12 becomes small, and the inversion can be stabilized. In this manner, the passenger seat drive motor 70 operates in cooperation with the right swing arm drive motor 60, the left swing arm drive motor 64, and the passenger seat drive motor 70.

  Furthermore, the control unit 80 switches between the stop mode that is the first control mode and the transport mode that is the second control mode. In the stop mode, the passenger seat drive motor 70 is driven in cooperation with the left swing arm drive motor 64 and the passenger seat drive motor 70 so that the moving body 100 stops on the spot. On the other hand, in the transport mode, the driving of the passenger seat drive motor 70 is stopped and the inverted state is maintained only by the right swing arm drive motor 60, the left swing arm drive motor 64, and the passenger seat drive motor 70. That is, in the transport mode, sliding movement of the passenger seat 74 by the passenger seat drive motor 70 is prohibited. In the present embodiment, the transport mode and the spot stop mode are switched by a manual switch provided in the operation module 46. For example, when the switch is turned on, the spot stop mode is set, and when the switch is turned off, the transport mode is set.

  Next, the difference in operation of the moving body 100 between the spot stop mode and the transport mode will be described with reference to FIG. 2 is a side view schematically showing the configuration of a moving body 100. FIG. 3A and 3B show the operation of the moving body 100 in the in-situ stop mode, and FIGS. 3C and 3D show the operation of the moving body 100 in the transport mode. Has been. In FIG. 3, the right side is the front of the moving body 100 in the traveling direction. 3B and 3D show the moving body 100 before and after movement.

  In FIG. 3, the right drive wheel 18 and the left drive wheel 20 are shown as drive wheels 78. 3A and 3B, a mechanism for sliding the vehicle body 77 is shown as a slide mechanism 68, and a rotary joint provided on the swing arm is shown as a swing arm joint 67. Therefore, the vehicle body portion 77 slides back and forth with respect to the vehicle body 12 by driving the slide mechanism 68 including the passenger seat drive motor 70 and the rack and pinion. Furthermore, the vehicle body portion 77 and the vehicle body 12 are combined to form an upper body portion 76. Therefore, the entire configuration supported by the swing arm is the upper body portion 76. Moreover, since the slide mechanism 68 is not used in the transport mode, these are not shown in FIGS. 3C and 3D.

  First, the spot stop mode in which the slide mechanism 68 is operated will be described. As shown in FIG. 3A, the swing arm joint 67 is extended to some extent, and the auxiliary wheel 51 is in a detached state. Then, for example, when an external force is applied to the vehicle body 12 or the upper body portion 76 while the vehicle is stopped on the spot, the posture of the moving body 100 is inclined. In FIG. 3A, since an external force is applied from the rear, the vehicle body 77 tilts forward. Then, as shown in FIG.3 (b), the attitude | position of the upper-body part 76 changes to the direction of an arrow. Not only the motor of the drive wheels 78 but also the passenger seat drive motor 70 is driven, and the vehicle body 77 moves rearward. As a result, the center of gravity of the upper body portion 76 quickly moves on the vertical line of the axle and stops immediately. As shown in FIG. 3B, the moving amount of the moving body 100 can be reduced. That is, it is possible to reduce the moving distance necessary to recover the tilt angle to 0 ° and stably invert.

  Next, the conveyance mode for stopping the operation of the passenger seat drive motor 70 will be described. As shown in FIG. 3C, the swing arm joint 67 is extended to some extent, and the auxiliary wheel 51 is in a detached state. At this time, as described above, when an external force is applied to the moving body 100, the moving body 100 tilts forward as shown in FIG. In the transport mode, since the slide mechanism 68 is stopped, the inverted state is maintained only by driving the drive wheels 78. Therefore, it takes more time for the center of gravity of the body 76 to move on the vertical line of the axle than in the spot stop mode, and the amount of movement increases (see FIG. 3D). That is, the posture inclined by the external force does not change in the direction to be canceled by driving the slide mechanism 68. For this reason, the time until the forward leaning posture returns to the original posture becomes longer. The rotation angle of the drive wheel is increased and the tilt angle is restored to 0 °. As described above, in the transport mode, acceleration using an external force is possible, and the vehicle can move quickly. That is, since the moving body 100 moves following the force, it can be quickly transported.

