JP2011073628A - Control device for inverted pendulum type moving body - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control device for an inverted pendulum type moving body, which changes the position of the inverted pendulum type moving body by manual operation. <P>SOLUTION: The inverted pendulum type moving body 1 includes a base body 9, a moving motion part 5 and an actuator device 7 connected to the base body 9 and allowing the base body 9 to move in the back/forth and right/left directions, a control unit 50 controlling the moving motion part 5 and the actuator device 7, and a command detector 10 sensing the motion of the hands of an operator positioned outside the inverted pendulum type moving body 1 and detecting the contents of the command by the motion of the operator's hands. The control unit 50 controls the moving motion part 5 and the actuator device 7 according to the detected contents of the command. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to an inverted pendulum type moving body control apparatus that can move in all directions on a floor surface.

As an inverted pendulum type moving body, there is an omnidirectional vehicle that can move in all directions (two-dimensional all directions) on a floor surface. As the omnidirectional vehicle, for example, those found in Patent Documents 1 and 2 have been proposed by the present applicant. In the omnidirectional mobile vehicle found in these Patent Documents 1 and 2, a spherical or wheel-like or crawler-like moving operation unit capable of moving in all directions on the floor surface while being in contact with the floor surface; An actuator device having an electric motor or the like for driving the moving operation unit is assembled to a vehicle body. And this vehicle moves on a floor surface by driving a movement operation part with an actuator device.
Further, as a technique for controlling the moving operation of this type of omnidirectional vehicle, for example, a technique found in Patent Document 3 has been proposed by the present applicant. In this technique, a vehicle base is provided so as to be tiltable in the front-rear and left-right directions with respect to a spherical moving operation unit. Then, the vehicle is moved according to the tilting motion of the base by measuring the tilt angle of the base and controlling the torque of the electric motor that drives the moving operation unit so as to keep the tilt angle at a required angle. I have to.

International Publication No. 08/132778 Pamphlet International Publication No. 08/1327979 Pamphlet Japanese Patent No. 3070015

  By the way, when performing movement control of an inverted pendulum type moving body that can move in all directions, there are many situations in which it is desirable to change the position of the moving body by a user's intuitive operation. For example, the movement of the inverted pendulum type moving body is controlled by tying a rubber string to the inverted pendulum and operating the other end by a person.

  The present invention has been made in view of such a background, and the inverted pendulum type moving body is capable of changing the position of the inverted pendulum type moving body by performing an intuitive operation by an operator behind the inverted pendulum type moving body. An object is to provide a control device for a pendulum type moving body.

  In order to solve the above-described problems, the invention described in claim 1 includes a base (for example, the base 9 in the embodiment) and a moving unit (for example, the base 9 that is connected to the base and is movable in the front-rear and left-right directions). The moving operation unit 5 and the actuator device 7 in the embodiment, the control unit (for example, the control unit 50 in the embodiment) that controls the moving unit, and the inverted pendulum type moving body (for example, the inverted pendulum type in the embodiment) Command detecting means (for example, command detector 10 in the embodiment) for detecting the movement of the hand of the operator located outside the moving body 1) and detecting the command content by the movement of the hand, There is provided an inverted pendulum type moving body control device in which the control unit controls the moving unit according to the command content detected by the command detecting means. As a result, the control unit controls the moving unit according to the command content of the command detection means for detecting the command content based on the movement of the hand, so that the movement control of the inverted pendulum type moving body can be performed by the movement of the hand.

  The invention described in claim 2 is characterized in that the inverted pendulum type moving body is moved in order to change the position of the inverted pendulum moving body when the frequency of hand movement is high. Thereby, the movement of the inverted pendulum type moving body is not performed in a normal manual operation with a low hand movement frequency.

  According to a third aspect of the present invention, a string-like body (for example, a rubber string 10a in the embodiment) operated by the operator is connected to the command detection means, and the command detection means is operated by the operator. The tension change acting on the string-like body and the frequency of the tension change are detected, and the inverted pendulum type moving body is changed to change the position of the inverted pendulum type moving body according to the frequency of the tension change. It is made to move. Thereby, the command detection means can detect the command content by the movement of the operator's hand by detecting the tension change and the frequency of the tension change via the string-like body.

  The invention described in claim 4 is characterized in that the control unit determines at least one of a moving direction and a moving speed of the inverted pendulum type moving body according to the detected command content. Thereby, a control part determines the various moving directions and moving speed of an inverted pendulum type mobile body according to the command content by the motion of the operator's hand which the command detection means detected.

  According to the first aspect of the present invention, since the control unit controls the moving unit in accordance with the command content of the command detection means for detecting the command content based on the movement of the hand, an intuitive operation of the operator's hand is performed. The inverted pendulum type moving body can be operated by the operation.

  According to the second aspect of the present invention, when the frequency of hand movement is high, the inverted pendulum type moving body is moved so as to change the position of the inverted pendulum moving body. In a normal manual operation with a low frequency of movement, the inverted pendulum type moving body is not controlled to move, and therefore, it is possible to prevent a malfunction that occurs when the operator simply shakes his / her hand while walking.

  According to the invention described in claim 3, the command detection means can detect the command content by the movement of the operator's hand by detecting the tension change and the frequency of the tension change via the string-like body. Therefore, the command detection means can detect the command content by the movement of the operator's hand with a simple configuration of a string-like body, and by extension, the position change of the inverted pendulum type mobile body can be achieved with a simple configuration.

  According to the invention described in claim 4, since the control unit determines the moving direction and the moving speed of the inverted pendulum type moving body according to the command content by the movement of the operator's hand detected by the command detecting means, the operator The inverted pendulum type moving body can be moved in an arbitrary direction and at an arbitrary speed by a simple operation of moving the hand.

The front view of the inverted pendulum type moving body of embodiment. The side view of the inverted pendulum type moving body of embodiment. The figure which expands and shows the lower part of the inverted pendulum type mobile body of embodiment. The perspective view of the lower part of the inverted pendulum type moving body of embodiment. The perspective view of the movement operation part (wheel body) of the inverted pendulum type moving body of embodiment. The figure which shows the arrangement | positioning relationship between the movement operation part (wheel body) and free roller of the inverted pendulum type moving body of embodiment. The flowchart which shows the process of the control unit of the inverted pendulum type moving body of embodiment. The figure which shows the inverted pendulum model expressing the dynamic behavior of the inverted pendulum type mobile body of embodiment. FIG. 8 is a block diagram showing processing functions related to the processing in step S9 of FIG. The block diagram which shows the processing function of the gain adjustment part shown in FIG. The block diagram which shows the processing function of the limit process part (or limit process part shown in FIG. 12) shown in FIG. The block diagram which shows the processing function of the gravity center speed restriction | limiting part 76 shown in FIG. The block diagram which shows the processing function of the attitude | position control calculating part 80 shown in FIG. The flowchart which shows the process of the request | requirement gravity center speed production | generation part 74 shown in FIG. The flowchart which shows the subroutine process of step S23 of FIG. The flowchart which shows the subroutine process of step S24 of FIG. The flowchart which shows the subroutine process of step S25 of FIG. The figure which shows the waveform of the signal produced | generated by the motion of the hand detected by the command detector 10 shown by FIG.1, FIG2 and FIG.9. The figure which shows the waveform of the signal produced | generated by the motion of the hand detected by the command detector 10 shown by FIG.1, FIG2 and FIG.9.

[First Embodiment]
Embodiments of the present invention will be described below. First, with reference to FIGS. 1-6, the structure of the inverted pendulum type mobile body in this embodiment is demonstrated.

  As shown in FIGS. 1 and 2, the inverted pendulum type moving body (hereinafter referred to as “vehicle”) 1 according to the present embodiment is in contact with the riding section (seat) 3 of the occupant (driver) and the floor surface. A moving operation unit 5 capable of moving in all directions (two-dimensional all directions including the front-rear direction and the left-right direction) on the floor surface, and power for driving the moving operation unit 5 are applied to the moving operation unit 5. The actuator device 7 is provided with a base 9 on which the boarding unit 3, the moving operation unit 5, and the actuator device 7 are assembled.

  Here, in the description of the present embodiment, “front-rear direction” and “left-right direction” respectively match or substantially coincide with the front-rear direction and the left-right direction of the upper body of the occupant who has boarded the riding section 3 in a standard posture. Means direction. Note that the “standard posture” is a posture assumed by design with respect to the riding section 3, and the trunk axis of the occupant's upper body is generally directed vertically and the upper body is not twisted. It is posture.

  In this case, in FIG. 1, the “front-rear direction” and the “left-right direction” are the direction perpendicular to the paper surface and the left-right direction of the paper surface, respectively. In FIG. It is the left-right direction of the paper surface and the direction perpendicular to the paper surface. In the description of the present embodiment, the suffixes “R” and “L” attached to the reference numerals are used to mean the right side and the left side of the vehicle 1, respectively.

The base body 9 includes a lower frame 11 in which the moving operation unit 5 and the actuator device 7 are assembled, and a support frame 13 extending upward from the upper end of the lower frame 11.
A command detector 10 for carrying out the control of the present invention is attached to the rear side surface of the support frame 13, and, for example, a rubber string 10 a (string-like body) is connected to the command detector 10. . As will be described later, a command transmission medium, that is, an operator (not shown) holding the other end of the rubber string 10a issues a command by swinging the rubber string 10a to the left or right, or a command by swinging to draw a ring forward in a horizontal plane. Then, the command detector 10 detects the command content and outputs a movement command signal Vb_com for moving the omnidirectional vehicle 1 to the left or right or moving forward according to the command content. In this case, as the command detector 10, for example, a sensor capable of detecting tension such as a triaxial force sensor can be used.

  A seat frame 15 projecting forward from the column frame 13 is fixed to the upper portion of the column frame 13. A seat 3 on which an occupant sits is mounted on the seat frame 15. In this embodiment, this seat 3 is a passenger's boarding part. Therefore, the omnidirectional vehicle 1 (hereinafter simply referred to as the vehicle 1) in the present embodiment moves on the floor surface while the occupant is seated on the seat 3.

  Further, on the left and right sides of the seat 3, grips 17R and 17L are disposed for the passengers seated on the seat 3 to grip as necessary. These grips 17R and 17L are respectively provided to the support frame 13 (or the seat frame 15). It is being fixed to the front-end | tip part of bracket 19R, 19L extended from.

  The lower frame 11 includes a pair of cover members 21R and 21L arranged so as to face each other in a bifurcated manner with a space in the left-right direction. The upper end portions (bifurcated branch portions) of these cover members 21R and 21L are connected via a hinge shaft 23 having a longitudinal axis, and one of the cover members 21R and 21L is hinged relative to the other. It can swing around the shaft 23. In this case, the cover members 21R and 21L are urged by a spring (not shown) in a direction in which the lower end side (the bifurcated tip side) of the cover members 21R and 21L is narrowed.

  Further, on each outer surface portion of the cover members 21R and 21L, a step 25R for placing the right foot of the occupant seated on the seat 3 and a step 25L for placing the left foot are respectively projected so as to protrude rightward and leftward. Yes.

  The moving operation unit 5 and the actuator device 7 are disposed between the cover members 21R and 21L of the lower frame 11. The structures of the moving operation unit 5 and the actuator device 7 will be described with reference to FIGS.

  The moving operation unit 5 and the actuator device 7 exemplified in the present embodiment have the same structure as that disclosed in FIG. Therefore, in the description of the present embodiment, the matters described in Patent Document 2 regarding the configurations of the moving operation unit 5 and the actuator device 7 are simply described.

  In the present embodiment, the moving operation unit 5 is a wheel body formed in an annular shape from a rubber-like elastic material, and has a substantially circular cross-sectional shape. Due to its elastic deformation, the moving operation unit 5 (hereinafter referred to as the wheel body 5) has a circular cross section center C1 (more specifically, a circular cross section center C1 as shown by an arrow Y1 in FIGS. 5 and 6). And can be rotated around a circumferential line that is concentric with the axis of the wheel body 5.

  The wheel body 5 is disposed between the cover members 21R and 21L with its axis C2 (axis C2 orthogonal to the diameter direction of the entire wheel body 5) directed in the left-right direction. Ground to the floor at the lower end of the outer peripheral surface.

  The wheel body 5 rotates around the axis C2 of the wheel body 5 as shown by an arrow Y2 in FIG. 5 (operation to rotate on the floor surface) by driving by the actuator device 7 (details will be described later). And an operation of rotating around the cross-sectional center C1 of the wheel body 5 can be performed. As a result, the wheel body 5 can move in all directions on the floor surface by a combined operation of these rotational operations.

  The actuator device 7 includes a rotating member 27R and a free roller 29R interposed between the wheel body 5 and the right cover member 21R, and a rotating member interposed between the wheel body 5 and the left cover member 17L. 27L and a free roller 29L, an electric motor 31R as an actuator disposed above the rotating member 27R and the free roller 29R, and an electric motor 31L as an actuator disposed above the rotating member 27L and the free roller 29L. .

  The electric motors 31R and 31L have their respective housings attached to the cover members 21R and 21L. Although illustration is omitted, the power sources (capacitors) of the electric motors 31 </ b> R and 31 </ b> L are mounted at appropriate positions on the base 9 such as the support frame 13.

  The rotating member 27R is rotatably supported by the cover member 21R via a support shaft 33R having a horizontal axis. Similarly, the rotation member 27L is rotatably supported by the cover member 21L via a support shaft 33L having a horizontal axis. In this case, the rotation axis of the rotation member 27R (axis of the support shaft 33R) and the rotation axis of the rotation member 27L (axis of the support shaft 33L) are coaxial.

  The rotating members 27R and 27L are connected to the output shafts of the electric motors 31R and 31L via power transmission mechanisms including functions as speed reducers, respectively, and the power (torque) transmitted from the electric motors 31R and 31L, respectively. It is rotationally driven by. Each power transmission mechanism is of a pulley-belt type, for example. That is, as shown in FIG. 3, the rotating member 27R is connected to the output shaft of the electric motor 31R via the pulley 35R and the belt 37R. Similarly, the rotating member 27L is connected to the output shaft of the electric motor 31L via a pulley 35L and a belt 37L.

  The power transmission mechanism may be constituted by, for example, a sprocket and a link chain, or may be constituted by a plurality of gears. In addition, for example, the electric motors 31R and 31L are arranged to face the rotating members 27R and 27L so that the respective output shafts are coaxial with the rotating members 27R and 27L, and the electric motors 31R and 31L are respectively arranged. The output shaft may be connected to each of the rotating members 27R and 27L via a speed reducer (such as a planetary gear device).

  Each rotating member 27R, 27L is formed in the same shape as a truncated cone that decreases in diameter toward the wheel body 5, and its outer peripheral surface is a tapered outer peripheral surface 39R, 39L.

  A plurality of free rollers 29R are arranged around the tapered outer peripheral surface 39R of the rotating member 27R so as to be arranged at equal intervals on a circumference concentric with the rotating member 27R. Each of these free rollers 29R is attached to the tapered outer peripheral surface 39R via a bracket 41R and is rotatably supported by the bracket 41R.

  Similarly, a plurality (the same number as the free rollers 29R) of free rollers 29L are arranged around the tapered outer peripheral surface 39L of the rotating member 27L so as to be arranged at equal intervals on a circumference concentric with the rotating member 27L. Yes. Each of these free rollers 29L is attached to the tapered outer peripheral surface 39L via a bracket 41L and is rotatably supported by the bracket 41L.

  The wheel body 5 is disposed coaxially with the rotating members 27R and 27L so as to be sandwiched between the free roller 29R on the rotating member 27R side and the free roller 29L on the rotating member 27L side.

  In this case, as shown in FIGS. 1 and 6, each of the free rollers 29 </ b> R and 29 </ b> L has the axis C <b> 3 inclined with respect to the axis C <b> 2 of the wheel body 5 and the diameter direction of the wheel body 5 (the wheel body 5. When viewed in the direction of the axis C2, it is arranged in a posture inclined with respect to the radial direction connecting the axis C2 and the free rollers 29R and 29L. In such a posture, the outer peripheral surfaces of the free rollers 29R and 29L are in pressure contact with the inner peripheral surface of the wheel body 5 in an oblique direction.

  More generally speaking, the free roller 29R on the right side has a frictional force component in the direction around the axis C2 at the contact surface with the wheel body 5 when the rotating member 27R is driven to rotate around the axis C2. (The frictional force component in the tangential direction of the inner periphery of the wheel body 5) and the frictional force component in the direction around the cross-sectional center C1 of the wheel body 5 (the tangential frictional force component in the circular cross section) The wheel body 5 is pressed against the inner peripheral surface in such a posture that it can act on the wheel body 5. The same applies to the left free roller 29L.

