JP2010234933A - Vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle which can secure the capability of movement as much as possible even if an active weighing part is fixed at a position far away from a middle position by reducing limit values of vehicle acceleration and vehicle deceleration when the active weighing part is fixed, can secure sufficient safeness, achieves sufficient accessibility, and can be safely and comfortably used. <P>SOLUTION: The vehicle includes: a drive wheel 12 which is rotatably mounted to the vehicle body; the active weighing part mounted so as to move with respect to the vehicle body; an active weighing part brake for fixing the active weighing part to the vehicle body; and a vehicle control device which controls the posture of the vehicle body by controlling drive torque given to the drive wheel 12 and a position of the active weighing part. The vehicle control device reduces limit values of the vehicle acceleration and the vehicle deceleration from the vehicle acceleration and the vehicle deceleration immediately before the active weighing part is fixed to the vehicle body when the active weighing part is fixed to the vehicle body. <P>COPYRIGHT: (C)2011,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, detects a change in the posture of the vehicle body due to the movement of the center of gravity of the occupant, and drives the vehicle body attached to a single spherical drive wheel. Techniques for vehicles that move while being controlled have been proposed (see, for example, Patent Document 1).

  In this case, by moving the active weight part as a counterweight back and forth, the vehicle is moved by performing the inversion control.

JP 2004-129435 A

  However, in the conventional vehicle, it may be necessary to prevent the active weight part from freely moving and preventing the inverted control by fixing the active weight part. For example, when an actuator that moves the active weight portion is abnormal, it is necessary to operate the brake to fix the active weight portion. In such a case, there is a possibility that safety and comfort cannot be sufficiently ensured.

  By fixing the active weight portion, the substantial limit value of the acceleration / deceleration performance of the vehicle is lowered. That is, since the range in which the center of gravity can move is changed by fixing the active weight portion, the inverted posture of the vehicle body may not be maintained if drive torque is applied to accelerate or decelerate as in the normal state. In such a case, there is a possibility that safety cannot be sufficiently ensured.

  Further, the amount of decrease in the limit value differs between acceleration performance and deceleration performance depending on the position where the active weight portion is fixed. For example, when the boarding part is fixed at a position that is largely deviated forward, the deceleration performance is significantly lowered with respect to the acceleration performance, and thus the maneuverability may deteriorate due to inappropriate maneuvering. In such a case, safety and maneuverability may not be sufficiently ensured.

  However, if the vehicle is forcibly stopped to ensure safety against these conditions, it will not be possible to run away from the road or on the shoulder in an emergency, which may hinder safety and convenience. There is sex.

  The present invention solves the problems of the conventional vehicle by reducing the limit values of the vehicle acceleration and the vehicle deceleration when the active weight portion is fixed, so that the active weight portion greatly deviates from the neutral position. Even when it is fixed with a, it can ensure as much exercise performance as possible, assuring sufficient safety, easy to use, safe and comfortable to use The object is to provide a vehicle.

  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, and an active weight portion that fixes the active weight portion to the vehicle body. A weight control unit, and a vehicle control device that controls a position of the vehicle body by controlling a drive torque applied to the drive wheel and a position of the active weight unit, the vehicle control device including the active weight unit in a vehicle body When the vehicle weight is fixed, the limit values of the vehicle acceleration and the vehicle deceleration are reduced from the vehicle acceleration and the vehicle deceleration immediately before the active weight portion is fixed to the vehicle body.

  In another vehicle of the present invention, the vehicle control device further includes a target value of the vehicle acceleration and a vehicle decrease immediately before the active weight portion is fixed to the vehicle body with the limit values for the target values of the vehicle acceleration and the vehicle deceleration. Decrease from the target speed.

  In still another vehicle of the present invention, the vehicle control device further determines a reduction amount of the limit value according to a fixed position of the active weight portion.

  In still another vehicle of the present invention, the vehicle control device further determines a reduction amount of a vehicle acceleration limit value according to a distance from a movable range leading edge of the active weight portion to the fixed position, A reduction amount of the vehicle deceleration limit value is determined according to the distance from the movable range rear edge of the active weight portion to the fixed position.

  In still another vehicle of the present invention, the vehicle control device further reduces the limit value of the vehicle acceleration according to the limit value of the vehicle deceleration.