  In the transport mode, the vehicle can be accelerated using external force, so that it can move quickly. Therefore, convenience can be improved. On the other hand, in the spot stop mode, the inversion can be stabilized by driving the slide mechanism 68. In this way, by switching between the in-situ stop mode and the transport mode, appropriate control can be performed according to the situation. In addition, simple switching is possible by using a manual switch. Therefore, convenience can be improved.

  Next, the configuration of the control unit 80 that performs the above control will be described with reference to FIG. FIG. 4 is a block diagram illustrating a configuration of a control system including the control unit 80. As shown in FIG. 4, the control unit 80 includes a swing arm control unit 81 and a drive wheel / slide coordination control unit 82. Sensors 83 indicate various sensors provided in the moving body 100, and include, for example, a gyro sensor 48, a right wheel encoder 52, a left wheel encoder 54, a sensor 58, and the like. And the control part 80 performs an inversion control calculation, and calculates a control target value. Then, a deviation between the control target value and the current value is obtained. The current value can be calculated based on the output from the sensors 83, for example. Then, feedback control is performed by multiplying the deviation by a predetermined feedback gain.

  In addition, the moving body 100 is provided with an amplifier that drives and controls each motor. Here, the amplifiers provided in the right wheel drive motor 34, the left wheel drive motor 36, the right swing arm drive motor 60, the left swing arm drive motor 64, and the passenger seat drive motor 70 are an amplifier 34a, an amplifier 36a, and an amplifier 60a, respectively. , Amplifier 64a and amplifier 70a. Each amplifier operates based on a control signal from the control unit 80. The control unit 80 outputs a control signal corresponding to the slide speed, slide position, and slide force to the amplifier 70 a of the passenger seat drive motor 70. Further, a control signal corresponding to the wheel torque is output to the amplifiers 34a and 36a of the motors 34 and 36.

  The swing arm control unit 81 controls the right swing arm drive motor 60 and the left swing arm drive motor 64. For example, the swing arm control unit 81 outputs a control signal to drive the swing arm joint 67 so that the swing arm expands and contracts. Thereby, it is possible to switch between a grounded state where the auxiliary wheel 51 is grounded and a grounded state where the auxiliary wheel 51 is grounded. When traveling on an inclined surface, a control signal is output based on the output of the gyro sensor 48 or the like. Thereby, the angle of the inclined surface is absorbed and the vehicle body 12 becomes horizontal. A control signal from the swing arm control unit 81 is input to the right swing arm drive motor 60 and the left swing arm drive motor 64 via the amplifiers 60a and 64a, and the right swing arm drive motor 60 and the left swing arm drive motor 64 To drive. An encoder that detects the rotation angle of the swing arm joint may be provided to perform feedback control. That is, feedback control can be performed according to the joint angle and joint angular velocity of the swing arm joint 67.

  The drive wheel / slide cooperative control unit 82 controls the right wheel drive motor 34, the left wheel drive motor 36, and the passenger seat drive motor 70 in a coordinated manner. That is, the drive wheel / slide cooperative control unit 82 calculates control target values for the right wheel drive motor 34, the left wheel drive motor 36, and the passenger seat drive motor 70. For example, the posture inclination angle, the posture inclination angular velocity, the rotation speed of the driving wheel, and the sliding speed of the passenger seat 74 are calculated as control target values. The inclination angular velocity of the vehicle body 12 is measured by the gyro sensor 48. Then, the inclination angle of the vehicle body 12 is obtained by integrating the inclination angular velocity. For example, during inverted traveling, feedback control is performed so that the target inclination angle of the posture becomes 0 °. When stopping on the spot, feedback control is performed so that the target inclination angular velocity becomes zero.

  Further, the rotational speed of the drive wheel 78 can be obtained from the outputs of the right wheel encoder 52 and the left wheel encoder 54. The slide speed of the slide mechanism 68 can be obtained from the output of an encoder provided in the passenger seat drive motor 70. The slide mechanism 68 can be obtained from the rotational torque of the passenger seat drive motor 70. Then, feedback control is performed by applying an appropriate feedback gain to the deviation between the control target value and the current value. Of course, the cooperative control of the right wheel drive motor 34, the left wheel drive motor 36, and the passenger seat drive motor 70 by the drive wheel / slide cooperative control unit 82 is not limited to the above control.