  In this case, as described above, the cover members 21R and 21L are urged in a direction in which the lower end side (the bifurcated tip side) of the cover members 21R and 21L is narrowed by a spring (not shown). Therefore, the wheel body 5 is sandwiched between the right free roller 29R and the left free roller 29L by this urging force, and the free rollers 29R and 29L are in pressure contact with the wheel body 5 (more specifically, free The pressure contact state in which a frictional force can act between the rollers 29R and 29L and the wheel body 5 is maintained.

  In the vehicle 1 having the structure described above, when the rotating members 27R and 27L are driven to rotate at the same speed in the same direction by the electric motors 31R and 31L, the wheel body 5 has the same direction as the rotating members 27R and 27L. Will rotate around the axis C2. Thereby, the wheel body 5 rotates on the floor surface in the front-rear direction, and the entire vehicle 1 moves in the front-rear direction. In this case, the wheel body 5 does not rotate around the center C1 of the cross section.

  Further, for example, when the rotating members 27R and 27L are rotationally driven in opposite directions at the same speed, the wheel body 5 rotates around the center C1 of the cross section. As a result, the wheel body 5 moves in the direction of the axis C2 (that is, the left-right direction), and as a result, the entire vehicle 1 moves in the left-right direction. In this case, the wheel body 5 does not rotate around the axis C2.

  Furthermore, when the rotating members 27R and 27L are rotationally driven at different speeds (speeds including directions) in the same direction or in the opposite direction, the wheel body 5 rotates around its axis C2, It will rotate about the cross-sectional center C1.

  At this time, the wheel body 5 moves in a direction inclined with respect to the front-rear direction and the left-right direction by a combined operation (composite operation) of these rotational operations, and as a result, the entire vehicle 1 moves in the same direction as the wheel body 5. Will be. The moving direction of the wheel body 5 in this case changes depending on the difference in rotational speed (rotational speed vector in which the polarity is defined according to the rotational direction) including the rotational direction of the rotating members 27R and 27L. .

  Since the moving operation of the wheel body 5 is performed as described above, by controlling the respective rotational speeds (including the rotational direction) of the electric motors 31R and 31L, and by controlling the rotational speeds of the rotating members 27R and 27L, The moving speed and moving direction of the vehicle 1 can be controlled.

  Next, the structure for operation control of the vehicle 1 of this embodiment is demonstrated. In the following description, as shown in FIGS. 1 and 2, an XYZ coordinate system is assumed in which the horizontal axis in the front-rear direction is the X axis, the horizontal axis in the left-right direction is the Y axis, and the vertical direction is the Z axis. The direction and the left-right direction may be referred to as the X-axis direction and the Y-axis direction, respectively.

  First, schematic operation control of the vehicle 1 will be described. In the present embodiment, basically, when an occupant seated on the seat 3 tilts its upper body (specifically, the occupant and the vehicle 1 are combined). When the upper body is tilted so as to move the position of the entire center of gravity (the position projected on the horizontal plane), the base body 9 tilts together with the sheet 3 to the side on which the upper body is tilted. At this time, the moving operation of the wheel body 5 is controlled so that the vehicle 1 moves to the side on which the base body 9 is inclined. For example, when the occupant tilts the upper body forward and, as a result, tilts the base body 9 together with the seat 3, the movement operation of the wheel body 5 is controlled so that the vehicle 1 moves forward.

  That is, in the present embodiment, the operation of the occupant moving the upper body and thus tilting the base body 9 together with the seat 3 is one basic control operation (operation request of the vehicle 1) for the vehicle 1, and the control The moving operation of the wheel body 5 is controlled via the actuator device 7 in accordance with the operation.

  Here, in the vehicle 1 of the present embodiment, the ground contact surface of the wheel body 5 as the entire ground contact surface has an area compared to a region where the entire vehicle 1 and the passengers riding on the vehicle 1 are projected on the floor surface. It becomes a small single local region, and the floor reaction force acts only on the single local region. For this reason, in order to prevent the base body 9 from tilting, it is necessary to move the wheel body 5 so that the center of gravity of the occupant and the vehicle 1 is positioned almost directly above the ground contact surface of the wheel body 5.

  Therefore, in the present embodiment, the center of gravity of the entire occupant and vehicle 1 is positioned almost directly above the center point of the wheel body 5 (center point on the axis C2) (more precisely, the center of gravity point is The posture of the base body 9 in a state (which is located almost directly above the ground contact surface of the wheel body 5) is set as a target posture, and basically, the actual posture of the base body 9 is converged to the target posture. The movement operation is controlled.

  In addition, when starting the vehicle 1 and the like, apart from the propulsive force by the actuator device 7, for example, the occupant kicks the floor with his / her foot as necessary, thereby increasing the moving speed of the vehicle 1 ( When the driving force (the propulsive force generated by the frictional force between the occupant's foot and the floor) is applied to the vehicle 1 as an additional external force, the moving speed of the vehicle 1 (more precisely, the occupant and the entire vehicle) The movement operation of the wheel body 5 is controlled so that the movement speed of the center of gravity of the wheel body increases. In the state where the addition of the propulsive force is stopped, the moving operation of the wheel body 5 is performed so that the moving speed of the vehicle 1 is once held at a constant speed and then attenuated to stop the vehicle 1. Control is performed (braking control of the wheel body 5 is performed).

  Further, in a state where no occupant is on board the vehicle 1, a state where the center of gravity of the single vehicle 1 is located almost directly above the center point of the wheel body 5 (center point on the axis C <b> 2) (more accurately, (The state where the center of gravity is located almost directly above the ground contact surface of the wheel body 5) is the target posture, and the actual posture of the base 9 is converged to the target posture. The movement operation of the wheel body 5 is controlled so that the vehicle 1 can stand on its own without tilting.

  In the present embodiment, in order to control the operation of the vehicle 1 as described above, as shown in FIG. 1 and FIG. 2, it is constituted by an electronic circuit unit including a microcomputer and drive circuit units of the electric motors 31R and 31L. An occupant is on board the control unit 50, an inclination sensor 52 for measuring the inclination angle θb of the predetermined portion of the base body 9 with respect to the vertical direction (the direction of gravity) and its changing speed (= dθb / dt), and the vehicle 1. A load sensor 54 for detecting whether or not there is a rotary encoder 56R, 56L as an angle sensor for detecting the rotational angle and rotational angular velocity of the output shafts of the electric motors 31R, 31L, respectively. It is mounted on.

  In this case, the control unit 50 and the inclination sensor 52 are attached to the column frame 13 in a state of being accommodated in the column frame 13 of the base body 9, for example. The load sensor 54 is built in the seat 3. The rotary encoders 56R and 56L are provided integrally with the electric motors 31R and 31L, respectively. The rotary encoders 56R and 56L may be attached to the rotating members 27R and 27L, respectively.

  More specifically, the tilt sensor 52 includes an acceleration sensor and a rate sensor (angular velocity sensor) such as a gyro sensor, and outputs detection signals of these sensors to the control unit 50. Then, the control unit 50 performs a predetermined measurement calculation process (this may be a known calculation process) based on the outputs of the acceleration sensor and the rate sensor of the tilt sensor 52, and thereby the part on which the tilt sensor 52 is mounted. The measured value of the inclination angle θb with respect to the vertical direction (the column frame 13 in this embodiment) and the measured value of the inclination angular velocity θbdot, which is the change speed (differential value) thereof, are calculated.

In this case, the tilt angle θb to be measured (hereinafter also referred to as the base body tilt angle θb) is more specifically, the component θb_x in the Y axis direction (pitch direction) and the X axis direction (roll direction), respectively. It consists of component θb_y. Similarly, the measured tilt angular velocity θbdot (hereinafter also referred to as the base tilt angular velocity θbdot) is also measured in the Y-axis direction (pitch direction) component θbdot_x (= dθb_x / dt) and the X-axis direction (roll direction). Component θbdot_y (= dθb_y / dt).
In the description of the present embodiment, a variable such as a motion state quantity having a component in each direction of the X axis and the Y axis (or a direction around each axis) such as the base body inclination angle θb, or a relation to the motion state quantity. For a variable such as a coefficient to be processed, a suffix “_x” or “_y” is added to the reference symbol of the variable when each component is expressed separately.

  In this case, for a variable related to translational motion such as translational speed, a subscript “_x” is added to the component in the X-axis direction, and a subscript “_y” is added to the component in the Y-axis direction.

  On the other hand, for variables related to rotational motion, such as angle, rotational speed (angular velocity), angular acceleration, etc., the subscript “_x” is added to the component around the Y axis for convenience in order to align the subscript with the variable related to translational motion. In addition, the subscript “_y” is added to the component around the X axis.

  Further, when a variable is expressed as a set of a component in the X-axis direction (or a component around the Y-axis) and a component in the Y-axis direction (or a component around the X-axis), the reference numeral of the variable The subscript “_xy” is added. For example, when the base body tilt angle θb is expressed as a set of a component θb_x around the Y axis and a component θb_y around the X axis, it is expressed as “base body tilt angle θb_xy”.

  The load sensor 54 is built in the seat 3 so as to receive a load due to the weight of the occupant when the occupant sits on the seat 3, and outputs a detection signal corresponding to the load to the control unit 50. Then, the control unit 50 determines whether or not an occupant is on the vehicle 1 based on the measured load value indicated by the output of the load sensor 54.

  Instead of the load sensor 54, for example, a switch type sensor that is turned on when an occupant sits on the seat 3 may be used.

  The rotary encoder 56R generates a pulse signal every time the output shaft of the electric motor 31R rotates by a predetermined angle, and outputs this pulse signal to the control unit 50. Then, the control unit 50 measures the rotational angle of the output shaft of the electric motor 53R based on the pulse signal, and further calculates the temporal change rate (differential value) of the measured value of the rotational angle as the rotational angular velocity of the electric motor 53R. Measure as The same applies to the rotary encoder 56L on the electric motor 31L side.

  The control unit 50 determines a speed command that is a target value of the rotational angular speed of each of the electric motors 31R and 31L by executing a predetermined calculation process using each of the measured values, and the electric motor is operated according to the speed command. The rotational angular velocities of the motors 31R and 31L are feedback controlled.

  The relationship between the rotational angular velocity of the output shaft of the electric motor 31R and the rotational angular velocity of the rotating member 27R is proportional to the constant reduction ratio between the output shaft and the rotating member 27R. In the description of this embodiment, for the sake of convenience, the rotational angular velocity of the electric motor 31R means the rotational angular velocity of the rotating member 27R. Similarly, the rotational angular velocity of the electric motor 31L means the rotational angular velocity of the rotating member 27L.

Hereinafter, the control process of the control unit 50 will be described in more detail.
The control unit 50 executes the process (main routine process) shown in the flowchart of FIG. 7 at a predetermined control process cycle.

First, in step S1, the control unit 50 acquires the output of the tilt sensor 52.
Next, proceeding to step S2, the control unit 50 calculates the measured value θb_xy_s of the base body tilt angle θb and the measured value θbdot_xy_s of the base body tilt angular velocity θbdot based on the acquired output of the tilt sensor 52.

  In the following description, when an observed value (measured value or estimated value) of an actual value of a variable (state quantity) such as the measured value θb_xy_s is represented by a reference symbol, a subscript is added to the reference symbol of the variable. Add “_s”.

  Next, the control unit 50 acquires the output of the load sensor 54 in step S3, and then executes the determination process in step S4. In this determination process, the control unit 50 determines whether or not an occupant is on the vehicle 1 depending on whether or not the load measurement value indicated by the acquired output of the load sensor 54 is larger than a predetermined value set in advance ( Whether or not an occupant is seated on the seat 3).

  If the determination result in step S4 is affirmative, the control unit 50 sets a target value θb_xy_obj for the base body tilt angle θb, and constant parameters for controlling the operation of the vehicle 1 (basic values for various gains). Etc.) are set in steps S5 and S6, respectively.

  In step S5, the control unit 50 sets a predetermined target value for the boarding mode as the target value θb_xy_obj of the base body tilt angle θb.

  Here, the “boarding mode” means an operation mode of the vehicle 1 when an occupant is on the vehicle 1. The target value θb_xy_obj for the boarding mode is such that the overall center of gravity of the vehicle 1 and the occupant seated on the seat 3 (hereinafter referred to as the vehicle / occupant overall center of gravity) is located almost directly above the ground contact surface of the wheel body 5. The posture of the base body 9 in a state is set in advance so as to coincide with or substantially coincide with the measured value θb_xy_s of the base body tilt angle θb measured based on the output of the tilt sensor 52.

  In step S6, the control unit 50 sets a predetermined value for the boarding mode as the value of the constant parameter for controlling the operation of the vehicle 1. The constant parameters are hx, hy, Ki_a_x, Ki_b_x, Ki_a_y, Ki_b_y (i = 1, 2, 3), which will be described later.

  On the other hand, if the determination result in step S4 is negative, the control unit 50 sets the target parameter θb_xy_obj of the base body tilt angle θb_xy and sets the constant parameter value for controlling the operation of the vehicle 1. Are executed in steps S7 and S8.

  In step S7, the control unit 50 sets a predetermined target value for the independent mode as the target value θb_xy_obj of the inclination angle θb.

  Here, the “self-supporting mode” means an operation mode of the vehicle 1 when no occupant is on the vehicle 1. The target value θb_xy_obj for the self-supporting mode is an inclination sensor in the posture of the base body 9 in which the center of gravity point of the vehicle 1 (hereinafter referred to as the vehicle center of gravity point) is located almost directly above the ground contact surface of the wheel body 5. It is set in advance so as to coincide with or substantially coincide with the measured value θb_xy_s of the base body tilt angle θb measured based on the output of 52. The target value θb_xy_obj for the self-supporting mode is generally different from the target value θb_xy_obj for the boarding mode.

  In step S8, the control unit 50 sets a predetermined value for the independent mode as a constant parameter value for controlling the operation of the vehicle 1. The value of the constant parameter for the independent mode is different from the value of the constant parameter for the boarding mode.

  The difference in the value of the constant parameter between the boarding mode and the independent mode is due to the difference in the height of the center of gravity, the overall mass, etc. in each mode, and the response of the operation of the vehicle 1 to the control input. This is because the characteristics are different from each other.

  Through the processes in steps S4 to S8 described above, the target value θb_xy_obj of the base body tilt angle θb_xy and the value of the constant parameter are individually set for each operation mode of the boarding mode and the independent mode.

  Note that it is not essential to execute the processes in steps S5 and S6 or the processes in steps S7 and S8 every control process cycle, and may be executed only when the determination result in step S4 changes.

  Supplementally, in both the boarding mode and the self-supporting mode, the target value of the component θbdot_x in the direction around the Y axis of the base body tilt angular velocity θbdot and the target value of the component θbdot_y in the direction around the X axis are both “0”. For this reason, the process which sets the target value of base | substrate inclination angular velocity (theta) bdot_xy is unnecessary.

  After executing the processes of steps S5 and S6 or the processes of steps S7 and S8 as described above, the control unit 50 next executes the vehicle control calculation process in step S9, whereby each of the electric motors 31R and 31L is executed. Determine the speed command. Details of this vehicle control calculation processing will be described later.

Next, the process proceeds to step S10, and the control unit 50 executes an operation control process for the electric motors 31R and 31L according to the speed command determined in step S9. In this operation control process, the control unit 50 determines the difference between the speed command of the electric motor 31R determined in step S9 and the measured value of the rotational speed of the electric motor 31R measured based on the output of the rotary encoder 56R. The target value (target torque) of the output torque of the electric motor 31R is determined so that the deviation converges to “0”. Then, the control unit 50 controls the energization current of the electric motor 31R so that the output torque of the target torque is output to the electric motor 31R. The same applies to the operation control of the left electric motor 31L.
The above is the overall control process executed by the control unit 50.

Next, details of the vehicle control calculation process in step S9 will be described.
In the following description, the vehicle / occupant overall center-of-gravity point in the boarding mode and the vehicle single body center-of-gravity point in the autonomous mode are collectively referred to as a vehicle system center-of-gravity point. When the operation mode of the vehicle 1 is the boarding mode, the vehicle system center-of-gravity point means the vehicle / occupant overall center-of-gravity point, and when it is in the self-supporting mode, it means the vehicle single body center-of-gravity point.

  In the following description, regarding the value (value to be updated) determined by the control unit 50 in each control processing cycle, the value determined in the current (latest) control processing cycle is the current value, and the control processing immediately before that The value determined by the cycle may be referred to as the previous value. A value not particularly different from the current value and the previous value means the current value.