  In still another vehicle of the present invention, the vehicle control device further corrects the vehicle acceleration limit value to be smaller than the vehicle deceleration limit value.

  In still another vehicle of the present invention, the vehicle control device further reduces the limit value of the drive wheel rotational angular velocity according to the vehicle deceleration limit value.

  In still another vehicle of the present invention, the vehicle control device further corrects a target vehicle body inclination angle according to a fixed position of the active weight portion.

  According to the configuration of the first aspect, even when the active weight portion is fixed at a position greatly deviated from the neutral position, it is possible to ensure as much motion performance as possible and to ensure sufficient safety. can do.

  According to the configuration of the second aspect, the target value can be set within a range in which the posture of the vehicle can be maintained.

  According to the configuration of claims 3 and 4, it is possible to determine a limit value according to the limit of the actual acceleration / deceleration performance of the vehicle at present, and to maximize the performance of the vehicle within a safe range. Can do.

  According to the structure of Claim 5 and 6, it can restrict | limit to the suitable maximum acceleration with respect to the present maximum deceleration, and can ensure safety | security and controllability, without giving a discomfort to a passenger | crew.

  According to the structure of Claim 7, it can restrict | limit to the maximum speed suitable with respect to the present maximum deceleration, and can ensure safety | security and maneuverability, without giving a passenger discomfort.

  According to the configuration of claim 8, safety and maneuverability can be ensured even when the active weight portion is fixed at a position greatly deviated from the neutral position.

It is the schematic which shows the attitude | position change of the vehicle in embodiment of this invention. It is a block diagram which shows the structure of the vehicle system in embodiment of this invention. It is a flowchart which shows the operation | movement of the vehicle control process in embodiment of this invention. It is a flowchart which shows operation | movement of the normal driving | running | working and attitude | position control processing in embodiment of this invention. It is a flowchart which shows the operation | movement of the emergency driving | running | working / attitude control process in embodiment of this invention.

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

  FIG. 1 is a schematic diagram showing a change in the posture of a vehicle in the embodiment of the present invention, and FIG. 2 is a block diagram showing a configuration of a vehicle system in the embodiment of the present invention. In FIG. 1, (a) shows a stationary state after the acceleration is completed, and (b) shows a stationary state after the acceleration is finished.

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

  The drive wheel 12 is rotatably supported with respect to a support portion 13 that is a part of the vehicle body, and is driven by a drive motor 52 as a drive actuator. The axis of the drive wheel 12 exists in a direction perpendicular to the plane shown in FIG. 1, and the drive wheel 12 rotates around that axis. The drive wheel 12 may be singular or plural, but in the case of plural, the drive wheels 12 are arranged on the same axis in parallel. In the present embodiment, description will be made assuming that there are two drive wheels 12. In this case, each drive wheel 12 is independently driven by an individual drive motor 52. As the drive actuator, for example, a hydraulic motor, an internal combustion engine, or the like can be used, but here, a description will be given 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 this embodiment, for convenience of explanation, an example in which the riding part 14 on which the occupant 15 rides functions as an active weight part is described. However, the occupant 15 does not necessarily have to be on the riding part 14. For example, when the vehicle 10 is operated by remote control, the occupant 15 may not be on the riding section 14, or cargo may be loaded instead of the occupant 15. The boarding part 14 is the same as a seat used for automobiles such as passenger cars and buses, and includes a footrest part, a seat surface part, a backrest part, and a headrest, and is attached to the main body part 11 via a moving mechanism (not shown). It has been.

  The moving mechanism includes a low-resistance linear moving mechanism such as a linear guide device and an active weight motor 62 as an active weight actuator, and the active weight motor 62 drives the riding section 14 to It is made to move back and forth in the direction of travel with respect to the part 11. 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 portion 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. Further, 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 an active weight brake 63 as a brake device that fastens the movement of the linear guide device. The active weight brake 63 is preferably a non-excited electromagnetic brake that is released when power is supplied. When the operation of the riding section 14 is not required as when the vehicle 10 is stopped, the carriage is fixed to the guide rail by the active weight section brake 63, so that the relative position between the main body section 11 and the riding section 14 is secured. Keep the relationship. When the operation is necessary, the active weight brake 63 is released, and the distance between the reference position on the main body 11 side and the reference position on the riding section 14 is controlled to be a predetermined value.