  Next, a method for controlling the moving body 100 according to the present embodiment will be described with reference to FIG. FIG. 5 is a flowchart showing the control method of the present embodiment. First, inversion control calculation is performed (step S101). Here, calculation for operating the driving wheel and the slide in cooperation is performed. Thereby, a control target value for driving the motor of the drive wheel, the passenger seat drive motor 70, and the like is calculated. Four control target values are calculated: the inclination angle and inclination angle speed of the posture, the rotational speed of the drive, and the slide speed. Then, feedback control is performed by applying an appropriate feedback gain to the deviation between the control target value and the current value.

  Next, switch determination is performed (step S102), and it is determined whether the switch is ON or OFF (step S103). When the switch is ON, the drive mechanism 78 and the slide are driven using the slide mechanism 68 (step S104). That is, the in-situ stop mode is set, and not only the motors 34 and 36 but also the passenger seat drive motor 70 is driven to perform cooperative control. Thereby, since the slide mechanism 68 moves the gravity center position back and forth, the inversion is quickly stabilized. Then, control is performed so as to follow the control target value calculated in step S101. On the other hand, when the switch is not ON, only the driving wheel is driven (step S105). That is, it becomes a conveyance mode, does not drive the boarding seat drive motor 70, drives only a drive wheel motor, and maintains inversion. Here, control is performed so as to follow the control target value calculated in step S101, but the slide mechanism 68 does not operate. It is determined whether or not the target position is converged (step S106). For example, it is determined whether or not the swing arm joint 67 has reached the target angle and the moving body 100 has reached the target position and target speed according to the input from the operation module 46. If it has converged to the target position, the control is stopped, and if it has not converged, the above processing is repeated.

  In the transport mode of step S105, only the driving wheel 78 is driven without driving the slide mechanism 68. Since acceleration using external force can be performed, rapid movement becomes possible. Therefore, convenience can be improved. On the other hand, in the spot stop mode in step S104, the inversion can be stabilized by driving not only the drive wheel 78 but also the slide mechanism 68. In this way, by switching between the in-situ stop mode and the transport mode, appropriate control can be performed according to the situation. For example, in the situation where there are many obstacles in the vicinity, the stop mode is set in place, and in the situation where there are few obstacles in the vicinity and it is desired to carry quickly, the conveyance mode is set. Further, by using a manual switch, appropriate and simple switching can be performed. Therefore, convenience can be improved.

Embodiment 2 of the Invention
In the moving body 100 according to the present embodiment, switching between the in-situ stop mode and the transport mode is performed according to the output from the sensor. In addition, since the whole structure of the mobile body 100 is the same as that of Embodiment 1, description is abbreviate | omitted.

  In the present embodiment, the control mode is switched based on the tilt angular velocity measured by the gyro sensor 48. Specifically, when the tilt angular velocity exceeds a threshold value, the spot stop mode is set. When a large external force is applied and the inclination angular velocity increases, the passenger seat drive motor 70 is driven. Therefore, it is possible to promptly shift to a stable inverted state. On the other hand, when the inclination angular velocity does not exceed the threshold value, the conveyance mode is set. When a small external force is applied and the inclination angular velocity does not exceed the threshold value, the passenger seat drive motor 70 is not driven. Therefore, it can accelerate quickly.

  Next, control of the moving body 100 according to the present embodiment will be described with reference to FIGS. FIG. 6 is a flowchart showing a control method according to the present embodiment. The control is the same as that in the first embodiment except for steps S202 and S203 surrounded by a dotted line in FIG. 7 and 8 are graphs showing the relationship between time and tilt angular velocity. 7 and 8, the horizontal axis indicates time, and the vertical axis indicates the tilt angular velocity. FIG. 7 is a graph of the spot stop mode, and FIG. 8 is a graph of the transport mode. In addition, about the content similar to Embodiment 1, description is abbreviate | omitted suitably.

  First, as in the first embodiment, an inversion control calculation is performed (step S201). Thereby, a control target value is calculated. Next, slide use determination is performed (step S202), and it is determined whether or not the measured tilt angular velocity exceeds a threshold value (step S203). Here, it is determined whether the tilt angular velocity exceeds the threshold value indicated by the dotted line in FIGS.