  Further, regarding the speed and acceleration in the X-axis direction, the forward direction is a positive direction, and regarding the speed and acceleration in the Y-axis direction, the left direction is a positive direction.

  In the present embodiment, the dynamic behavior of the center of gravity of the vehicle system (specifically, the behavior seen by projecting from the Y-axis direction onto a plane (XZ plane) orthogonal thereto, and orthogonal to the X-axis direction) As shown in FIG. 8, the behavior of the inverted pendulum model (the dynamic behavior of the inverted pendulum) is approximately expressed as the behavior projected on the plane (YZ plane). Vehicle control calculation processing is performed.

  In FIG. 8, reference numerals without parentheses are reference numerals corresponding to the inverted pendulum model viewed from the Y-axis direction, and reference numerals with parentheses refer to the inverted pendulum model viewed from the X-axis direction. Corresponding reference sign.

  In this case, the inverted pendulum model expressing the behavior seen from the Y-axis direction has a mass point 60_x located at the center of gravity of the vehicle system and a rotation axis 62a_x parallel to the Y-axis direction. Wheel 62_x (hereinafter referred to as virtual wheel 62_x). The mass point 60_x is supported by the rotation shaft 62a_x of the virtual wheel 62_x via the linear rod 64_x, and can swing around the rotation shaft 62a_x with the rotation shaft 62a_x as a fulcrum.

  In this inverted pendulum model, the motion of the mass point 60_x corresponds to the motion of the vehicle system center-of-gravity point viewed from the Y-axis direction. Further, the inclination angle θbe_x of the rod 64_x with respect to the vertical direction coincides with the deviation θbe_x_s (= θb_x_s−θb_x_obj) between the measured base body tilt angle value θb_x_s and the base body tilt angle target value θb_x_obj in the direction around the Y axis. Further, the changing speed (= dθbe_x / dt) of the inclination angle θbe_x of the rod 64_x is set to coincide with the measured body inclination angular velocity θbdot_x_s in the direction around the Y axis. Further, the movement speed Vw_x (translation movement speed in the X-axis direction) of the virtual wheel 62_x is the same as the movement speed in the X-axis direction of the wheel body 5 of the vehicle 1.

  Similarly, an inverted pendulum model (refer to the reference numerals in parentheses in FIG. 8) expressing the behavior seen from the X-axis direction includes a mass point 60_y located at the center of gravity of the vehicle system and a rotation axis 62a_y parallel to the X-axis direction. And virtual wheels 62_y (hereinafter referred to as virtual wheels 62_y) that can rotate on the floor surface. The mass point 60_y is supported by the rotation shaft 62a_y of the virtual wheel 62_y via a linear rod 64_y, and can swing around the rotation shaft 62a_y with the rotation shaft 62a_y as a fulcrum.

  In this inverted pendulum model, the motion of the mass point 60_y corresponds to the motion of the vehicle system center-of-gravity point viewed from the X-axis direction. In addition, the inclination angle θbe_y of the rod 64_y with respect to the vertical direction coincides with the deviation θbe_y_s (= θb_y_s−θb_y_obj) between the measured base body tilt angle value θb_y_s and the base body tilt angle target value θb_y_obj in the direction around the X axis. In addition, the change speed (= dθbe_y / dt) of the inclination angle θbe_y of the rod 64_y coincides with the measured base body inclination angular velocity θbdot_y_s in the direction around the X axis. Further, the moving speed Vw_y (translational moving speed in the Y-axis direction) of the virtual wheel 62_y is set to coincide with the moving speed in the Y-axis direction of the wheel body 5 of the vehicle 1.

  The virtual wheels 62_x and 62_y are assumed to have predetermined radii of predetermined values Rw_x and Rw_y, respectively.

Further, the rotational angular velocities ωw_x and ωw_y of the virtual wheels 62_x and 62_y and the rotational angular velocities ω_R and ω_L of the electric motors 31R and 31L (more precisely, the rotational angular velocities ω_R and ω_L of the rotating members 27R and 27L), respectively. The relationship of the following formulas 01a and 01b is established.

ωw_x = (ω_R + ω_L) / 2 Equation 01a
ωw_y = C · (ω_R−ω_L) / 2 …… Formula 01b

Note that “C” in the expression 01b is a coefficient of a predetermined value depending on the mechanical relationship between the free rollers 29R and 29L and the wheel body 5 and slippage.

Here, the dynamics of the inverted pendulum model shown in FIG. 8 is expressed by the following equations 03x and 03y. The expression 03x is an expression expressing the dynamics of the inverted pendulum model viewed from the Y-axis direction, and the expression 03y is an expression expressing the dynamics of the inverted pendulum model viewed from the X-axis direction.

d ² θbe_x / dt ² = α_x · θbe_x + β_x · ωwdot_x ...... Formula 03x
d ² θbe_y / dt ² = α_y · θbe_y + β_y · ωwdot_y ...... Formula 03y

In equation 03x, ωwdot_x is the rotational angular acceleration of the virtual wheel 62_x (first-order differential value of the rotational angular velocity ωw_x), α_x is a coefficient that depends on the mass and height h_x of the mass 60_x, and β_x is the inertia (moment of inertia of the virtual wheel 62_x ) And the radius Rw_x. The same applies to ωwdot_y, α_y, and β_y in Expression 03y.

  As can be seen from these equations 03x and 03y, the motions of the mass points 60_x and 60_y of the inverted pendulum (and hence the motion of the center of gravity of the vehicle system) are the rotational angular acceleration ωwdot_x of the virtual wheel 62_x and the rotational angular acceleration ωwdot_y of the virtual wheel 62_y, respectively. It is defined depending on.

  Therefore, in the present embodiment, the rotational angular acceleration ωwdot_x of the virtual wheel 62_x is used as an operation amount (control input) for controlling the motion of the vehicle system center of gravity point viewed from the Y-axis direction, and viewed from the X-axis direction. The rotational angular acceleration ωwdot_y of the virtual wheel 62_y is used as an operation amount (control input) for controlling the motion of the vehicle system center of gravity.

  The vehicle control arithmetic processing in step S9 will be described schematically. The control unit 50 determines that the motion of the mass point 60_x seen in the X-axis direction and the motion of the mass point 60_y seen in the Y-axis direction are the vehicle system center of gravity. Virtual wheel rotational angular acceleration commands ωwdot_x_cmd and ωwdot_y_cmd, which are command values (target values) of the rotational angular accelerations ωwdot_x and ωwdot_y as operation amounts, are determined so as to correspond to the desired motion. Further, the control unit 50 integrates the virtual wheel rotation angular acceleration commands ωwdot_x_cmd and ωwdot_y_cmd, and the virtual wheel rotation that is the command values (target values) of the respective rotation angular velocities ωw_x and ωw_y of the virtual wheels 62_x and 62_y. The angular velocity commands are determined as ωw_x_cmd and ωw_y_cmd.

  Then, the control unit 50 moves the virtual wheel 62_x corresponding to the virtual wheel rotational angular velocity command ωw_x_cmd (= Rw_x · ωw_x_cmd) and the virtual wheel 62_y corresponding to the virtual wheel rotational angular velocity command ωw_y_cmd (= Rw_y · ωw_y_cmd). ) As the target movement speed in the X-axis direction and the target movement speed in the Y-axis direction of the wheel body 5 of the vehicle 1, and the respective speeds of the electric motors 31 </ b> R and 31 </ b> L so as to realize these target movement speeds. The commands ω_R_cmd and ω_L_cmd are determined.

  In this embodiment, the virtual wheel rotation angular acceleration commands ωwdot_x_cmd and ωwdot_y_cmd as the operation amount (control input) are obtained by adding three operation amount components as shown in equations 07x and 07y described later, respectively. It is determined.

As described above, the control unit 50 has the function shown in the block diagram of FIG. 9 as a function for executing the vehicle control calculation process of step S9.
That is, the control unit 50 calculates the base body tilt angle deviation measured value θbe_xy_s, which is a deviation between the base body tilt angle measured value θb_xy_s and the base body tilt angle target value θb_xy_obj, and the moving speed of the vehicle system center-of-gravity point. A command from a not-shown operator transmitted by a center-of-gravity velocity calculation unit 72 for calculating a center-of-gravity velocity estimated value Vb_xy_s as an observed value of a certain center-of-gravity velocity Vb_xy, and a rubber string (command transmission medium) 10a shown in FIGS. The required center-of-gravity speed generation unit 74 that generates the required center-of-gravity speed Vb_xy_aim as the required value of the center-of-gravity speed Vb_xy estimated to be required by the above-mentioned, and the electric motor 31R based on the estimated center-of-gravity speed Vb_xy_s , 31L, a control target center-of-gravity speed Vb_xy_mdfd as a target value of the center-of-gravity speed Vb_xy is determined in consideration of the limit corresponding to the allowable range of the rotational angular speed of 31L. The center-of-gravity speed limiting unit 76 and a gain adjustment unit 78 that determines a gain adjustment parameter Kr_xy for adjusting the gain coefficient values of equations 07x and 07y described later.

  Further, the control unit 50 calculates the virtual wheel rotation angular velocity command ωw_xy_cmd, and the virtual wheel rotation angular velocity command ωw_xy_cmd from the right electric motor 31R speed command ω_R_cmd (rotation angular velocity command value). And a motor command calculation unit 82 for converting into a set with a speed command ω_L_cmd (rotation angular velocity command value) of the left electric motor 31L.

  In FIG. 9, the reference numeral 84 indicates a delay element for inputting the virtual wheel rotation angular velocity command ωw_xy_cmd calculated by the attitude control calculation unit 80 every control processing cycle. The delay element 84 outputs the previous value ωw_xy_cmd_p of the virtual wheel rotation angular velocity command ωw_xy_cmd in each control processing cycle.

  In the vehicle control calculation process of step S9, the processes of the above-described respective processing units are executed as described below.

  That is, the control unit 50 first executes the process of the deviation calculating unit 70 and the process of the gravity center speed calculating unit 72.

  The deviation calculation unit 70 receives the measured base body tilt angle value θb_xy_s (θb_x_s and θb_y_s) calculated in step S2 and the target values θb_xy_obj (θb_x_obj and θb_y_obj) set in step S5 or step S7. . Then, the deviation calculating unit 70 subtracts θb_x_obj from θb_x_s to calculate a measured body tilt angle deviation value θbe_x_s (= θb_x_s−θb_x_obj) around the Y axis, and subtracts θb_y_obj from θb_y_s to obtain X A base body tilt angle deviation measurement value θbe_y_s (= θb_y_s−θb_y_obj) in the direction around the axis is calculated.

  The process of the deviation calculation unit 70 may be performed before the vehicle control calculation process of step S9. For example, you may perform the process of the deviation calculating part 70 in the process of the said step S5 or S7.

  The center-of-gravity velocity calculation unit 72 receives the current value of the base body tilt angular velocity measurement value θbdot_xy_s (θbdot_x_s and θbdot_y_s) calculated in step S2 and the previous value ωw_xy_cmd_p (ωw_x_cmd_p and ωw_y_cmd_p) of the virtual wheel speed command ωw_xy_cmd. Is input from the delay element 84. Then, the center-of-gravity speed calculation unit 72 calculates the center-of-gravity speed estimated values Vb_xy_s (Vb_x_s and Vb_y_s) from these input values using a predetermined arithmetic expression based on the inverted pendulum model.

Specifically, the center-of-gravity velocity calculation unit 72 calculates Vb_x_s and Vb_y_s by the following equations 05x and 05y, respectively.

Vb_x_s = Rw_x · ωw_x_cmd_p + h_x · θbdot_x_s ...... 05x
Vb_y_s = Rw_y · ωw_y_cmd_p + h_y · θbdot_y_s …… 05y

In these expressions 05x and 05y, Rw_x and Rw_y are the radii of the virtual wheels 62_x and 62_y, respectively, as described above, and these values are predetermined values set in advance. H_x and h_y are the heights of the mass points 60_x and 60_y of the inverted pendulum model, respectively. In this case, in the present embodiment, the height of the vehicle system center-of-gravity point is maintained substantially constant. Therefore, predetermined values set in advance are used as the values of h_x and h_y, respectively. Supplementally, the heights h_x and h_y are included in the constant parameters whose values are set in step S6 or S8.

  The first term on the right side of the formula 05x is the moving speed in the X-axis direction of the virtual wheel 62_x corresponding to the previous value ωw_x_cmd_p of the speed command of the virtual wheel 62_x, and this moving speed is the X-axis direction of the wheel body 5 This corresponds to the current value of the actual movement speed. Further, the second term on the right side of the expression 05x is the movement speed in the X-axis direction of the vehicle system center-of-gravity point caused by the base body 9 tilting at the inclination angular velocity of θbdot_x_s around the Y axis (relative to the wheel body 5). This is equivalent to the current value of the movement speed. The same applies to Formula 05y.

  Note that a set of measured values (current values) of the respective rotational angular velocities of the electric motors 31R and 31L measured based on the outputs of the rotary encoders 56R and 56L becomes a set of rotational angular velocities of the virtual wheels 62_x and 62_y. The rotational angular velocities may be converted and used in place of ωw_x_cmd_p and ωw_y_cmd_p in equations 05x and 05y. However, it is advantageous to use the target values ωw_x_cmd_p and ωw_y_cmd_p in order to eliminate the influence of noise included in the measured value of the rotational angular velocity.

  Next, the control unit 50 executes the processing of the required center-of-gravity velocity generation unit 74 and the processing of the gain adjustment unit 78. In this case, the center-of-gravity speed estimation value Vb_xy_s (Vb_x_s and Vb_y_s) calculated by the center-of-gravity speed calculation unit 72 as described above is input to the required center-of-gravity speed generation unit 74 and the gain adjustment unit 78, respectively.

  The required center-of-gravity velocity generation unit 74, as will be described in detail later, is an inverted pendulum type moving body shown in FIGS. 1 and 2, that is, an operator (not shown) located behind the vehicle 1 issues a movement command to the inverted pendulum moving body 1. When a manual operation is performed to obtain the required center of gravity speed Vb_x_aim, Vb_y_aim according to the movement command required by the manual operation transmitted by the rubber band (command transmission medium) 10a.

  Further, the gain adjustment unit 78 determines the gain adjustment parameter Kr_xy (Kr_x and Kr_y) based on the input center-of-gravity velocity estimated value Vb_xy_s (Vb_x_s and Vb_y_s).

The processing of the gain adjusting unit 78 will be described below with reference to FIGS.
As shown in FIG. 10, the gain adjustment unit 78 inputs the input center-of-gravity velocity estimated values Vb_x_s and Vb_y_s to the limit processing unit 86. In the limit processing unit 86, output values Vw_x_lim1 and Vw_y_lim1 are generated by appropriately adding limits corresponding to the allowable ranges of the rotational angular velocities of the electric motors 31R and 31L to the gravity center speed estimated values Vb_x_s and Vb_y_s. The output value Vw_x_lim1 has a meaning after limiting the moving speed Vw_x in the X-axis direction of the virtual wheel 62_x, and the output value Vw_y_lim1 has a meaning as a value after limiting the moving speed Vw_y in the Y-axis direction of the virtual wheel 62_y. .

  The processing of the limit processing unit 86 will be described in more detail with reference to FIG. Note that the reference numerals with parentheses in FIG. 11 indicate processing of the limit processing unit 104 of the gravity center speed limiting unit 76 described later, and may be ignored in the description of the processing of the limit processing unit 86.

  First, the limit processing unit 86 inputs the center-of-gravity velocity estimated values Vb_x_s and Vb_y_s to the processing units 86a_x and 86a_y, respectively. The processing unit 86a_x divides Vb_x_s by the radius Rw_x of the virtual wheel 62_x to calculate the rotational angular velocity ωw_x_s of the virtual wheel 62_x when it is assumed that the moving speed in the X-axis direction of the virtual wheel 62_x matches Vb_x_s. . Similarly, the processing unit 86a_y calculates the rotational angular velocity ωw_y_s (= Vb_y_s / Rw_y) of the virtual wheel 62_y when it is assumed that the moving speed of the virtual wheel 62_y in the Y-axis direction matches Vb_y_s.

  Next, the limit processing unit 86 converts the set of ωw_x_s and ωw_y_s into a set of the rotation angular velocity ω_R_s of the electric motor 31R and the rotation angular velocity ω_L_s of the electric motor 31L by the XY-RL conversion unit 86b.

  In this embodiment, this conversion is performed by solving simultaneous equations obtained by replacing ωw_x, ωw_y, ω_R, and ω_L in the equations 01a and 01b with ωw_x_s, ωw_y_s, ω_R_s, and ω_L_s, with ω_R_s and ω_L_s as unknowns. Done.