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

  In addition, when the vehicle 10 is steered by remote control, it can replace with the said joystick 31, and can use the receiver which receives the driving | running | working command from a controller with a wire communication or a radio | wireless as a target driving | 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.

  Further, as shown in FIG. 2, the vehicle system includes a vehicle control device 20, and the vehicle control device 20 includes a main control ECU (Electronic Control Unit) 21, a drive wheel control ECU 22, and an active weight unit control ECU 23. . The main control ECU 21, the drive wheel control ECU 22, and the 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, an input / output interface, and the like, and control the operation of each part of the vehicle 10. 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, together with the active weight part control ECU 23, the active weight part sensor 61, the active weight part motor 62, and the active weight part brake 63, controls the operation of the riding part 14 that is the active weight part. 60 functions as a part. 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. Then, the main control ECU 21 transmits the active weight part thrust command value to the active weight part control ECU 23, and the active weight part control ECU 23 sends the input voltage corresponding to the received active weight part thrust command value to the active weight part motor. 62. Further, the main control ECU 21 supplies an operating voltage to the active weight brake 63. The active weight section motor 62 applies a thrust force that translates the riding section 14 to the riding section 14 according to the input voltage, thereby functioning as an active weight section actuator. The active weight brake 63 functions as a brake device that holds the riding section 14 so as not to move relative to the main body 11 according to the operating voltage.

  In this embodiment, the operating voltage is directly input from the main control ECU 21 to the active weight part brake 63. However, the main control ECU 21 transmits a brake operation signal to the active weight part control ECU 23, and the active weight part control is performed. The ECU 23 may apply an operating voltage to the active weight brake 63.

  Further, the main control ECU 21, together with the drive wheel control ECU 22, the active weight part control ECU 23, the vehicle body inclination sensor 41, the drive motor 52, the active weight part motor 62, and the active weight part brake 63, controls the vehicle body control system 40. Act as part of 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 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.

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

  Further, the vehicle control device 20 includes vehicle acceleration limiting means for limiting the vehicle acceleration and vehicle deceleration, and acceleration limit value correcting means for correcting the limit values of the vehicle acceleration and vehicle deceleration from the viewpoint of functions.

  As the attitude of the vehicle is controlled by the vehicle control device 20, the vehicle 10 accelerates with the riding section 14 moved forward as shown in FIG. If an abnormality occurs in the active weight motor 62 during acceleration traveling, that is, if an actuator abnormality occurs, the active weight brake 63 is operated. Then, after the acceleration is finished, the vehicle body is tilted rearward as shown in FIG. 1B in order to keep the vehicle body in an inverted posture.

  Thus, when the riding part 14 is fixed by the active weight part brake 63, since the movable amount of the center of gravity of the vehicle body is reduced, both the acceleration performance and the deceleration performance are reduced. In addition, when the vehicle body tilt angle is limited to a predetermined value, the rearward center-of-gravity movable amount is greatly reduced compared to the forward center-of-gravity movable amount, and as a result, the deceleration performance is significantly reduced compared to acceleration performance. .

  Therefore, in the present embodiment, when the riding section 14 is fixed, the limit values of the vehicle acceleration and the vehicle deceleration are decreased.

  Next, the operation of the vehicle 10 configured as described above will be described in detail. First, an outline of the vehicle control process will be described.

  FIG. 3 is a flowchart showing the operation of the vehicle control process in the embodiment of the present invention.

  In the vehicle control process, the vehicle control device 20 first determines whether the motor is normal and determines whether the motor is normal (step S1). In this case, it is determined whether or not the active weight motor 62 can generate thrust. Specifically, the active weight control ECU 23 includes a motor diagnosis unit, and transmits a predetermined signal to the main control ECU 21 when the active weight motor 62 cannot generate thrust, that is, when it is diagnosed as abnormal. Then, when receiving the signal, the main control ECU 21 determines that the motor is not normal.

  And if it determines with a motor being normal, the vehicle control apparatus 20 will perform a brake release (step S2). In this case, the active weight brake 63 is released, and the riding section 14 as the active weight can be moved. Specifically, the main control ECU 21 inputs an operating voltage to the active weight brake 63.