  As shown in FIG. 7, when the tilt angular velocity exceeds the threshold value, the drive mechanism 78 and the slide are driven using the slide mechanism 68 (step S204). That is, the in-situ stop mode is entered, and not only the motor 34.36 but also the passenger seat drive motor 70 is driven to perform cooperative control. Thereby, the inclination angle decreases. On the other hand, as shown in FIG. 8, when the tilt angular velocity does not exceed the threshold value, only the drive wheels are driven (step S205). That is, the transport mode is set, and the inversion is maintained by driving only the motors 34 and 36 without driving the passenger seat drive motor 70. Then, it is determined whether or not the target position has converged (step S206). If it has converged to the target position, the control is terminated, and if it has not converged, the above processing is repeated. Therefore, after the in-situ stop mode, when the tilt angular velocity does not exceed the threshold value, the mode is shifted to the transport mode and only the drive wheels 78 are driven.

  In the transport mode, the vehicle can be accelerated using external force, so that it can move quickly. Therefore, convenience can be improved. On the other hand, in the stop mode, the inversion can be stabilized by driving the slide mechanism. In this way, by switching between the in-situ stop mode and the transport mode, appropriate control can be performed according to the situation. Moreover, appropriate switching can be performed by switching according to the inclination angular velocity. When the external force is large, the inversion can be quickly stabilized, and when the external force is small, the acceleration can be promptly accelerated. Therefore, appropriate control is possible, and convenience can be improved.

  In the above description, the control mode is switched according to the output from the gyro sensor 48. However, the control mode may be switched according to a sensor output from a sensor other than the gyro sensor 48. In this case, it is determined according to the output from the sensors 83 whether the boarding seat 74 moves rapidly. If it is determined to move rapidly, the inversion is promptly stabilized as an in-situ stop mode. On the other hand, when it determines with not moving rapidly, it accelerates rapidly as a conveyance mode.

  For example, the acceleration can be measured by an acceleration sensor included in the sensor 58, and the control mode can be switched according to the acceleration. In this case, when the acceleration exceeds the threshold value, the mode is switched to the in-situ stop mode, and when the acceleration does not exceed the threshold value, the mode is switched to the conveyance mode. Further, the accelerometer may be a three-axis accelerometer, and the control mode may be switched based on acceleration in a direction perpendicular to the ground or acceleration in a direction parallel to the ground. Of course, the control mode can be switched based on outputs from a plurality of sensors. For example, when the sensor output from one sensor exceeds a threshold value, the control mode can be switched.

  In this way, the control unit 80 compares the acceleration and the inclination angular velocity with the threshold values, and determines whether or not the boarding seat 74 is moving rapidly. When the acceleration or the inclination angular velocity exceeds the threshold value, the control unit 80 determines that the movement is abrupt. When moving rapidly, the inversion may become unstable, and therefore, the inversion is promptly stabilized by controlling in the stop mode. Thereby, a fall can be prevented. On the other hand, when it is determined that it is not moving rapidly, the inverted state is easily stabilized. That is, since it can be stabilized only by driving the drive wheels 78, it is determined that the vehicle can be transported in the transport mode. Then, the slide mechanism 68 is stopped and accelerated quickly. By controlling in this way, it is possible to switch the appropriate control mode. Thus, it is preferable that the sensor used for switching the control mode is a sensor that can determine whether or not the moving body 100 has moved suddenly. Furthermore, the control mode may be switched depending on the magnitude of the external force applied to the moving body 100.

  Although the two-wheeled moving body 100 has been described in the present embodiment, the number of driving wheels is not limited to this. A single-wheel-type moving body or a moving body having three or more driving wheels may be used. Of course, the number of arms constituting the swing arm may be two or three or more. The joint that drives the passenger seat 74 is not limited to a linear motion joint, and may be a rotating joint, for example. In this case, the rotating joint rotates the boarding seat 74 in the front-rear direction to change the position of the center of gravity of the boarding seat 74 and the passenger. Further, not only forward movement but also backward movement can be controlled in the same manner.