  Next, the limit processing unit 86 inputs the output values ω_R_s and ω_L_s of the XY-RL conversion unit 86b to the limiters 86c_R and 86c_L, respectively. At this time, if the limiter 86c_R is within the allowable range for the right motor having a predetermined upper limit value (> 0) and lower limit value (<0), the limiter 86c_R keeps ω_R_s as it is. Output as output value ω_R_lim1. Further, when ω_R_s deviates from the right motor allowable range, the limiter 86c_R outputs the boundary value closer to ω_R_s between the upper limit value and the lower limit value of the right motor allowable range as the output value ω_R_lim1. Output as. As a result, the output value ω_R_lim1 of the limiter 86c_R is limited to a value within the allowable range for the right motor.

  Similarly, when the limiter 86c_L is within the allowable range for the left motor having a predetermined upper limit value (> 0) and lower limit value (<0), the limiter 86c_L keeps ω_L_s as it is. Output as output value ω_L_lim1. Further, when ω_L_s deviates from the left motor allowable range, the limiter 86c_L outputs the boundary value closer to ω_L_s between the upper limit value and the lower limit value of the left motor allowable range as the output value ω_L_lim1. Output as. As a result, the output value ω_L_lim1 of the limiter 86c_L is limited to a value within the left motor allowable range.

  The allowable range for the right motor is set so that the rotational angular velocity (absolute value) of the right electric motor 31R does not become too high, and in turn prevents the maximum value of torque that can be output by the electric motor 31R from decreasing. Tolerance. The same applies to the allowable range for the left motor.

  Next, the limit processing unit 86 converts the pair of output values ω_R_lim1 and ω_L_lim1 of the limiters 86c_R and 86c_L into a pair of rotational angular velocities ωw_x_lim1 and ωw_y_lim1 of the virtual wheels 62_x and 62_y by the RL-XY conversion unit 86d. .

  This conversion is a reverse conversion process of the conversion process of the XY-RL conversion unit 86b. This processing is performed by solving simultaneous equations obtained by replacing ωw_x, ωw_y, ω_R, and ω_L in the equations 01a and 01b with ωw_x_lim1, ωw_y_lim1, ω_R_lim1, and ω_L_lim1 as ωw_x_lim1 and ωw_y_lim1.

  Next, the limit processing unit 86 inputs the output values ωw_x_lim1 and ωw_y_lim1 of the RL-XY conversion unit 86d to the processing units 86e_x and 86e_y, respectively. The processing unit 86e_x converts ωw_x_lim1 into the moving speed Vw_x_lim1 of the virtual wheel 62_x by multiplying ωw_x_lim1 by the radius Rw_x of the virtual wheel 62_x. Similarly, the processor 86e_y converts ωw_y_lim1 into the moving speed Vw_y_lim1 (= ωw_y_lim1 · Rw_y) of the virtual wheel 62_y.

  It is assumed that the movement speed Vw_x of the virtual wheel 62_x in the X-axis direction and the movement speed Vw_y of the virtual wheel 62_y in the Y-axis direction are made to coincide with the center-of-gravity speed estimated values Vb_x_s and Vb_y_s, respectively, by the above processing of the limit processing unit 86. In other words (in other words, assuming that the moving speed in the X-axis direction and the moving speed in the Y-axis direction of the wheel body 5 are respectively matched with Vb_x_s and Vb_y_s), it is necessary to realize those moving speeds. When the rotational angular velocities ω_R_s and ω_L_s of the electric motors 31R and 31L are both within the allowable range, a set of output values Vw_x_lim1 and Vw_y_lim1 that respectively match Vb_x_s and Vb_y_s is obtained from the limit processing unit 86. Is output.

  On the other hand, when both or one of the rotational angular velocities ω_R_s and ω_L_s of the electric motors 31R and 31L deviate from the allowable range, both or one of the rotational angular velocities is forcibly limited within the allowable range. Thus, the limit processing unit 86 outputs a set of movement speeds Vw_x_lim1 and Vw_y_lim1 in the X-axis direction and the Y-axis direction corresponding to the set of rotational angular velocities ω_R_lim1 and ω_L_lim1 of the electric motors 31R and 31L after the limitation.

  Therefore, the limit processing unit 86 can make the rotation angular velocities of the electric motors 31R and 31L corresponding to the set of the output values Vw_x_lim1 and Vw_y_lim1 not to deviate from the permissible range under the necessary conditions. As long as the output values Vw_x_lim1 and Vw_y_lim1 coincide with Vb_x_s and Vb_y_s, a set of output values Vw_x_lim1 and Vw_y_lim1 is generated.

  Returning to the description of FIG. 10, the gain adjustment unit 78 next executes the processing of the calculation units 88_x and 88_y. The calculation unit 88_x receives the estimated center-of-gravity velocity value Vb_x_s in the X-axis direction and the output value Vw_x_lim1 of the limit processing unit 86. Then, the calculation unit 88_x calculates and outputs a value Vover_x obtained by subtracting Vb_x_s from Vw_x_lim1. Further, the Y-axis direction center of gravity velocity estimated value Vb_y_s and the output value Vw_y_lim1 of the limit processing unit 86 are input to the arithmetic unit 88_y. The computing unit 88_y calculates and outputs a value Vover_y obtained by subtracting Vb_y_s from Vw_y_lim1.

  In this case, when the output values Vw_x_lim1 and Vw_y_lim1 are not forcibly limited by the limit processing unit 86, Vw_x_lim1 = Vb_x_s and Vw_y_lim1 = Vb_y_s, and thus the output values Vover_x of the arithmetic units 88_x and 88_y, respectively. , Vover_y is “0”.

  On the other hand, when the output values Vw_x_lim1 and Vw_y_lim1 of the limit processing unit 86 are generated by forcibly limiting the input values Vb_x_s and Vb_y_s, the correction amount (= Vw_x_lim1−Vb_x_s) of Vw_x_lim1 from Vb_x_s , And Vw_y_lim1 are corrected from Vb_y_s (= Vw_y_lim1-Vb_y_s) from the arithmetic units 88_x and 88_y, respectively.

  Next, the gain adjustment unit 78 determines the gain adjustment parameter Kr_x by sequentially passing the output value Vover_x of the calculation unit 88_x through the processing units 90_x and 92_x. Further, the gain adjustment unit 78 determines the gain adjustment parameter Kr_y by sequentially passing the output value Vover_y of the calculation unit 88_y through the processing units 90_y and 92_y. The gain adjustment parameters Kr_x and Kr_y are both values in the range from “0” to “1”.

  The processing unit 90_x calculates and outputs the absolute value of the input Vover_x. Further, the processing unit 92_x generates Kr_x so that the output value Kr_x monotonously increases with respect to the input value | Vover_x | and has a saturation characteristic. The saturation characteristic is a characteristic in which the change amount of the output value with respect to the increase of the input value becomes “0” or approaches “0” when the input value increases to some extent.

  In this case, in this embodiment, when the input value | Vover_x | is equal to or less than a predetermined value set in advance, the processing unit 92_x sets a value obtained by multiplying the input value | Vover_x | by a proportional coefficient of the predetermined value. Output as Kr_x. In addition, when the input value | Vover_x | is larger than a predetermined value, the processing unit 92_x outputs “1” as Kr_x. The proportional coefficient is set so that the product of | Vover_x | and the proportional coefficient is “1” when | Vover_x | matches a predetermined value.

  The processing of the processing units 90_y and 92_y is the same as the processing of the above-described processing units 90_x and 92_x, respectively.

  When the output values Vw_x_lim1 and Vw_y_lim1 are not forcibly limited by the limit processing unit 86 by the processing of the gain adjusting unit 78 described above, that is, in the X axis direction and the Y axis direction of the wheel body 5 respectively. Even if the electric motors 31R and 31L are operated so that the movement speeds Vw_x and Vw_y coincide with the center-of-gravity speed estimated values Vb_x_s and Vb_y_s, the respective rotational angular velocities of the electric motors 31R and 31L are within the allowable range. In this case, the gain adjustment parameters Kr_x and Kr_y are both determined to be “0”.

  On the other hand, when the output values Vw_x_lim1 and Vw_y_lim1 of the limit processing unit 86 are generated by forcibly limiting the input values Vb_x_s and Vb_y_s, that is, in the X axis direction and the Y axis direction of the wheel body 5 respectively. If the electric motors 31R and 31L are operated so that the moving speeds Vw_x and Vw_y coincide with the center-of-gravity speed estimated values Vb_x_s and Vb_y_s, respectively, the rotational angular speed of either of the electric motors 31R and 31L deviates from the allowable range. In the case (when the absolute value of one of the rotational angular velocities becomes too high), the gain adjustment parameters Kr_x and Kr_y are determined according to the absolute values of the correction amounts Vover_x and Vover_y, respectively. In this case, Kr_x is determined to have a larger value as the absolute value of the correction amount Vx_over increases with “1” as the upper limit. The same applies to Kr_y.

  Returning to the description of FIG. 9, the control unit 50 executes the processes of the center-of-gravity speed calculation unit 72 and the requested center-of-gravity speed generation unit 74 as described above, and then executes the processing of the center-of-gravity speed limiter 76.

  The center-of-gravity speed limiting unit 76 includes an estimated center-of-gravity speed value Vb_xy_s (Vb_x_s and Vb_y_s) calculated by the center-of-gravity speed calculation unit 72, and a requested center-of-gravity speed V_xy_aim (V_x_aim and V_y_aim) determined by the required center-of-gravity speed generation unit 74. Is entered. Then, the center-of-gravity speed limiter 76 uses these input values to determine the control target center-of-gravity speed V_xy_mdfd (V_x_mdfd and V_y_mdfd) by executing the processing shown in the block diagram of FIG.

Specifically, the center-of-gravity speed limiting unit 76 first executes the processes of the steady deviation calculating units 94_x and 94_y.
In this case, the steady-state deviation calculating unit 94_x receives the estimated center-of-gravity velocity value Vb_x_s in the X-axis direction and the previous value Vb_x_mdfd_p of the control target center-of-gravity velocity Vb_x_mdfd in the X-axis direction via the delay element 96_x. . The steady deviation calculating unit 94_x first inputs the input Vb_x_s to the proportional / differential compensation element (PD compensation element) 94a_x. The proportional / differential compensation element 94_x is a compensation element whose transfer function is represented by 1 + Kd · S, and is obtained by multiplying the input Vb_x_s and its differential value (time change rate) by a predetermined coefficient Kd. Add the value and output the result of the addition.

  Next, the steady deviation calculating unit 94_x calculates a value obtained by subtracting the input Vb_x_mdfd_p from the output value of the proportional / differential compensation element 94_x by the calculating unit 94b_x, and then outputs the output value of the calculating unit 94b_x to the phase compensation It inputs into the low-pass filter 94c_x which has a function. The low-pass filter 94c_x is a filter whose transfer function is represented by (1 + T2 · S) / (1 + T1 · S). The steady deviation calculating unit 94_x outputs the output value Vb_x_prd of the low-pass filter 94c_x.

  In addition, the steady-state deviation calculating unit 94_y receives the Y-axis centroid speed estimated value Vb_y_s and the previous value Vb_y_mdfd_p of the Y-axis control target centroid speed Vb_y_mdfd via the delay element 96_y.

  Then, similarly to the above-described steady deviation calculation unit 94_x, the steady deviation calculation unit 94_y sequentially executes the processing of the proportional / differential compensation element 94a_y, the calculation unit 94b_y, and the low-pass filter 94c_y, and outputs the output value Vb_y_prd of the low-pass filter 94c_y. To do.

  Here, the output value Vb_x_prd of the steady deviation calculating unit 94_x is based on the current motion state of the vehicle system center of gravity as viewed from the Y-axis direction (in other words, the motion state of the mass point 60_x of the inverted pendulum model as viewed from the Y-axis direction). It has a meaning as a steady deviation with respect to the control target center-of-gravity speed Vb_x_mdfd of the estimated predicted center-of-gravity speed estimated value in the X-axis direction. Similarly, the steady deviation calculating unit 94_y output value Vb_y_prd is estimated from the current motion state of the vehicle system center of gravity as viewed from the X-axis direction (in other words, the motion state of the mass point 60_y of the inverted pendulum model as viewed from the X-axis direction). The convergence predicted value of the estimated center-of-gravity speed value in the future Y-axis direction has a meaning as a steady deviation with respect to the control target center-of-gravity speed Vb_y_mdfd. Hereinafter, the respective output values Vb_x_prd and Vb_y_prd of the steady deviation calculation units 94_x and 94_y are referred to as center-of-gravity velocity steady deviation prediction values.

  The center-of-gravity speed limiter 76 executes the processes of the steady-state deviation calculators 94_x and 94_y as described above, and then adds the requested center-of-gravity speed Vb_x_aim to the output value Vb_x_prd of the steady-state deviation calculator 94_x and the steady-state deviation calculator 94_y. Processing for adding the requested center-of-gravity velocity Vb_y_aim to the output value Vb_y_prd is executed by the calculation units 98_x and 98_y, respectively.

  Therefore, the output value Vb_x_t of the calculation unit 98_x is a speed obtained by adding the required center-of-gravity speed Vb_x_aim in the X-axis direction to the center-of-gravity speed steady-state deviation predicted value Vb_x_prd in the X-axis direction. Similarly, the output value Vb_y_t of the calculation unit 98_y is a speed obtained by adding the requested center-of-gravity speed Vb_y_aim in the Y-axis direction to the center-of-gravity speed steady-state deviation predicted value Vb_y_prd in the Y-axis direction.

  Note that, when the required center-of-gravity velocity Vb_x_aim in the X-axis direction is “0”, such as when the operation mode of the vehicle 1 is the self-sustaining mode, the calculation unit 98_x Output value Vb_x_t. Similarly, when the required center-of-gravity speed Vb_y_aim in the Y-axis direction is “0”, the predicted center-of-gravity speed deviation deviation value Vb_y_prd in the Y-axis direction is directly used as the output value Vb_y_t of the calculation unit 98_y.

  Next, the center-of-gravity speed limiting unit 76 inputs the output values Vb_x_t and Vb_y_t of the calculation units 98_x and 98_y to the limit processing unit 100, respectively. The processing of the limit processing unit 100 is the same as the processing of the limit processing unit 86 of the gain adjustment unit 78 described above. In this case, only the input value and the output value of each processing unit of the limit processing unit 100 are different from the limit processing unit 86, as indicated by reference numerals in parentheses in FIG.

  Specifically, in the limit processing unit 100, it is assumed that the moving speeds Vw_x and Vw_y of the virtual wheels 62_x and 62_y respectively match the Vb_x_t and Vb_y_t, respectively. ωw_y_t is calculated by the processing units 86a_x and 86a_y, respectively. Then, a set of the rotational angular velocities ωw_x_t and ωw_y_t is converted into a set of rotational angular velocities ω_R_t and ω_L_t of the electric motors 31R and 31L by the XY-RL converter 86b.

  Further, these rotational angular velocities ω_R_t and ω_L_t are limited by the limiters 86c_R and 86c_L to values within the allowable range for the right motor and values within the allowable range for the left motor, respectively. Then, the values ω_R_lim2 and ω_L_lim2 after the restriction process are converted into the rotational angular velocities ωw_x_lim2 and ωw_y_lim2 of the virtual wheels 62_x and 62_y by the RL-XY conversion unit 86d.

  Next, the moving speeds Vw_x_lim2 and Vw_y_lim2 of the virtual wheels 62_x and 62_y corresponding to the rotational angular velocities ωw_x_lim2 and ωw_y_lim2 are calculated by the processing units 86e_x and 86e_y, respectively, and the moving speeds Vw_x_lim2 and Vw_y_lim2 are output from the limit processing unit 100. The

  By the above processing of the limit processing unit 100, the limit processing unit 100, like the limit processing unit 86, has the rotational angular velocities of the electric motors 31R and 31L corresponding to the set of output values Vw_x_lim2 and Vw_y_lim2 deviate from the allowable range. It is an essential requirement that the output values Vw_x_lim2 and Vw_y_lim2 are generated so that the output values Vw_x_lim2 and Vw_y_lim2 coincide with Vb_x_t and Vb_y_t, respectively, as much as possible under the necessary conditions.

  Note that the permissible ranges for the right motor and the left motor in the limit processing unit 100 need not be the same as the permissible ranges in the limit processing unit 86, and may be set to different permissible ranges.