  Subsequently, the vehicle control device 20 executes normal travel / posture control processing (step S3), and realizes a travel command from the occupant 15 while maintaining the posture of the vehicle body while appropriately moving the riding section 14. This completes the vehicle control process. The vehicle control process is repeatedly executed at predetermined time intervals (for example, every 100 [μs]).

  On the other hand, if it is abnormal by determining whether or not the motor is normal, the vehicle control device 20 performs a brake operation (step S4). In this case, the active weight brake 63 is operated to fix the riding section 14 as the active weight to the vehicle body. Specifically, the main control ECU 21 stops input of the operating voltage to the active weight brake 63.

  Subsequently, the vehicle control device 20 executes an emergency travel / posture control process (step S5), and realizes a travel command from the occupant 15 while maintaining the posture of the vehicle body with the riding section 14 fixed. This completes the vehicle control process.

  Next, normal travel / posture control processing will be described.

  FIG. 4 is a flowchart showing the operation of the normal travel / posture control process in the embodiment of the present invention.

In the present embodiment, state quantities and parameters are represented by the following symbols.
θ _W : Drive wheel rotation angle [rad]
θ ₁ : Body tilt angle (vertical axis reference) [rad]
λ _S : riding part position (active weight part position) [m]
g: Gravity acceleration [m / s ² ]
R _W : Driving wheel contact radius [m]
m _S : Mass of riding part (mass of active weight part: including load) [kg]

  Subsequently, the main control ECU 21 acquires the steering operation amount of the occupant 15 (step S3-3). 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 S3-4). 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 front-rear vehicle acceleration.

  Subsequently, the main control ECU 21 corrects the target value of vehicle acceleration (step S3-5). Specifically, it is corrected by the following formula.

Α _{Max, A} is the vehicle acceleration limit value, α _{Max, D} is the vehicle deceleration limit value,
α _{Max, A} = α _{Max, A, 0}
α _{Max, D} = α _{Max, D, 0}
It is. Further, α _{Max, A, 0} is a standard vehicle acceleration limit value, and α _{Max, D, 0} is a standard vehicle deceleration limit value, which are expressed as follows.

Θ _{1, Max, f} is the maximum forward tilt angle, λ _{S, Max, f} is the distance from the reference position of the riding section 14 to the leading edge of the movable range, and θ _{1, Max, r} is the maximum backward tilt. The angle, λ _{S, Max, r} is the distance from the reference position of the riding section 14 to the trailing edge of the movable range.

  Thus, the target value of the vehicle acceleration is corrected by the vehicle acceleration limit value and the vehicle deceleration limit value. Specifically, the vehicle acceleration target value is corrected so as to be equal to or less than the vehicle acceleration limit value and equal to or greater than the vehicle deceleration limit value. When the target value of vehicle acceleration is equal to or greater than the vehicle acceleration limit value, the target value of vehicle acceleration is set as the vehicle acceleration limit value. When the target value of vehicle acceleration is equal to or less than the vehicle deceleration limit value, the target value of vehicle acceleration is set as the vehicle deceleration limit value.

  Further, the vehicle acceleration limit value and the vehicle deceleration limit value are predetermined values determined by the mechanical parameters of the vehicle 10. And the limit which can maintain an inverted state by the gravity center movement of a vehicle body, ie, the limit of attitude control, is given as each limit value. Thereby, the target value of the vehicle acceleration is set within a range where the inverted posture of the vehicle body can be maintained.

  Subsequently, the main control ECU 21 calculates the target value of the drive wheel rotational angular velocity from the target value of the vehicle acceleration (step S3-6). For example, a target value of vehicle acceleration is integrated over time, and a value obtained by dividing by a predetermined driving wheel grounding radius is set as a target value of driving wheel rotation angular velocity.

  Subsequently, the main control ECU 21 corrects the target value of the drive wheel rotation angular velocity (step S3-7). Specifically, it is corrected by the following formula.

  Thus, the target value of the driving wheel rotation angular velocity is corrected by the driving wheel rotation angular velocity limit value. Specifically, the drive wheel rotation angular velocity target value is corrected so as to be equal to or less than the drive wheel rotation angular velocity limit value. When the drive wheel rotation angular speed target value is equal to or greater than the drive wheel rotation angular speed limit value, the drive wheel rotation angular speed target value is set as the drive wheel rotation angular speed limit value. The drive wheel rotation angular velocity limit value is a predetermined value.