  In the above example, it is described that the operator is on the moving body 100, but the present invention is not limited to this. For example, the present invention can be applied to a mobile body that is operated remotely. Furthermore, in the above description, the moving body 100 having the boarding seat 74 has been described. However, a moving carriage for object transportation may be used. Of course, other mobile bodies such as a mobile robot may be used.

It is a side view which shows the structure of the moving body concerning Embodiment 1 of this invention. It is a front view which shows the structure of the moving body concerning Embodiment 1 of this invention. It is a side view for demonstrating the attitude | position of the mobile body concerning Embodiment 1 of this invention. It is a block diagram which shows the structure of the control system of the moving body concerning Embodiment 1 of this invention. It is a flowchart which shows the control method of the moving body concerning Embodiment 1 of this invention. It is a flowchart which shows the control method of the moving body concerning Embodiment 2 of this invention. In Embodiment 2 of this invention, it is a graph which shows the relationship between time and inclination angular velocity in the spot stop mode. In Embodiment 2 of this invention, it is a graph which shows the relationship between time in conveyance mode, and inclination angular velocity.

Explanation of symbols

12 body, 17 right swing arm, 19 left swing arm,
18 right drive wheel, 20 left drive wheel, 21 upper right link, 22 upper left link,
26 Right mount, 28 Left mount,
30 axles, 32 axles, 34 right wheel drive motor, 36 left wheel drive motor,
41 main body, 42 operation lever, 43 operation angle sensor, 44 battery module,
46 operation module, 48 gyro sensor, 51 auxiliary wheel,
52 right wheel encoder, 54 left wheel encoder, 55 auxiliary wheel support block,
58 sensor, 60 right swing arm drive motor, 62 right swing shaft 64 left swing arm drive motor, 66 left swing shaft 67 swing arm joint, 68 slide mechanism,
70 Boarding seat drive motor, 72 Rack and pinion, 74 Boarding seat,
76 upper body part, 77 car body part, 78 drive wheel,
80 control unit, 81 swing arm control unit, 82 driving wheel / slide cooperative control unit,
83 sensors, 100 moving objects,

Claims (8)

A chassis that rotatably supports the wheels;
A first drive unit that rotationally drives the wheels;
A vehicle body part rotatably supported with respect to the chassis via a support member;
A second drive section for driving the vehicle body section;
A control unit that controls the first and second drive units, and an inverted wheel type moving body comprising:
The control unit is
A first control mode in which the second drive unit is driven together with the first drive unit to move the inverted wheel type moving body while being inverted; and
A second control mode in which the driving of the second driving unit is stopped, the first driving unit is driven, and the inverted wheeled moving body is moved while being inverted, and
Inverted wheel type moving body characterized in that can be switched.   The inverted wheel type moving body according to claim 1, wherein switching between the first control mode and the second control mode is performed according to an output from a sensor. The control unit determines whether or not the vehicle body part is moving rapidly according to the output from the sensor,
3. The inverted wheel type according to claim 1, wherein when it is determined that the vehicle body portion is moving suddenly, the first control mode is switched to the second control mode. 4. Moving body.   The inverted wheel type moving body according to any one of claims 1 to 3, wherein switching between the first control mode and the second control mode is performed by a manual switch. A chassis that rotatably supports the wheels;
A first drive unit that rotationally drives the wheels;
A vehicle body part rotatably supported with respect to the chassis via a support member;
A second drive section for driving the vehicle body section;
A method for controlling an inverted wheel type moving body comprising a control unit for controlling the first drive unit and the second drive unit,
Controlling in the first control mode to drive the second drive unit together with the first drive unit to move the inverted wheel type moving body while being inverted, and
Controlling in a second control mode in which the driving of the second driving unit is stopped, the first driving unit is driven, and the inverted wheel type moving body is moved while being inverted.
A method for controlling an inverted wheel type moving body comprising: switching between the first control mode and the second control mode.   6. The inverted wheel type moving body according to claim 5, wherein switching between the first control mode and the second control mode is performed according to an output from a sensor. In accordance with the output from the sensor, it is determined whether or not the vehicle body is moving rapidly,
7. The inverted wheel type according to claim 5, wherein, when it is determined that the vehicle body portion is moving suddenly, the first control mode is switched to the second control mode. 8. Moving body.   The inverted wheel type moving body according to claim 1, wherein switching between the first control mode and the second control mode is performed by a manual switch.

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