  Returning to the description of FIG. 12, the center-of-gravity speed limiting unit 76 next calculates the control target center-of-gravity speeds Vb_x_mdfd and Vb_y_mdfd by executing the processing of the calculation units 102_x and 102_y, respectively. In this case, the calculation unit 102_x calculates a value obtained by subtracting the X-axis direction center-of-gravity velocity steady deviation predicted value Vb_x_prd from the output value Vw_x_lim2 of the limit processing unit 100 as the control target center-of-gravity velocity Vb_x_mdfd. Similarly, the calculation unit 102_y calculates a value obtained by subtracting the Y-axis direction center-of-gravity velocity steady-state deviation predicted value Vb_y_prd from the output value Vw_y_lim2 of the limit processing unit 100 as the Y-axis direction control center-of-gravity velocity Vb_y_mdfd.

  The control target center-of-gravity velocities Vb_x_mdfd and Vb_y_mdfd determined as described above are obtained when the output values V_x_lim2 and V_y_lim2 in the limit processing unit 100 are not forcibly limited, that is, in the X-axis direction of the wheel body 5. Even if the electric motors 31R and 31L are operated so that the respective movement speeds in the Y-axis direction coincide with the output value Vb_x_t of the calculation unit 98_x and the output value Vb_y_t of the calculation unit 98_y, respectively. When the respective rotation angular velocities fall within the allowable range, the required center-of-gravity speeds Vb_x_aim and Vb_y_aim are determined as control target center-of-gravity speeds Vb_x_mdfd and Vb_y_mdfd, respectively.

  In this case, if the required center-of-gravity speed Vb_x_aim in the X-axis direction is “0”, the control target center-of-gravity speed Vb_x_mdfd in the X-axis direction is also “0”, and the required center-of-gravity speed Vb_y_aim in the Y-axis direction is “0”. If there is, the control target center-of-gravity velocity Vb_y_mdfd in the Y-axis direction is also “0”.

  On the other hand, when the output values Vw_x_lim2 and Vw_y_lim2 of the limit processing unit 100 are generated by forcibly limiting the input values Vb_x_t and Vb_y_t, that is, the X axis direction and the Y axis direction of the wheel body 5 respectively. When the electric motors 31R and 31L are operated so that the moving speeds coincide with the output value Vb_x_t of the calculation unit 98_x and the output value Vb_y_t of the calculation unit 98_y, the rotational angular speed of either of the electric motors 31R and 31L is allowed. When the value deviates from the range (when the absolute value of one of the rotational angular velocities becomes too high), the correction amount (= Vw_x_lim2) from the input value Vb_x_t of the output value Vw_x_lim2 of the limit processing unit 100 in the X-axis direction. A value obtained by correcting the required center-of-gravity speed Vb_x_aim by (−Vb_x_t) (a value obtained by adding the correction amount to Vb_x_aim) is determined as the control center-of-gravity speed Vb_x_mdfd in the X-axis direction. The

  For the Y-axis direction, a value obtained by correcting the requested center-of-gravity velocity Vb_y_aim by the correction amount (= Vw_y_lim2-Vb_y_t) from the input value Vb_y_t of the output value Vw_y_lim2 of the limit processing unit 100 (the correction amount is added to Vb_y_aim) Is determined as the control target center-of-gravity velocity Vb_y_mdfd in the Y-axis direction.

In this case, for example, regarding the speed in the X-axis direction, if the requested center-of-gravity speed Vb_x_aim is not “0”, the control target center-of-gravity speed Vb_x_mdfd is closer to “0” than the requested center-of-gravity speed Vb_x_aim or The speed is opposite to the speed Vb_x_aim. When the required center-of-gravity speed Vb_x_aim is “0”, the control target center-of-gravity speed Vb_x_mdfd is a speed opposite to the X-axis center of gravity speed steady deviation predicted value Vb_x_prd output by the steady deviation calculating unit 94_x. . The same applies to the velocity in the Y-axis direction.
The above is the process of the gravity center speed limiting unit 76.

  Returning to the description of FIG. 9, the control unit 50 executes the processes of the center-of-gravity speed calculation unit 72, the center-of-gravity speed limit unit 76, the gain adjustment unit 78, and the deviation calculation unit 70 as described above, and then performs posture control. The processing of the calculation unit 80 is executed.

  The processing of the attitude control calculation unit 80 will be described below with reference to FIG. In FIG. 13, reference numerals without parentheses are reference numerals related to processing for determining the virtual wheel rotation angular velocity command ωw_x_com that is a target value of the rotation angular velocity of the virtual wheel 62_x rotating in the X-axis direction. The reference numerals with parentheses are reference numerals related to the process of determining the virtual wheel rotational angular velocity command ωw_y_com that is the target value of the rotational angular velocity of the virtual wheel 62_y that rotates in the Y-axis direction.

  The posture control calculation unit 80 includes the base body tilt angle deviation measurement value θbe_xy_s calculated by the deviation calculation unit 70, the base body tilt angular velocity measurement value θbdot_xy_s calculated in step S2, and the center of gravity calculated by the center of gravity speed calculation unit 72. The estimated speed value Vb_xy_s, the target center-of-gravity speed Vb_xy_cmd calculated by the center-of-gravity speed limiting unit 76, and the gain adjustment parameter Kr_xy calculated by the gain adjustment unit 78 are input.

The attitude control calculation unit 80 first calculates a virtual wheel rotation angular acceleration command ωdotw_xy_com by using the following expressions 07x and 07y using these input values.

ωwdot_x_cmd = K1_x ・ θbe_x_s + K2_x ・ θbdot_x_s
+ K3_x ・ (Vb_x_s−Vb_x_mdfd) ...... Formula 07x
ωwdot_y_cmd = K1_y ・ θbe_y_s + K2_y ・ θbdot_y_s
+ K3_y · (Vb_y_s−Vb_y_mdfd) ...... Formula 07y

  Therefore, in the present embodiment, as an operation amount (control input) for controlling the motion of the mass point 60_x of the inverted pendulum model viewed from the Y-axis direction (and hence the motion of the vehicle system center-of-gravity point viewed from the Y-axis direction). Virtual wheel rotation angular acceleration command ωdotw_x_com and the operation amount (control input) for controlling the motion of the mass point 60_y of the inverted pendulum model viewed from the X-axis direction (and hence the motion of the vehicle system center-of-gravity point viewed from the X-axis direction) The virtual wheel rotation angular acceleration command ωdotw_y_com is determined by adding three manipulated variable components (three terms on the right side of equations 07x and 07y).

  In this case, the gain coefficients K1_x, K2_x, K3_x related to each manipulated variable component in the expression 07x are variably set according to the gain adjustment parameter Kr_x, and the gain coefficients K1_y, K2_y, K3_y related to each manipulated variable component in the expression 07y. Is variably set according to the gain adjustment parameter Kr_y. Hereinafter, the gain coefficients K1_x, K2_x, and K3_x in Expression 07x may be referred to as a first gain coefficient K1_x, a second gain coefficient K2_x, and a third gain coefficient K3_x, respectively. The same applies to the gain coefficients K1_y, K2_y, and K3_y in Expression 07y.

The i-th gain coefficient Ki_x (i = 1, 2, 3) in Expression 07x and the i-th gain coefficient Ki_y (i = 1, 2, 3) in Expression 07y are as follows. It is determined according to the gain adjustment parameters Kr_x and Kr_y by the equations 09x and 09y.

Ki_x = (1−Kr_x) · Ki_a_x + Kr_x · Ki_b_x ...... Expression 09x
Ki_y = (1−Kr_y) · Ki_a_y + Kr_y · Ki_b_y ...... Equation 09y
(I = 1, 2, 3)

Here, Ki_a_x and Ki_b_x in Expression 09x are preliminarily set as the gain coefficient value on the minimum side (side closer to “0”) and the gain coefficient value on the maximum side (side away from “0”), respectively, of the i-th gain coefficient Ki_x. It is a set constant value. The same applies to Ki_a_y and Ki_b_y in Expression 09y.

  Accordingly, each i-th gain coefficient Ki_x (i = 1, 2, 3) used in the calculation of Expression 07x is determined as a weighted average value of the corresponding constant values Ki_a_x and Ki_b_x. In this case, the weights applied to Ki_a_x and Ki_b_x are changed according to the gain adjustment parameter Kr_x. Therefore, when Kr_x = 0, Ki_x = Ki_a_x, and when Kr_x = 1, Ki_x = Ki_b_x. As Kr_x approaches “1” from “0”, the i-th gain coefficient Ki_x approaches Ki_b_x from Ki_a_x.

  Similarly, each i-th gain coefficient Ki_y (i = 1, 2, 3) used for the calculation of Expression 07y is determined as a weighted average value of the corresponding constant values Ki_a_y and Ki_b_y. In this case, the weights applied to Ki_a_y and Ki_b_y are changed according to the gain adjustment parameter Kr_y. Therefore, as in the case of Ki_x, as the value of Kr_y changes between “0” and “1”, the value of the i-th gain coefficient Ki_y changes between Ki_a_y and Ki_b_y.

  Supplementally, the constant values Ki_a_x, Ki_b_x and Ki_a_y, Ki_b_y (i = 1, 2, 3) are included in the constant parameters whose values are set in step S6 or S8.

  The attitude control calculation unit 80 calculates the expression 07x using the first to third gain coefficients K1_x, K2_x, and K3_x determined as described above, so that the virtual wheel related to the virtual wheel 62_x that rotates in the X-axis direction. Rotational angular acceleration command ωwdot_x_cmd is calculated.

  In more detail, with reference to FIG. 13, the posture control calculation unit 80 sets the manipulated variable component u1_x obtained by multiplying the base body tilt angle deviation measured value θbe_x_s by the first gain coefficient K1_x and the base body tilt angular velocity measured value θbdot_x_s. The operation amount component u2_x obtained by multiplying the two gain coefficients K2_x is calculated by the processing units 80a and 80b, respectively. Further, the attitude control calculation unit 80 calculates a deviation (= Vb_x_s−Vb_x_mdfd) between the estimated center-of-gravity velocity value Vb_x_s and the target gravity center velocity for control Vb_x_mdfd (= Vb_x_s−Vb_x_mdfd), and multiplies this deviation by the third gain coefficient K3_x. The operation amount u3_x is calculated by the processing unit 80c. Then, the posture control calculation unit 80 calculates the virtual wheel rotation angular acceleration command ωwdot_x_com by adding these manipulated variable components u1_x, u2_x, u3_x in the calculation unit 80e.

  Similarly, the posture control calculation unit 80 calculates the expression 07y using the first to third gain coefficients K1_y, K2_y, and K3_y determined as described above, so that the virtual wheel 62_y that rotates in the Y-axis direction is obtained. The related virtual wheel rotation angular acceleration command ωwdot_y_cmd is calculated.

  In this case, the posture control calculation unit 80 multiplies the operation amount component u1_y obtained by multiplying the base body tilt angle deviation measurement value θbe_y_s by the first gain coefficient K1_y and the base body tilt angular velocity measurement value θbdot_y_s by the second gain coefficient K2_y. The operation amount component u2_y is calculated by the processing units 80a and 80b, respectively. Further, the posture control calculation unit 80 calculates a deviation (= Vb_y_s−Vb_y_mdfd) between the estimated center-of-gravity velocity value Vb_y_s and the control target center-of-gravity velocity Vb_y_mdfd by the calculation unit 80d, and multiplies this deviation by the third gain coefficient K3_y. The operation amount u3_y is calculated by the processing unit 80c. Then, the attitude control calculation unit 80 calculates the virtual wheel rotation angular acceleration command ωwdot_x_com by adding these manipulated variable components u1_y, u2_y, u3_y in the calculation unit 80e.

  Here, the first term (= the first manipulated variable component u1_x) and the second term (= the second manipulated variable component u2_x) on the right side of the expression 07x are the body tilt angle deviation measured values θbe_x_s in the direction around the X axis, It has a meaning as a feedback manipulated variable component for converging to “0” (converging the base body tilt angle measurement value θb_x_s to the target value θb_x_obj) by the PD law (proportional / differential law) as a feedback control law.

  The third term (= third manipulated variable component u3_x) on the right side of Expression 07x converges the deviation between the center of gravity speed estimated value Vb_x_s and the target center of gravity speed Vb_x_mdfd to “0” by a proportional law as a feedback control law ( It has a meaning as a feedback manipulated variable component for converging Vb_x_s to Vb_x_mdfd).

  The same applies to the first to third terms (first to third manipulated variable components u1_y, u2_y, u3_y) on the right side of Expression 07y.

After calculating the virtual wheel rotation angular acceleration commands ωwdot_x_com and ωwdot_y_com as described above, the attitude control calculation unit 80 then integrates the ωwdot_x_com and ωwdot_y_com by the integrator 80f, thereby obtaining the virtual wheel rotation speed command. ωw_x_com and ωw_y_com are determined.
The above is the details of the processing of the attitude control calculation unit 80.

  Supplementally, the third term on the right side of the expression 07x is virtually divided into an operation amount component (= K3_x · Vb_x_s) according to Vb_x_s and an operation amount component (= −K3_x · Vb_x_mdfd) according to Vb_x_mdfd The wheel rotation angular acceleration command ωdotw_x_com may be calculated. Similarly, the third term on the right side of Expression 07y is divided into an operation amount component (= K3_y · Vb_y_s) according to Vb_y_s and an operation amount component (= −K3_y · Vb_y_mdfd) according to Vb_y_mdfd, The wheel rotation angular acceleration command ωdotw_y_com may be calculated.

  In the present embodiment, the rotational angular acceleration commands ωw_x_cmd and ωw_y_cmd of the virtual wheels 62_x and 62_y are used as the operation amount (control input) for controlling the behavior of the vehicle system center-of-gravity point. 62_x, 62_y, or a translational force obtained by multiplying the driving torque by the radii Rw_x, Rw_y of the virtual wheels 62_x, 62_y (that is, frictional forces between the virtual wheels 62_x, 62_y and the floor surface). You may make it use as.

  Returning to the description of FIG. 9, the control unit 50 next inputs the virtual wheel rotational speed commands ωw_x_com and ωw_y_com determined by the attitude control calculation unit 80 as described above to the motor command calculation unit 82, and the motor command calculation unit By executing the process 82, the speed command ω_R_com of the electric motor 31R and the speed command ω_L_com of the electric motor 31L are determined. The processing of the motor command calculation unit 82 is the same as the processing of the XY-RL conversion unit 86b of the limit processing unit 86 (see FIG. 11).

Specifically, the motor command calculation unit 82 replaces ωw_x, ωw_y, ω_R, and ω_L in the equations 01a and 01b with ωw_x_com, ωw_y_com, ω_R_cmd, and ω_L_cmd, respectively, and sets ω_R_cmd and ω_L_cmd as unknowns. By solving, the speed commands ω_R_com and ω_L_com of the electric motors 31R and 31L are determined.
Thus, the vehicle control calculation process in step S9 is completed.

  As described above, the control unit 50 executes the control calculation process, so that the attitude of the base body 9 basically has the base body tilt angle deviation measured value θbe_x_s in any of the operation modes of the boarding mode and the independent mode. , Θbe_y_s so as to maintain a posture where both are “0” (hereinafter, this posture is referred to as a basic posture), in other words, the vehicle system center-of-gravity point (vehicle / occupant overall center of gravity point or vehicle individual center-of-gravity point) The virtual wheel rotation angular acceleration command ωdotw_xy_com as the operation amount (control input) is determined so that the position is maintained almost directly above the ground contact surface of the wheel body 5. More specifically, the virtual wheel rotation is performed so that the center-of-gravity speed estimated value Vb_xy_s as the estimated value of the moving speed of the vehicle system center-of-gravity point converges to the control target center-of-gravity speed Vb_xy_mdfd while keeping the attitude of the base body 9 in the basic attitude. An angular acceleration command ωdotw_xy_com is determined. Note that the control target center-of-gravity velocity Vb_xy_mdfd is normally “0” (specifically, unless the passenger or the like gives additional propulsive force of the vehicle 1 in the boarding mode). In this case, the virtual wheel rotation angular acceleration command ωdotw_xy_com is determined so that the center of gravity of the vehicle system is almost stationary while maintaining the posture of the base body 9 in the basic posture.

  Then, the rotational angular velocities of the electric motors 31R and 31L obtained by converting the virtual wheel rotational angular velocity command ωw_xy_com obtained by integrating the components of ωdotw_xy_com are determined as the speed commands ω_R_cmd and ω_L_cmd of the electric motors 31R and 31L. Further, the rotational speeds of the electric motors 31R and 31L are controlled according to the speed commands ω_R_cmd and ω_L_cmd. As a result, the moving speeds of the wheel body 5 in the X-axis direction and the Y-axis direction are controlled so as to coincide with the moving speed of the virtual wheel 62_x corresponding to ωw_x_com and the moving speed of the virtual wheel 62_y corresponding to ωw_y_com, respectively. The

  For this reason, for example, if the actual base body tilt angle θb_x shifts forward from the target value θb_x_obj in the direction around the Y axis, the wheel body 5 is adjusted to eliminate the shift (to converge θbe_x_s to “0”). Move forward. Similarly, when the actual θb_x shifts backward from the target value θb_x_obj, the wheel body 5 moves rearward in order to eliminate the shift (to converge θbe_x_s to “0”).