  When the driving wheel rotation angular velocity is corrected, that is, when the condition of the first row or the third row of the above formula is satisfied, the vehicle acceleration target value is set to zero in order to satisfy the consistency with the vehicle acceleration target value. To correct.

  In addition, in the present embodiment, only the case where the vehicle 10 stops and moves forward will be described for the sake of simplification, but the same control is also introduced when the vehicle 10 moves backward. An effect can be obtained.

  Subsequently, the main control ECU 21 determines a target value for the vehicle body inclination angle and the riding section position (step S3-8). Specifically, the target value of the riding section position is determined by the following formula from the target value of the vehicle acceleration and the target value of the vehicle speed.

  Further, the target value of the vehicle body inclination angle is determined from the target value of the vehicle acceleration and the target value of the vehicle speed by the following formula.

  As described above, the target values of the vehicle body inclination angle and the riding section position are determined in consideration of the inertial force acting on the vehicle body in accordance with the vehicle acceleration and the driving motor reaction torque. Then, the center of gravity of the vehicle body is moved so that these vehicle body inclination torques are canceled by the action of gravity. Specifically, when the vehicle 10 accelerates, the riding section 14 is moved forward and / or the vehicle body is tilted forward. On the other hand, when the vehicle 10 decelerates, the riding section 14 is moved backward and / or the vehicle body is tilted backward. Also, when the riding section movement reaches the limit, the body starts to tilt.

  Thereby, there is no front-and-back vehicle body inclination with respect to fine acceleration / deceleration, and riding comfort for the occupant 15 is improved. In addition, since the upright state is maintained even when traveling at a certain high speed, the change in the field of view of the occupant 15 is reduced.

  In the present embodiment, the low-acceleration and / or low-speed traveling is handled only by the riding section movement, but part or all of the vehicle body tilt torque may be handled by the vehicle body tilt. By tilting the vehicle body, the longitudinal force acting on the occupant 15 can be reduced.

  Subsequently, the main control ECU 21 calculates the remaining target value (step S3-9). That is, the target values of the driving wheel rotation angle, the vehicle body inclination angular velocity, and the riding section moving speed are calculated by time differentiation or time integration of each target value.

  Subsequently, the main control ECU 21 determines the feedforward output of each actuator (step S3-10). Specifically, the feedforward output of the drive motor 52 is determined by the following equation.

  In this way, the control accuracy can be improved by adding the drive torque so as to cancel the inertial force estimated by the dynamic model.

  Further, the feedforward output of the active weight motor 62 is determined by the following equation.

  Thus, the accuracy of control can be increased by adding thrust so as to cancel the gravity and inertia force estimated by the dynamic model.

  In this embodiment, more accurate control is realized by theoretically giving a feedforward output, but the feedforward output may not be given. In that case, the feedback control indirectly gives a value close to the feedforward output with a steady deviation. In addition, the steady-state deviation can be reduced by applying an integral gain.

  Subsequently, the main control ECU 21 determines the feedback output of each actuator (step S3-11). Specifically, the feedback output of the drive motor 52 is determined by the following equation.

  Further, the feedback output of the active weight motor 62 is determined by the following equation.

The values of the feedback gains K _** are, for example, set in advance the value of the optimal regulator. Further, nonlinear feedback control such as sliding mode control may be introduced. Furthermore, as a simpler control, some of the 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 S3-12). In this case, the main control ECU 21 transmits the sum of the feedforward output and the feedback output as a command value to the drive wheel control ECU 22 and the active weight control ECU 23.

  Next, emergency travel / posture control processing will be described.

FIG. 5 is a flowchart showing the operation of the emergency travel / posture control process in the embodiment of the present invention.

In the present embodiment, after the active weight brake 63 is activated, the riding position measurement value is not re-acquired / updated, and control is executed based on the riding position immediately before the active weight brake 63 is activated. However, the riding section position may be acquired after the operation of the active weight section brake 63 as well as before the operation. Thereby, even when the riding part 14 moves due to a failure of the active weight part brake 63 or the like, the control can be appropriately executed.

  Subsequently, the main control ECU 21 acquires the steering operation amount of the occupant 15 (step S5-3). 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 S5-4). 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 front-rear vehicle acceleration.