  Further, for example, when the actual base body tilt angle θb_y shifts to the right tilt side from the target value θb_y_obj in the direction around the X axis, the wheel body 5 faces right to eliminate the shift (to converge θbe_y_s to “0”). Move to. Similarly, when the actual θb_y shifts to the left tilt side from the target value θb_y_obj, the wheel body 5 moves to the left in order to eliminate the shift (to converge θbe_y_s to “0”).

  Further, when both the actual base body tilt angles θb_x and θb_y deviate from the target values θb_x_obj and θb_y_obj, respectively, in order to eliminate the shift operation of the wheel body 5 to eliminate the shift of θb_x and the shift of θb_y. And the horizontal movement of the wheel body 5 are combined, and the wheel body 5 moves in the X-axis direction and the Y-axis direction (direction inclined with respect to both the X-axis direction and the Y-axis direction). It becomes.

  Thus, when the base body 9 is tilted from the basic posture, the wheel body 5 moves toward the tilted side. Therefore, for example, in the boarding mode, when the occupant intentionally tilts the upper body, the wheel body 5 moves to the tilted side.

  When the control target center-of-gravity speeds Vb_x_mdfd and Vb_y_mdfd are “0”, the movement of the wheel body 5 almost stops when the posture of the base body 9 converges to the basic posture. Further, for example, if the inclination angle θb_x in the direction around the Y axis of the base body 9 is maintained at a constant angle inclined from the basic posture, the moving speed of the wheel body 5 in the X axis direction is a constant moving speed ( The target center-of-gravity speed Vb_x_mdfd and the movement speed having a constant steady deviation are converged. The same applies to the case where the inclination angle θb_y of the base 9 in the direction around the X axis is maintained at a constant angle inclined from the basic posture.

  Further, for example, in a situation where both the required center-of-gravity speeds Vb_x_aim and Vb_y_aim generated by the required center-of-gravity speed generation unit 74 are “0”, the tilt amount of the base body 9 from the basic posture (base tilt angle deviation measurement) The values θbe_x_s and θbe_y_s) are relatively large, and are eliminated or one or both of the moving speeds of the wheel body 5 in the X-axis direction and the Y-axis direction necessary to maintain the inclination amount (the moving speeds thereof) (Corresponding to the center-of-gravity velocity steady deviation predicted values Vb_x_prd and Vb_y_prd shown in FIG. 12, respectively)) In the situation where the moving speed is reached, the speeds that are opposite to the moving speed of the wheel body 5 (specifically, Vw_x_lim2-Vb_x_prd and Vw_y_lim2-Vb_y_prd) are the control target center-of-gravity speed Vb_x_mdfd. , Vb_y_mdfd. Then, the operation amount components u3_x and u3_y among the operation amount components constituting the control input are determined so as to converge the center-of-gravity speed estimated values Vb_x_s and Vb_y_s to the control target center-of-gravity speeds Vb_x_mdfd and Vb_y_mdfd, respectively. For this reason, it is prevented that the inclination amount of the base body 9 from the basic posture becomes excessive, and consequently, the rotational angular velocity of one or both of the electric motors 31R and 31L is prevented from becoming too high.

  Further, in the gain adjusting unit 78, one or both of the center-of-gravity velocity estimated values Vb_x_s and Vb_y_s are increased, and as a result, it is necessary for eliminating the inclination of the base body 9 from the basic posture or maintaining the inclination amount. The moving speed of one or both of the X-axis direction and the Y-axis direction of the wheel body 5 may be an excessive moving speed that causes the rotational angular speed of one or both of the electric motors 31R and 31L to deviate from the allowable range. In some circumstances, as the deviation becomes more prominent (specifically, as the absolute values of Vover_x and Vover_y shown in FIG. 10 increase), one or both of the gain adjustment parameters Kr_x and Kr_y change from “0” to “1”. It can be approached.

  In this case, each i-th gain coefficient Ki_x (i = 1, 2, 3) calculated by the expression 09x is changed from the minimum constant value Ki_a_x to the maximum constant value Ki_b_x as Kr_x approaches “1”. Get closer. The same applies to each i-th gain coefficient Ki_y (i = 1, 2, 3) calculated by the expression 09y.

  As the absolute value of the gain coefficient increases, the sensitivity of the operation amount (virtual wheel rotation angular acceleration commands ωdotw_x_cmd, ωdotw_y_cmd) with respect to a change in the tilt of the base body 9 increases. Therefore, if the inclination amount of the base body 9 from the basic posture is increased, the moving speed of the wheel body 5 is controlled so as to quickly eliminate the inclination amount. Accordingly, it is strongly suppressed that the base body 9 is largely inclined from the basic posture, and consequently, the moving speed of one or both of the wheel body 5 in the X-axis direction and the Y-axis direction is the rotation of one or both of the electric motors 31R and 31L. It is possible to prevent an excessive movement speed that causes the angular speed to deviate from the allowable range.

  Further, in the boarding mode, the requested center-of-gravity speed generation unit 74 generates the requested center-of-gravity speeds Vb_x_aim and Vb_y_aim (the requested center-of-gravity speed where one or both of Vb_x_aim and Vb_y_aim are not “0”) in response to a request by a steering operation such as a passenger In this case, unless one or both of the electric motors 31R and 31L have a high rotational angular velocity that deviates from the allowable range (specifically, as long as Vw_x_lim2 and Vw_y_lim2 shown in FIG. 12 match Vb_x_t and Vb_y_t, respectively) ), The required center-of-gravity speeds Vb_x_aim and Vb_y_aim are determined as the control target center-of-gravity speeds Vb_x_mdfd and Vb_y_mdfd, respectively. For this reason, the moving speed of the wheel body 5 is controlled so as to realize the required center-of-gravity speeds Vb_x_aim and Vb_y_aim (so that the actual center-of-gravity speed approaches the required center-of-gravity speeds Vb_x_aim and Vb_y_aim).

  Next, details of processing of the command detector 10 according to the embodiment of the present invention will be described.

  When the operator (not shown) located behind the vehicle 1 shown in FIGS. 1 and 2 performs a manual operation to issue a movement command to the vehicle 1, the command detector 10 is transmitted by the elastic band 10a. The movement command requested by the operation is detected, and the movement command signal Vb_com detected and output by the command detector 10 is transmitted to the control unit 50, and the requested center-of-gravity velocity generation unit 74 in the control unit 50 is based on the movement command. Thus, the required center-of-gravity speeds Vb_x_aim and Vb_y_aim are determined.

  The movement command requested by manual operation is as follows, for example, and will be described with reference to FIGS. 18 and 19 show waveforms of signals generated by the movement of the operator's hand. In each waveform, the trajectory when the movement of the hand is operated on the horizontal plane and the movement of the hand are represented by x_h. A change (waveform diagram) according to the passage of time decomposed into the axis and y_h axis components is shown. The direction of the x_h axis is a linear direction connecting the position of the hand and the vehicle 1, and the direction of the y_h axis is a direction orthogonal to the direction.

  (1) As shown in FIG. 18 (a), if the operator draws a circle with a predetermined speed or acceleration in the counterclockwise direction of the hand holding the elastic band 10a, the right of FIG. 18 (a) As shown in the waveform diagram, the phase of the sine wave detected in the y_h axis direction is delayed by 90 degrees with respect to the sine wave detected in the x_h axis direction, and the command detector 10 detects this. As a result, the command detector 10 can detect that the operator has issued a command to draw a circle counterclockwise. By this command, the vehicle 1 is given a command to move in the left direction orthogonal to the straight line connecting the operator's hand and the vehicle 1. A moving speed command to be given to the vehicle 1 is determined according to the turning speed of the hand that draws a circle in the counterclockwise direction. That is, the command detector 10 outputs a larger movement command signal Vb_com to the control unit 50 as the turning speed of drawing a circle increases.

  (2) As shown in FIG. 18 (b), if the operator draws a circle with a predetermined speed or acceleration of the hand holding the elastic band 10a clockwise in the horizontal direction, the right side of FIG. 18 (b) As shown in the waveform diagram, the phase of the sine wave detected in the y_h axis direction advances by 90 degrees with respect to the sine wave detected in the x_h axis direction, and the command detector 10 detects this. Thereby, the command detector 10 can detect that the operator has issued a command to draw a circle in the clockwise direction. By this command, the vehicle 1 is given a command to move in the right direction perpendicular to the straight line connecting the operator's hand and the vehicle 1. Note that a moving speed command to be given to the vehicle 1 is determined according to the speed of the hand drawing a circle in the clockwise direction. That is, the command detector 10 outputs a larger movement command signal Vb_com to the control unit 50 as the speed of drawing a circle increases.

  (3) As shown in FIG. 18 (c), when the operator shakes the hand holding the elastic band 10a from the left front toward the right rear at a speed or acceleration higher than a predetermined hand, As shown in the right waveform diagram, the signal (sine wave) detected in the x_h axis direction and the signal (sine wave) detected in the y_h axis direction are in phase, and the command detector 10 detects this. As a result, the command detector 10 can detect that the operator has issued a command to wave his hand from the left front toward the right rear. By this command, it is assumed that the vehicle 1 is given a command to move forward and diagonally with respect to a straight line connecting the operator's hand and the vehicle 1. Note that the moving speed command of the vehicle 1 is determined according to the speed and amplitude of waving in the left front right rear direction. That is, the command detector 10 outputs a larger movement command signal Vb_com to the control unit 50 as the hand-shaking speed is faster and the hand-swinging width is larger.

  (4) As shown in FIG. 18 (d), when the operator shakes the hand holding the elastic band 10a from the right front side to the left rear side at a predetermined hand speed or acceleration or more, the FIG. As shown in the right waveform diagram, the phase of the signal detected in the x_h axis direction (sine wave) and the signal detected in the y_h axis direction (sine wave) are inverted, and the command detector 10 detects this. . As a result, the command detector 10 can detect that the operator has issued a command to wave his / her hand from the right front to the left rear. By this command, it is assumed that the vehicle 1 is given a command to move forward and diagonally with respect to a straight line connecting the operator's hand and the vehicle 1. In addition, the moving speed command given to the vehicle 1 is determined according to the speed and amplitude of waving in the right front left rear direction. That is, the command detector 10 outputs a larger movement command signal Vb_com to the control unit 50 as the hand-shaking speed is faster and the hand-swinging width is larger.

  (5) As shown in FIG. 19 (a), when the operator shakes the hand holding the elastic band 10a in the lateral direction at a constant right and left speed at a predetermined hand speed or acceleration, the right of FIG. 19 (a) As shown in the waveform diagram, no signal is generated in the x_h axis direction, and a triangular wave is generated only in the y_h axis direction, and the command detector 10 detects this. As a result, the command detector 10 can detect that the operator has issued a command to shake his / her hand in the horizontal direction at a constant left / right speed. By this command, the vehicle 1 is given a command to move forward with respect to a straight line connecting the operator's hand and the vehicle 1. Note that a moving speed command to be given to the vehicle 1 is determined according to the speed and amplitude of shaking hands. That is, it is assumed that the command detector 10 outputs a larger movement command signal Vb_com to the control unit 50 as the hand waving speed is faster and the hand swing width is larger.

  In FIG. 19A, the case of a command for accelerating the speed has been described. However, in the case of a deceleration command, if the operator pulls the elastic band 10a, the vehicle 1 tilts toward the operator side, so that the vehicle 1 can be decelerated. it can. Alternatively, a value of Vb_com smaller than Vb_s may be determined according to the tension of tension.

  (6) As shown in FIG. 19 (b), the operator grasps the elastic band 10a by swinging the hand in the horizontal direction fast to the left and slowly slowing to the right. As shown in the waveform diagram on the right side of FIG. 19B, no signal is generated in the x_h axis direction, and a sawtooth wave in which the leading edge rises sharply and the trailing edge gently falls only in the y_h axis direction. The command detector 10 detects this. As a result, the command detector 10 can detect that the operator has issued a command to swing the hand quickly to the left in the lateral direction and then to the right. By this command, the vehicle 1 is given a command to move in the positive direction of the Y axis, that is, the left direction of the vehicle 1. A moving speed command to be given to the vehicle 1 is determined according to the speed of waving his hand to the left in the horizontal direction. That is, it is assumed that the command detector 10 outputs a larger movement command signal Vb_com to the control unit 50 as the speed of waving the hand to the left in the horizontal direction is faster and the swing width of the hand is larger.

(7) As shown in FIG. 19 (c), the operator grips the elastic band 10a by swinging the hand slowly to the left and swinging fast to the right so that the speed or acceleration exceeds a predetermined hand. As shown in the waveform diagram on the right side of FIG. 19 (c), no signal is generated in the x_h axis direction, and the leading edge gently rises and the trailing edge sharply falls only in the y_h axis direction. The command detector 10 detects this. As a result, the command detector 10 can detect that the operator has issued a command to swing the hand slowly to the left in the lateral direction and to swing to the right. By this command, the vehicle 1 is given a command to move in the negative direction of the Y axis, that is, in the right direction of the vehicle 1. Note that a moving speed command to be given to the vehicle 1 is determined according to the speed of waving his hand to the right in the horizontal direction. That is, it is assumed that the command detector 10 outputs a larger movement command signal Vb_com to the control unit 50 as the speed of waving the hand to the right in the horizontal direction is faster and the swing width of the hand is larger.
As described above, seven types of command contents have been described as examples. However, this is merely an example, and various other manual operation commands and various command contents can be considered. For example, an operation of shaking the hand up and down, an operation of shaking up and down, and the like can be considered. The command detector 10 detects the waveform signal in the z_h axis direction in addition to the detection of the waveform signal in the x_h axis direction and the y_h axis direction by the operation of shaking the hand up and down. Further, in the operation of shaking the hand in the front-rear direction, the command detector 10 does not detect the waveform signal in the y_h axis direction, but detects only the waveform signal in the x_h axis direction.

  The threshold value used for detecting the speed and acceleration of the predetermined hand is set to a high value so as not to be confused with an operation such as shaking the hand when the operator simply walks. The command detector 10 detects the commands (1) to (7) based on the magnitude and direction of the tension of the elastic band 10a generated based on the speed and acceleration of a predetermined hand as described above.

  In such a case, the required center-of-gravity velocity generation unit 74 determines the vehicle (inverted pendulum type moving body) 1 based on the movement command signal Vb_com corresponding to the movement command based on the movement of the human hand detected by the command detector 10. When there is a movement command while determining whether or not a request for movement has occurred, the required center of gravity speed vector as the target value of ↑ Vb, which indicates the movement direction and speed of the inverted pendulum type moving body accordingly ↑ Vb_aim (speed vector having the required center of gravity speeds Vb_x_aim and Vb_y_aim as two components) is sequentially determined.

  The process will be schematically described. When the movement command is generated, the required gravity center velocity vector ↑ Vb_aim is increased so that the magnitude of the requested gravity center velocity vector ↑ Vb_aim is increased until the movement command is canceled. Is determined. When the movement command is canceled, the required center-of-gravity speed vector ↑ Vb_aim is determined so that the magnitude of the required center-of-gravity speed vector ↑ Vb_aim is gradually attenuated. In this case, in the present embodiment, basically, the magnitude of the required center-of-gravity velocity vector ↑ Vb_aim is kept constant for a predetermined time period after the movement command is canceled. After that, the magnitude of the required center-of-gravity velocity vector ↑ Vb_aim is continuously attenuated to “0”.

The command detector 10 and the required center-of-gravity velocity generation unit 74 that execute such processing will be described in detail below with reference to the flowcharts of FIGS.
Referring to FIG. 14, prior to the process of required center-of-gravity velocity generation unit 74, command detector 10 first executes the processes of steps S20 a and S20 b. In these steps, as described above, the presence or absence of a movement command is calculated according to the magnitude and direction of the tension of the elastic band 10a, and the speed and acceleration of the hand are calculated, and the movement command signal Vb_com is determined based on the calculated speed.

The calculation of the hand speed and acceleration in the command detector 10 is performed as follows.
First, the command detector 10 outputs a detection signal according to the tension of the string-like body 10 a connected to the command detector 10 to the required center-of-gravity velocity generation unit 74 in the control unit 50. In this case, the command detector 10 includes a triaxial force sensor capable of detecting a translational force in the triaxial direction, and is arranged so that the directions of the detection axes are the front-rear direction, the left-right direction, and the up-down direction of the vehicle 1, respectively. ing. More specifically, in the state where the basic inclination angle θb_xy coincides with, for example, a target value θb_xy_obj for a self-supporting mode described later, the directions of the detection axes of the three-axis force sensor are the X-axis direction, the Y-axis direction, and the Z-axis direction, respectively A triaxial force sensor is arranged so as to match. Based on the output of the three-axis force sensor, the command detector 10 determines the measured value of the X-axis direction component Fx, the measured value of the Y-axis direction component Fy, and the Z-axis direction component of the tension of the string-like body 10a. Obtain the measured value of Fz.

  In this case, the command detector 10 corresponds to the translational force indicated by the output related to the detection axis corresponding to the front-rear direction of the vehicle 1 among the outputs of the three-axis force sensor, the measured value of Fx, and the left-right direction of the vehicle 1. The translational force indicated by the output related to the detection axis is obtained as a measured value of Fy, and the translational force indicated by the output related to the detection axis corresponding to the vertical direction of the vehicle 1 is obtained as a measured value of Fz. Note that the three-axis force sensor tilts integrally with the base 9, and in the state where the base tilt angle θb_xy does not coincide with the target value θb_xy_obj for the self-supporting mode, the directions of the three detection axes of the three-axis force sensor are the X-axis direction. Deviation occurs with respect to the Y-axis direction and the Z-axis direction. Accordingly, the command detector 10 determines the tension F of the string-like body 10a indicated by the output of the triaxial force sensor (a coordinate system fixed to the triaxial force sensor) in order to obtain the measured values of Fx, Fy, and Fz more accurately. The force vector recognized above may be coordinate-converted according to the base body tilt angle measurement value θb_xy_s based on the output of the tilt sensor 52 to obtain the measurement values of Fx, Fy, and Fz.

  Next, the command detector 10 acquires the output of the three-axis force sensor thus measured, that is, the three-direction components Fx, Fy, and Fz in the X-axis direction, the Y-axis direction, and the Z-axis direction. Thereby, in the command detector 10, the force F acting on the string-like body 10a connected to the command detector 10, that is, the tension F of the string-like body 10a can be acquired.

Next, the command detector 10 calculates an estimated distance between the vehicle 1 and an operator (not shown) that supports the other end of the string 10a from the output of the triaxial force sensor.
Specifically, the estimated distance D_s between the vehicle 1 and the operator is calculated from the ratio of the vertical component Fz and the horizontal component Fxy of the tension F of the string 10a.

  Here, the string-like body 10a connected to the command detector 10 has a predetermined length, and an intermediate portion thereof is slack in the air. Therefore, as schematically shown in FIG. 2, the direction of the tension F on the vertical plane and the distance between the vehicle 1 and the operator can be uniquely determined. FIG. 2 shows the relationship between forces in a vertical plane including both of these two resolving forces Fz and Fxy when the tension F of the string 10a is decomposed into a vertical component Fz and a horizontal component Fxy. .

The command detector 10 calculates the horizontal component Fxy (= sqrt (Fx ² + Fy ² )) from the X-axis direction component Fx and the Y-axis direction component Fy of the tension F of the string-like body 10a. Then, the included angle θ _α between the tension F and the horizontal component Fxy is calculated from the ratio between the calculated horizontal component Fxy of the tension F and the Z-axis component Fz of the tension F that has already been acquired. More specifically, the included angle θ _α is calculated from the relational expression Fxy · tan θ _α = Fz.

Here, the calculated included angle θ _α indicates the direction of the tension F at the connecting portion of the string-like body 10a with the command detector 10 in the vertical plane, and the slackness (tension) of the string-like body 10a, That is, it corresponds to the distance from the other end of the string-like body. The command detector 10 stores and holds in advance one or a plurality of relational expressions, data tables, maps, and the like that define the relationship between the included angle θ _α and the distance between the ends of the string. by referring to the included angle θ relationship from _α, etc., to calculate the estimated distance D_s between the operator's hand holding the other end of the vehicle 1 and the string-like body 10a. In steps S20a and S20b in FIG. 14, the hand speed is calculated by differentiating the hand speed from the rate of change of the estimated distance D_s.

When the hand speed and acceleration are calculated in steps S20a and S20b in this way, the command detector 10 determines the movement command signal Vb_com as described above based on the calculated speed and acceleration. Next, the process of step S21 is executed. In step S21, the requested center-of-gravity velocity generation unit 74 determines the magnitude of the estimated center-of-gravity velocity vector ↑ Vb_s, which is a velocity vector (actual observation value of the center-of-gravity velocity vector ↑ Vb) having the centroid velocity estimated values Vb_x_s and Vb_y_s as two components. The rate of temporal change (differential value) DVb_s of | ↑ Vb_s | (= sqrt (Vb_x_s ² + Vb_y_s ² )) is calculated. This DVb_s has a meaning as a target value (command value) of the temporal change rate of the magnitude of the actual center-of-gravity velocity vector ↑ Vb. Hereinafter, DVb_s is referred to as an estimated gravity center velocity absolute value change rate DVb_s. The sqrt () is a square root function.

  Further, in step S21, the required center-of-gravity velocity generation unit 74 determines the center-of-gravity acceleration estimated values Vbdot_x_s and Vbdot_y_s, which are the temporal change rates (differential values) of the center-of-gravity velocity estimated values Vb_x_s and Vb_y_s. A vector having two components of Vbdot_x_s and Vbdot_y_s means an acceleration vector of the vehicle system center-of-gravity point.

  Next, the process proceeds to step S22, and the requested center-of-gravity speed generation unit 74 determines which mode is the current arithmetic processing mode for calculating the requested center-of-gravity speed Vb_x_aim.

  Here, in the present embodiment, the requested center-of-gravity velocity generation unit 74 determines a basic value of the requested center-of-gravity velocity vector ↑ Vb_aim (hereinafter, referred to as a basic requested center-of-gravity velocity vector ↑ Vb_aim1), and then the basic requested gravity-center velocity vector ↑. The requested center-of-gravity velocity vector ↑ Vb_aim is determined so that the requested center-of-gravity velocity vector ↑ Vb_aim follows Vb_aim1 (in a consistent manner).

  The arithmetic processing mode represents a type of how to determine the basic required center-of-gravity velocity vector ↑ Vb_aim1. In this embodiment, there are three types of calculation processing modes: a braking mode, a speed tracking mode, and a speed hold mode.

  The braking mode is a mode in which the basic required center-of-gravity velocity vector ↑ Vb_aim1 is determined so that the magnitude of the basic required center-of-gravity velocity vector ↑ Vb_aim1 is attenuated to “0” or held at “0”. The speed follow-up mode is a mode in which the basic required center-of-gravity speed vector ↑ Vb_aim1 is determined so as to follow (match or substantially match) the estimated center-of-gravity speed vector ↑ Vb_s. The speed hold mode is a mode for determining ↑ Vb_aim1 so as to keep the magnitude of the basic required center-of-gravity velocity vector ↑ Vb_aim1 constant.

  Note that the calculation processing mode (initial calculation processing mode) in a state in which the control unit 50 is initialized when the control unit 50 is started is a braking mode.

  The requested center-of-gravity speed generation unit 74 determines whether the current calculation processing mode is the braking mode, the speed follow-up mode, or the speed hold mode in step S22. The calculation process of step S24, the calculation process of step S24, and the calculation process of step S25 are executed to determine the basic required center-of-gravity velocity vector ↑ Vb_aim1.

Arithmetic processing corresponding to each of these modes is executed as follows.
The braking mode calculation process in step S23 is executed as shown in the flowchart of FIG. Specifically, the requested center-of-gravity velocity generation unit 74 first determines whether or not the hand acceleration (or hand frequency) is greater than a reference value. In step S23-1, it is determined whether or not the condition that Vb_com> reference value is satisfied with respect to the movement command signal Vb_com determined as described above based on the hand speed and acceleration calculated in S20a and S20b. This determination process is a process for determining whether or not there is a movement command for increasing the movement speed of the vehicle 1.

  Here, the reference value is a preset first positive reference value (> 0). Then, Vb_com> reference value means a situation where the magnitude | ↑ Vb | of the actual center-of-gravity velocity vector ↑ Vb increases at a temporal change rate larger than the first reference value.

  Therefore, the situation in which the determination result in step S23-1 is affirmative is that the magnitude of the center of gravity velocity vector ↑ Vb is increased when the operator continues to shake his hand or when the operator's hand speed increases and acceleration increases. This is a situation in which an operation (operation for adding a propulsive force to the vehicle 1) is performed.

  If the determination result in step S23-1 is negative, that is, if there is no movement command based on the speed and acceleration of the operation of the operator's hand or an acceleration request for the vehicle (inverted pendulum type moving body) 1, step S23 is executed. The target speed is set to 0 at -4. Further, a filter time constant used in the filter processing described later is set as a preset time constant 2.

If the determination result in step S23-1 is affirmative, that is, if there is a movement command or acceleration request for the vehicle 1, the requested center-of-gravity speed generation unit 74 sets the target speed to the above-described movement in step S23-2. Set to command signal Vb_com. Further, a filter time constant used in the filter processing described later is set as a preset time constant 1. The requested center-of-gravity speed generation unit 74 changes the calculation processing mode from the braking mode to the speed follow-up mode in step S23-3, and ends the process of FIG.
The above is the calculation process of the braking mode in step S23.

  When the determination result in step S23-1 is negative, the arithmetic processing mode is not changed, and therefore the arithmetic processing mode is maintained in the braking mode even in the next control processing cycle.

  Next, the speed follow-up mode calculation process in step S24 is executed as shown in the flowchart of FIG. Specifically, the requested center-of-gravity velocity generation unit 74 executes the process of step S24-1. In step S24-1, the required center-of-gravity velocity generation unit 74 determines a basic required center-of-gravity velocity vector absolute value | ↑ Vb_aim1 |. That is, the value of | ↑ Vb_x_s | * γ is determined as | ↑ Vb_aim1 |. Further, a filter time constant used for filter processing described later is set to a predetermined number of set points of three.

  Next, in step S24-2, the requested center-of-gravity speed generation unit 74 determines whether or not the estimated center-of-gravity speed absolute value change rate DVb_s (value calculated in step S21) is smaller than a preset second reference value. to decide. In the present embodiment, this second reference value is set to a negative predetermined value (close to “0”). The second reference value may be set to “0” or a positive value slightly larger than “0” (however, a value smaller than the first reference value).

  The determination process in step S24-2 is to determine the transition timing from the speed following mode to the speed hold mode. Then, when the determination result of step S24-2 is affirmative, the requested center-of-gravity velocity generation unit 74 ends the process of FIG. In this case, since the arithmetic processing mode is not changed, the arithmetic processing mode is maintained in the speed tracking mode even in the next control processing cycle.

  Further, when the determination result of step S24-2 is negative, the requested center-of-gravity speed generation unit 74 considers that the acceleration request for the vehicle 1 has been completed (that is, the operation of the operator's hand has been completed). In step S24-3, the countdown timer is initialized. That is, a specified value is set in the decrement counter. Then, the requested center-of-gravity velocity generation unit 74 changes the calculation processing mode from the velocity tracking mode to the velocity hold mode in step S24-4, and ends the processing of FIG.

The countdown timer is a timer that measures the elapsed time after the start of the speed hold mode that starts from the next control processing cycle. In step S24-3, a preset initial value Tm is set in the timer value CNT. The initial value Tm_x means a set value of time for which the speed hold mode is to be continued.
The above is the speed follow-up mode calculation process in step S24.

  Next, the speed hold mode calculation processing in step S25 is executed as shown in the flowchart of FIG. Specifically, the requested center-of-gravity speed generation unit 74 first determines whether or not there is the same determination process as in step S23-1, that is, whether there is a movement command or an acceleration request for the vehicle 1 based on the speed and acceleration of the operator's hand operation. This determination process is executed in step S25-1.

  And when the judgment result of step S25-1 is affirmative (that is, when the movement command or acceleration request of the vehicle 1 by the speed and acceleration of the operation of the hand of the operator occurs again), Vb_com> reference value Is satisfied, the requested center-of-gravity velocity generation unit 74 sets the same processing as that in step S23-2, that is, the target velocity in the movement command signal Vb_com in step S25-2. A filter time constant used in filter processing described later is set as a predetermined time constant 3.

  Further, the requested center-of-gravity velocity generation unit 74 changes the calculation processing mode from the velocity hold mode to the velocity follow-up mode in step S25-3, and ends the processing of FIG.

  When the determination result of step S25-1 is negative (when there is no movement command or acceleration request by hand operation), the requested center-of-gravity velocity generation unit 74 determines whether the determination result is step S25-4. The count value CNT (counter value of the decrement counter) of the countdown timer is decremented. That is, the time value CNT is updated by subtracting the predetermined value ΔT (time of the control processing cycle) from the current value of the time value CNT.

  Next, the requested center-of-gravity velocity generation unit 74 determines whether or not the count value CNT (counter value) of the countdown timer is greater than “0”, that is, whether or not the countdown timer has ended in step S25-5. to decide.

  If the determination result in step S25-5 is affirmative, in step S25-6, the time represented by the initial value Tm of the countdown timer has not elapsed since the start of the speed hold mode. It is. In this case, the required center-of-gravity velocity generation unit 74 determines the basic required center-of-gravity velocity vector absolute value | ↑ Vb_aim1 | (target velocity) and maintains the calculation processing mode in the velocity hold mode. The filter time constant used in the filter processing is set to a predetermined setting time constant 1, and the processing in FIG.

  In this case, in step S25-6, the current value of the basic required center-of-gravity velocity vector absolute value | ↑ Vb_aim1 | is determined to be the same value as the previous value | ↑ Vb_aim1_p |. That is, the target speed is set to be the same as the previous target speed. Accordingly, the previous value of the basic required center-of-gravity velocity vector ↑ Vb_aim1_p is determined as it is as the velocity vector of the current value of ↑ Vb_aim1.

  If the determination result in step S25-5 is affirmative, the arithmetic processing mode is not changed, and therefore the arithmetic processing mode is maintained in the speed hold mode even in the next control processing cycle.

If the determination result in step S25-5 is negative, that is, if the predetermined time represented by the initial value Tm of the countdown timer has elapsed since the start of the speed hold mode, the required gravity center speed In step S25-7, the generation unit 74 sets the target speed to 0, and sets the filter time constant used in the filter processing described later as a predetermined set time constant 2. Further, the requested center-of-gravity velocity generation unit 74 changes the calculation processing mode from the velocity hold mode to the braking mode in step S25-8, and ends the processing of FIG.
The above is the calculation process of the speed hold mode in step S25.

  Returning to the description of FIG. 14, the requested center-of-gravity velocity generation unit 74 executes the arithmetic processing in any one of steps S23 to S25 as described above, and then performs the basic required center-of-gravity velocity vector absolute value determined by the arithmetic processing. A process (filtering process) of inputting | ↑ Vb_aim1 | into the filter is executed in step S26.

Here, in the filter for inputting | ↑ Vb_aim1 |, the magnitude of the required center-of-gravity velocity vector ↑ Vb_aim | ↑ Vb_aim | suddenly changes stepwise immediately after the arithmetic processing mode is changed from the braking mode to the speed following mode. This is a low-pass filter having a first-order lag characteristic for preventing this. In this case, the time constant of the filter for inputting | ↑ Vb_aim | is set to a relatively short time constant (the above-described setting time constants 1 to 3), and in the situation other than immediately after | ↑ Vb_aim1 | Output value coincides with or nearly coincides with | ↑ Vb_aim1 |.
The set time constants 1 to 3 described above are values determined in advance according to the characteristics of the vehicle 1.

  Next, the process proceeds to step S27, where the required center-of-gravity velocity generation unit 74 passes the output value of the filter to which | ↑ Vb_aim1 | is input to the limiter, and finally the magnitude of the required center-of-gravity velocity vector ↑ Vb_aim ↑ Vb_aim | (hereinafter referred to as a required gravity center velocity vector absolute value | ↑ Vb_aim |). In this case, the limiter is for preventing | ↑ Vb_aim | from becoming excessive. When the output value of the filter to which | ↑ Vb_aim1 | is input is equal to or lower than a predetermined upper limit value set in advance. Outputs the output value of the filter as | ↑ Vb_aim | as it is. Further, when the output value of the filter exceeds the upper limit value, the limiter outputs the upper limit value as | ↑ Vb_aim |. In other words, the limiter outputs the smaller value of the output value of the filter and the upper limit value as | ↑ Vb_aim |.