  Subsequently, the main control ECU 21 corrects the target value of vehicle acceleration (step S5-5). Specifically, after performing the primary correction, the secondary correction is performed using the result. First, primary correction of the target value of vehicle acceleration is performed by the following formula.

Further, α _{Max, A} is a vehicle acceleration limit value, and α _{Max, D} is a vehicle deceleration limit value, which are expressed as follows.

Furthermore, α _{Max, A, 0} is the standard vehicle acceleration limit value, α _{Max, D, 0} is the standard vehicle deceleration limit value, and Δα _Max is the maximum decrease amount of the vehicle acceleration limit value. The

Θ _{1, Max, f} is the maximum forward tilt angle, λ _{S, Max, f} is the distance from the reference position of the riding section 14 to the leading edge of the movable range, and θ _{1, Max, r} is the maximum backward tilt. The angle, λ _{S, Max, r} is the distance from the reference position of the riding section 14 to the trailing edge of the movable range. Furthermore, λ _{S, Max, L} is the riding section movable range overall length,
λ _{S, Max, L} = λ _{S, Max, f} + λ _{S, Max, r}
It is.

  In this way, the limit values of the vehicle acceleration and the vehicle deceleration are decreased when the active weight brake 63 is operated. First, the reduction amount of the vehicle acceleration limit value and the vehicle deceleration limit value is determined according to the fixed position of the riding section 14.

  Specifically, the vehicle acceleration limit value is decreased by an amount proportional to the distance from the leading edge of the movable range of the riding section 14 to the fixed position. Note that when the riding section 14 is fixed at the front edge of the movable range, the vehicle acceleration limit value is not changed. When the riding section 14 is fixed at the trailing edge of the movable range, the vehicle deceleration limit value is decreased by the maximum reduction amount.

  Further, the vehicle deceleration limit value is decreased by an amount proportional to the distance from the trailing edge of the movable range of the riding section 14 to the fixed position. When the riding section 14 is fixed at the leading edge of the movable range, the vehicle deceleration limit value is reduced by the maximum reduction amount. Further, when the riding section 14 is fixed at the trailing edge of the movable range, the vehicle deceleration limit value is not changed.

  In this way, by correcting the limit value based on the fixed position of the riding section 14, it becomes possible to correct the limit value according to the limit of the actual acceleration / deceleration performance of the current vehicle 10, and the active weight section motor 62. Even in the event of a failure, the performance of the vehicle 10 can be maximized within a safe range.

  Further, the reduction rate or reduction amount of the limit value is determined based on the dynamic model. Specifically, the limit that can cancel out the inertial force and drive motor reaction torque acting on the vehicle body due to the acceleration and deceleration of the vehicle 10 by the action of gravity, that is, the current movement limit of the center of gravity of the vehicle body is considered. Determine the amount of decrease in value.

  In this way, higher safety and traveling performance can be realized by more accurately considering the acceleration / deceleration limit in the vehicle body posture control.

  In this embodiment, the limit value is determined by a linear function, but may be determined by a more strict nonlinear function. At this time, a non-linear function may be provided as a map and determined using the map.

  Further, in the present embodiment, the limit value is corrected based on the weight and center of gravity of the vehicle body and the riding section 14 when the standard occupant 15 and the load are mounted. The limit value may be corrected according to the weight and the center of gravity position. For example, a mounted weight sensor may be provided, and the weight of the vehicle body or the riding section 14, the value of the center of gravity position, and the correction amount of the limit value may be determined based on the measured value.

  Next, the main control ECU 21 performs secondary correction of the target value of vehicle acceleration by the following equation.

  In this way, the vehicle acceleration limit value is further decreased according to the vehicle deceleration limit value. That is, the vehicle deceleration limit value is corrected so that the vehicle acceleration limit value is smaller than the vehicle deceleration limit value. Specifically, the riding section is configured such that the ratio between the vehicle acceleration limit value and the vehicle deceleration limit value when the riding section is fixed is smaller than the ratio between the vehicle acceleration limit value and the vehicle deceleration limit value when the riding section is released. The value of the vehicle acceleration limit value when fixed is corrected. In this way, by correcting the maximum acceleration and the maximum deceleration of the vehicle 10 to an appropriate ratio, for example, it is possible to reliably prevent the vehicle 10 from falling into a state where braking cannot be performed after the acceleration, and to limit the exercise performance excessively. It can guarantee safety and maneuverability.

  In the present embodiment, the limit value is corrected so that the acceleration performance and the deceleration performance have a predetermined ratio, but a minimum deceleration performance may be guaranteed. For example, when the vehicle deceleration limit value is less than or equal to a predetermined threshold (threshold) value, acceleration is prohibited by setting the vehicle acceleration limit value to zero, and once the vehicle 10 is stopped, it cannot travel again. You may do it. Thereby, safety can be further improved.

  Subsequently, the main control ECU 21 calculates the target value of the drive wheel rotational angular velocity from the target value of the vehicle acceleration (step S5-6). For example, a target value of vehicle acceleration is integrated over time, and a value obtained by dividing by a predetermined driving wheel grounding radius is set as a target value of driving wheel rotation angular velocity.

  Subsequently, the main control ECU 21 corrects the target value of the drive wheel rotation angular velocity (step S5-7). Specifically, it is corrected by the following formula.

  Thus, the drive wheel rotation angular velocity limit value is decreased according to the vehicle deceleration limit value. That is, the drive wheel rotational angular speed limit value is corrected so that the minimum braking distance from the maximum speed is not more than the predetermined limit value. Specifically, the driving wheel rotation angular velocity limit value is corrected so that the minimum braking distance from the maximum speed when the riding section is fixed is equal to or less than the minimum braking distance from the maximum speed when the riding section is released. Thus, by correcting the maximum speed of the vehicle 10 to a speed according to the current braking performance, for example, it is reliably prevented from falling into a state where braking cannot be performed after acceleration, and the motion performance is excessively limited. Safety and maneuverability can be guaranteed without any problems.

  In the present embodiment, the limit value is corrected so that the braking distance is within a predetermined range, but a minimum deceleration performance may be guaranteed. For example, when the vehicle deceleration limit value is less than or equal to a predetermined threshold value, the vehicle 10 may be stopped by prohibiting traveling by setting the drive wheel rotation angular velocity limit value to zero.

  Subsequently, the main control ECU 21 determines a target value of the vehicle body inclination angle (step S5-8). Specifically, the target value of the vehicle body tilt angle is determined from the target value of the vehicle acceleration and the target value of the vehicle speed by the following formula.

  Thus, the target value of the vehicle body inclination angle is determined according to the target value of the vehicle acceleration and the fixed position of the riding section 14. First, the vehicle body tilt angle target value is determined according to the vehicle acceleration target value. Specifically, the amount of movement of the center of gravity that the movement of the riding section 14 was responsible for when the riding section was moved with respect to the amount of movement of the center of gravity of the vehicle body required to correspond to the vehicle acceleration target value depends on the inclination of the vehicle body when the riding section is fixed The vehicle body tilt angle target value is corrected so as to be compensated by the movement of the center of gravity.

  Further, the vehicle body inclination angle target value is corrected according to the fixed position of the riding section 14. Specifically, the vehicle body tilt angle target value is corrected so that the vehicle body is tilted excessively in the opposite direction to the displacement direction of the riding section 14 in order to cancel the gravitational torque associated with the deviation of the riding section 14 from the reference position.

  Subsequently, the main control ECU 21 calculates the remaining target value (step S5-9). 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.

  Subsequently, the main control ECU 21 determines the feedforward output of each actuator (step S5-10). Specifically, the feedforward output of the drive motor 52 is determined by the formula used in step S3-10 in FIG. 4 as in the case of the normal travel / posture control process.

  Subsequently, the main control ECU 21 determines the feedback output of each actuator (step S5-11). Specifically, the feedback output of the drive motor 52 is determined by the following equation.

As the value of each feedback gain K _**, a value determined based on a dynamic model when the riding section 14 is fixed, for example, a value of an optimum regulator is set in advance.

  Further, in the present embodiment, different feedback gain values are used when the riding section 14 is movable and fixed, but the same value may be used under both conditions. Thereby, the uncomfortable feeling associated with the switching of the control at the moment when the riding section 14 is fixed can be reduced, and the control program can be simplified.

  Finally, the main control ECU 21 gives a command value to the element control system (step S5-12). In this case, the main control ECU 21 transmits the sum of the feedforward output and the feedback output to the drive wheel control ECU 22 as a command value.