Next, the process proceeds to step S28, and the required center-of-gravity velocity generation unit 74 determines the X-axis direction component (required center-of-gravity velocity in the X-axis direction) Vb_x_aim of the required center-of-gravity velocity vector ↑ Vb_aim from | ↑ Vb_aim | determined as described above. A component in the Y-axis direction (required center of gravity speed in the Y-axis direction) Vb_y_aim is calculated.
The above is the details of the processing of the required center-of-gravity velocity generation unit 74.

  By the processing of the requested center-of-gravity velocity generation unit 74 described above, the requested center-of-gravity velocity vector ↑ Vb_aim (and thus the requested center-of-gravity velocity Vb_x_aim, Vb_y_aim) is determined in the following manner.

  That is, for example, when an operator (not shown) located behind the vehicle 1 shown in FIGS. 1 and 2 performs a manual operation to issue a movement command to the vehicle 1, the command detector 10 is transmitted by the elastic band 10a. The movement command requested by the manual operation is detected and transmitted to the control unit 50, and the requested center-of-gravity velocity generation unit 74 in the control unit 50 determines the requested gravity center velocity Vb_x_aim, Vb_y_aim based on the movement command. It is assumed that a driving force is added so that the determination result of step S23-1 is positive.

  It is assumed that the arithmetic processing mode before applying the propulsive force is the braking mode. Here, for convenience of understanding, the output value of the filter that inputs | ↑ Vb_aim1 | in step S26 in FIG. 14 is a value that falls within a range in which the limit is not forcibly limited by the limiter in step S27 (the limiter). It is assumed that the value is equal to or less than the upper limit value. Similarly, it is assumed that the estimated center-of-gravity speed values Vb_x_s and Vb_y_s are within a range where the output values V_x_lim2 and V_y_lim2 in the limit processing unit 104 are not forcibly limited.

  In this case, if the determination result in step S23-1 becomes affirmative by applying a propulsive force to the vehicle 1, the processing mode is changed from the braking mode to the speed following mode by the processing in step S23-3 in FIG. Will be changed.

  In this speed tracking mode, a vector obtained by multiplying the current value (current value) of the estimated center-of-gravity velocity vector ↑ Vb_s by a predetermined ratio γ, that is, slightly smaller than ↑ Vb_s and the same as ↑ Vb_s. The direction velocity vector is sequentially determined as the basic required center-of-gravity velocity vector ↑ Vb_aim1.

  Therefore, the requested center-of-gravity velocity vector ↑ Vb_aim, which is sequentially determined by the requested center-of-gravity velocity generation unit 74, substantially matches the actual center-of-gravity velocity vector ↑ Vb that is accelerated (increased in magnitude) by the propulsive force applied to the vehicle 1. The speed vector ↑ Vb_aim1 (= γ * ↑ Vb_s) to be followed is determined.

  Then, the X-axis direction component and the Y-axis direction component of the required center-of-gravity velocity vector ↑ Vb_aim determined in this way are determined as the control target center-of-gravity velocity Vb_x_mdfd and Vb_y_mdfd. Further, the operation amount components u3_x and u3_y included in the virtual wheel rotation angular acceleration commands ωdotw_x_cmd and ωdotw_y_cmd are determined so that the center-of-gravity speed estimated values Vb_x_s and Vb_y_s converge to the control target center-of-gravity speeds Vb_x_mdfd and Vb_y_mdfd, respectively.

  As a result, the moving speed of the wheel body 5 is controlled so that the actual moving speed of the vehicle system center-of-gravity point is quickly increased by the propulsive force applied to the vehicle 1 by manual operation. Therefore, the vehicle 1 is smoothly accelerated by the added driving force.

  Next, in the speed follow-up mode, the addition of the propulsive force by the manual operation acceleration command is completed, and when the estimated gravity center speed absolute value change rate DVb_s becomes smaller than the second reference value DV2 (in step S24-2 in FIG. 16). When the determination result is negative), the processing mode is changed from the speed follow mode to the speed hold mode by the process of step S24-4 in FIG.

  In this speed hold mode, the basic required center-of-gravity speed vector ↑ until the countdown timer finishes counting in a situation in which neither an acceleration request nor a deceleration request occurs (a situation in which the determination result in step S25-1 in FIG. 17 is negative). Vb_aim1 is set to the same velocity vector as the previous velocity vector ↑ Vb_aim1_p.

  Therefore, the basic required center-of-gravity velocity vector ↑ Vb_aim1 is set immediately before the start of the speed hold mode in a predetermined time period (the time of the initial value Tm of the countdown timer) after the start of the speed hold mode. Thus, the speed vector is held constant at the same speed vector as the determined speed vector.

  For this reason, the required center-of-gravity velocity vector ↑ Vb_aim determined so as to follow ↑ Vb_aim1 is also maintained at a constant velocity vector (a velocity vector that coincides with or substantially coincides with ↑ Vb_aim determined immediately before the velocity hold mode starts). It will be decided to sag.

  Then, the X-axis direction component and the Y-axis direction component of the required center-of-gravity velocity vector ↑ Vb_aim determined as described above are determined as the control target center-of-gravity velocity Vb_x_mdfd and Vb_y_mdfd. Further, the operation amount components u3_x and u3_y included in the virtual wheel rotation angular acceleration commands ωdotw_x_cmd and ωdotw_y_cmd are determined so that the center-of-gravity speed estimated values Vb_x_s and Vb_y_s converge to the control target center-of-gravity speeds Vb_x_mdfd and Vb_y_mdfd, respectively.

  As a result, after the vehicle 1 has accelerated, the magnitude of the actual velocity vector ↑ Vb of the vehicle system center-of-gravity point and the period until the countdown timer finishes counting (the period of time represented by the initial value Tm) The moving speed of the wheel body 5 is controlled so that the direction is kept constant. Therefore, the actual traveling state of the vehicle 1 in this situation is a state where the vehicle 1 slides at a substantially constant speed vector.

  In addition, in the speed hold mode, if the determination result in step S25-1 in FIG. 17 becomes affirmative by adding propulsive force to the vehicle 1 by manual operation again (when an acceleration request is generated), the arithmetic processing mode is Return to speed following mode. For this reason, the vehicle 1 is accelerated again.

  Next, in the speed hold mode, when the countdown timer finishes counting while the situation where no acceleration request is generated (the situation where the determination result of step S25-1 in FIG. 17 is negative) is maintained, FIG. By the processing in step S25-8, the calculation processing mode is changed from the speed hold mode to the braking mode.

  In this braking mode, the basic required center-of-gravity velocity vector absolute value | ↑ Vb_aim1 | is held at “0” in a situation where no acceleration request is generated (a situation where the determination result in step S23-1 in FIG. 15 is negative). The

  As a result of the above overall operation, as a result, when the operator issues a movement command by waving his hand, the inverted pendulum type moving body moves in the commanded direction through the speed hold mode and the braking mode according to the content of the command. Will move to a certain distance or for a certain time and stop. If the operator shakes his / her hand many times or continues, the user moves from the speed hold mode to the speed follow-up mode and the braking mode and stops for a longer time than the predetermined distance or time. In this way, the position of the inverted pendulum type moving body can be changed.

[Second Embodiment]
In the first embodiment, the vehicle 1 is moved in a predetermined direction at a predetermined speed based on the speed and acceleration of the operating hand. However, in the second embodiment, the operating hand is operated. A description will be given of an operation processing mode (braking mode, speed follow-up mode, speed hold mode) of the vehicle 1 that is changed based on speed and acceleration.

  For example, in the first embodiment, a straight line connecting the operator's hand and the vehicle 1 is detected when the operation shown in FIG. In the second embodiment, an instruction to move the vehicle 1 forward is given to the control unit 50. However, in the second embodiment, the control unit 50 is operated in the arithmetic processing mode by shaking the hand at a constant speed. It is assumed that a command Ms for changing is given. This mode change command Ms changes the arithmetic processing mode, and does not change the speed or direction of the vehicle 1. In this respect, the movement command signal Vb_com in the first embodiment for changing the speed or direction of the vehicle 1 is different. That is, the mode change command Ms is a command to change to the speed follow mode when in the braking mode or the speed hold mode, and the speed follow mode is continued as it is in the speed follow mode. When the mode change command Ms is input, the speed of the vehicle 1 is not changed, and only the mode is changed. As a result, in step S23-2 in FIG. 15 and S25-2 in FIG. Processing different from the processing described is performed. The different processes are described in more detail below.

  A case where the mode change command Ms is input in the braking mode in step S23 will be described. The operation when the mode change command Ms is input in the braking mode is almost similar to the operation of the flowchart of FIG. 15, and will be described with reference to FIG. 15 while showing the difference from FIG. When the mode change command Ms is input, the requested center-of-gravity velocity generation unit 74 makes a positive determination (YES) in step S23-1 in FIG.

  When the determination result of step S23-1 is affirmative, that is, when the mode change command Ms is input, the required center-of-gravity velocity generation unit 74 determines the basic required center-of-gravity velocity vector absolute value | ↑ in step S23-2. Vb_aim1 | is determined. Further, a filter time constant used in the filter processing described later is set as a preset time constant 1. The requested center-of-gravity velocity generation unit 74 changes the calculation processing mode from the braking mode to the velocity follow-up mode in step S23-3, and ends the processing in FIG.

In step S23-2, the target speed is determined by multiplying the actual speed by the set ratio. Specifically, the magnitude of the actual speed center-of-gravity speed vector ↑ Vb_s (actual speed) | ↑ Vb_s | (= A value (| ↑ Vb_x_s * γ |) obtained by multiplying sqrt (Vb_x_s ² + Vb_y_s ² )) by a preset ratio γ (setting ratio) as a basic required center-of-gravity velocity vector absolute value | ↑ Vb_aim1 | It is determined. In the present embodiment, the ratio γ is set to a positive value (for example, 0.8) slightly smaller than “1”.

Such processing of step S23-2 is to match the method of determining | ↑ Vb_x_aim1 | with the speed tracking mode starting from the next control processing cycle.
The above is the calculation process when the mode change command Ms is input in the braking mode in step S23.

  If the determination result in step S23-1 is negative, the operation is the same as in the first embodiment, and the arithmetic processing mode is not changed. Therefore, the arithmetic processing mode is set to braking in the next control processing cycle. The mode will be maintained.

  Next, the calculation process in the speed follow-up mode in step S24 is the same operation as that in the first embodiment and is executed as shown in the flowchart of FIG.

  Next, the operation when the mode change command Ms is input during the speed hold mode calculation process in step S25 will be described. The operation when the mode change command Ms is input in the speed hold mode is almost similar to the operation of the flowchart of FIG. 17, and will be described with reference to FIG. 17 while showing the difference from the flowchart of FIG. 17. To do. When the mode change command Ms is input, the requested center-of-gravity velocity generation unit 74 makes a positive determination (YES) in step S25-1 in FIG.

  If the determination result in step S25-1 is affirmative, that is, if the mode change command Ms is input, the required center-of-gravity velocity generation unit 74 determines the basic required center-of-gravity velocity vector absolute value | ↑ in step S25-2. Vb_aim1 | is determined. Further, a filter time constant used in the filter processing described later is set as a preset time constant 3. The requested center-of-gravity velocity generation unit 74 changes the calculation processing mode from the braking mode to the velocity follow-up mode in step S25-3, and ends the processing in FIG.

  In the calculation process of the speed hold mode in step S25, step S25-2 in the flowchart shown in FIG. 17 executes the same process as step S23-2, thereby determining the basic required centroid speed vector absolute value | ↑ Vb_aim1 |. . That is, the value of | ↑ Vb_x_s | * γ is determined as | ↑ Vb_aim1 |.

If the determination result of step S25-1 is negative, the operation is the same as that of the first embodiment, and a description thereof will be omitted.
The calculation processing when the mode change command Ms is input in the speed hold mode in step S25 has been described above.

Next, some modifications relating to the embodiment described above will be described.
In each of the above-described embodiments, the vehicle system center of gravity (specifically, the vehicle / occupant overall center of gravity) is set as a predetermined representative point of the vehicle 1, but the representative point is, for example, the center point of the wheel body 5 or a predetermined point of the base body 9. You may set to the point of this part (for example, support frame 13), etc.

  Moreover, in each said embodiment, although the inverted pendulum type mobile body 1 of the structure shown in FIG.1 and FIG.2 was illustrated, the vehicle 1 in this invention is not restricted to the vehicle illustrated in this embodiment.

  Specifically, the wheel body 5 as the moving operation unit of the vehicle 1 according to the present embodiment has an integral structure. For example, the wheel body 5 has a structure as shown in FIG. May be. That is, a plurality of rollers are extrapolated on a rigid annular shaft body so that the shaft centers in the tangential direction of the shaft body, and the plurality of rollers are circumferentially arranged along the shaft body. You may comprise a wheel body by arranging in a direction.

  Furthermore, the moving operation unit may have a crawler-like structure as described in FIG.

  Alternatively, for example, as described in FIG. 5 of Patent Document 1, FIG. 7 of Patent Document 2, or FIG. 1 of Patent Document 3, the moving operation unit is configured by a sphere, and this sphere is used as an actuator device ( For example, the vehicle may be configured to be rotationally driven in the direction around the X axis and the direction around the Y axis by an actuator device having the wheel body 5).

  Moreover, in this embodiment, although the vehicle 1 provided with the seat 3 as an occupant's boarding portion was illustrated, the inverted pendulum type moving body according to the present invention has two legs as shown in FIG. And a vehicle (an omnidirectional vehicle) having a structure in which a portion gripped by an occupant standing up on the step is mounted on the base body.

  As described above, the present invention can be applied to omnidirectional vehicles having various structures as seen in Patent Documents 1 to 3 and the like.

  Furthermore, the inverted pendulum type moving body according to the present invention includes a plurality of moving operation units that can move in all directions on the floor surface (for example, two in the left-right direction, two in the front-rear direction, or three or more). ) You may have. In this case, for example, when three or more moving operation units are provided, the control of the tilt angle of the base body may be omitted by preventing the base body from tilting.

  In the present embodiment, the movement command to the vehicle 1 is performed using the command detector 10 and the string-like body 10a. However, the string-like body 10a is preferably made of an elastic material such as a rubber material. .

  The command detector 10 may be an image processing unit that performs image processing based on a camera and a video signal captured by the camera. The command detector 10 may detect the movement of the operator's hand by performing the image processing. In this detection process, the speed and direction of hand movement can be detected by using general methods such as hand feature extraction and barycenter detection.

  Furthermore, in the first embodiment, the movement command signal Vb_com is generated based on whether or not the hand speed or acceleration exceeds a predetermined value. However, the movement command signal Vb_com is generated based on the hand movement pattern. You may do it.

  The configuration of various processes in the present embodiment is an example, and is not limited to this configuration. For example, the command detector 10 may be configured integrally with the required gravity center speed generation unit 74. .

  Moreover, in this embodiment, although what controlled both the moving direction and moving speed of an inverted pendulum type mobile body according to the detected command content was shown, either one of this moving direction and moving speed is controlled. You may make it do.

  Further, in the present embodiment, the movement command signal Vb_com is calculated based on the hand movement pattern as shown in FIGS. 18 and 19, but the hand acceleration is simply set to the reference value. The magnitude and direction of the movement command signal Vb_com may be determined from the speed and direction of the hand when exceeding.

  DESCRIPTION OF SYMBOLS 1 ... Vehicle (inverted pendulum type moving body), 3 ... Seat, 5 ... Wheel body (moving part), 7 ... Actuator apparatus (moving part), 9 ... Base | substrate, 10 ... Movement detector (movement detection means), 10a ... Rubber string (string-like body), 50... Control unit (control unit).

Claims (4)

A substrate;
A moving unit connected to the base body and capable of moving the base body in the front-rear and left-right directions;
A control unit for controlling the moving unit;
Command detecting means for detecting the movement of the operator's hand located outside the inverted pendulum type moving body and detecting the command content by the movement of the hand;
And the control unit controls the moving unit according to the command content detected by the command detecting means.   The inverted pendulum type movement according to claim 1, wherein the inverted pendulum type moving body is moved to change the position of the inverted pendulum moving body when the frequency of the hand movement is high. Body control device.   A string-like body operated by the operator is connected to the command detection means, and the command detection means is a tension change acting on the string-like body when operated by the operator and a frequency of the tension change. The inverted pendulum type moving body is moved so as to change the position of the inverted pendulum type moving body according to the frequency of the tension change. A control device for a pendulum type moving body.   The said control part determines at least any one of the moving direction and moving speed of the said inverted pendulum type mobile body according to the said detected command content, The any one of Claim 1 thru | or 3 characterized by the above-mentioned. The control apparatus of the inverted pendulum type moving body described in 1.

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