  Thus, in the present embodiment, when the riding section 14 is fixed, the limit values of the vehicle acceleration and the vehicle deceleration are decreased. Specifically, the limit values for the target values of vehicle acceleration and vehicle deceleration are decreased. That is, the target values of vehicle acceleration and vehicle deceleration determined according to the operation amount of the joystick 31 are limited. Further, the reduction amount of each limit value is determined according to the fixed position of the riding section 14. In this case, a value obtained by multiplying the distance from the leading edge of the movable range of the riding section 14 to the fixed position by the proportional coefficient is set as the reduction amount of the limit value of the vehicle acceleration. Further, a value obtained by multiplying the distance from the trailing edge of the movable range of the riding section 14 to the fixed position by a proportional coefficient is set as the reduction amount of the vehicle deceleration limit value.

  Furthermore, the limit value of the vehicle acceleration is further decreased according to the limit value of the vehicle deceleration. That is, the vehicle acceleration limit value is corrected to be smaller than the vehicle deceleration limit value. Specifically, the ratio between the vehicle acceleration limit value and the vehicle deceleration limit value when the riding section is fixed is smaller than the ratio between the vehicle acceleration limit value and the vehicle deceleration limit value when the riding section is movable. As described above, the limit value of the vehicle acceleration when the riding section is fixed is corrected. Further, the limit value of the driving wheel rotation angular velocity is decreased according to the limit value of the vehicle deceleration. That is, the limit value of the driving wheel rotation angular speed when the riding section is fixed is corrected so that the braking distance from the maximum speed when the riding section is fixed is equal to or less than the braking distance from the maximum speed when the riding section is movable. Further, the target vehicle body inclination angle is corrected according to the fixed position of the riding section 14. In this case, a value obtained by multiplying the coordinate value of the fixed position of the riding section 14 by a negative coefficient is set as the correction amount of the target vehicle body inclination angle.

  As a result, even if the riding section 14 is stopped and fixed at a position greatly deviated from the neutral position due to an abnormality of the active weight section motor 62, the exercise performance and sufficient safety as much as possible are ensured. Therefore, a safe and comfortable inverted vehicle 10 can be provided.

  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.

  The present invention can be applied to a vehicle using posture control of an inverted pendulum.

DESCRIPTION OF SYMBOLS 10 Vehicle 12 Drive wheel 14 Riding part 20 Vehicle control apparatus 63 Active weight part brake

Claims (8)

A drive wheel rotatably mounted on the vehicle body,
An active weight portion movably attached to the vehicle body;
An active weight brake for fixing the active weight with respect to the vehicle body;
A vehicle control device for controlling the posture of the vehicle body by controlling the drive torque applied to the drive wheel and the position of the active weight portion;
When the active weight portion is fixed to the vehicle body, the vehicle control device reduces the vehicle acceleration and vehicle deceleration limit values from the vehicle acceleration and vehicle deceleration immediately before the active weight portion is fixed to the vehicle body. Vehicle characterized by letting it be.   2. The vehicle control device according to claim 1, wherein the limit values for the target values of the vehicle acceleration and the vehicle deceleration are reduced from the target value of the vehicle acceleration and the target value of the vehicle deceleration immediately before fixing the active weight portion to the vehicle body. The vehicle described.   The vehicle according to claim 1, wherein the vehicle control device determines a reduction amount of the limit value according to a fixed position of the active weight portion.   The vehicle control device determines a reduction amount of a limit value of vehicle acceleration according to a distance from a movable region front edge of the active weight portion to the fixed position, and determines the fixed value from the movable region rear edge of the active weight portion. The vehicle according to claim 3, wherein a reduction amount of the vehicle deceleration limit value is determined according to the distance to the vehicle.   The vehicle according to any one of claims 1 to 4, wherein the vehicle control device further reduces a vehicle acceleration limit value in accordance with a vehicle deceleration limit value.   The vehicle according to claim 5, wherein the vehicle control device corrects the vehicle acceleration limit value to be smaller than the vehicle deceleration limit value.   The vehicle according to claim 5, wherein the vehicle control device decreases the limit value of the drive wheel rotational angular velocity according to the limit value of the vehicle deceleration.   The vehicle according to any one of claims 1 to 7, wherein the vehicle control device corrects a target vehicle body inclination angle according to a fixed position of the active weight portion.

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