JP2015066966A - Control method for inverted pendulum type moving body - Google Patents

Abstract

PROBLEM TO BE SOLVED: To maintain smooth operation of an inverted pendulum type moving body.SOLUTION: A control method of an inverted pendulum type moving body of the invention is a control method for controlling the inverted pendulum type moving body which moves in a posture as an inverted-pendulum by driving a motor by power supplied from a battery. The method comprises: a step for detecting at least one of a battery residual amount, a battery temperature, and a battery deterioration degree; a step for estimating the maximum value of an operation point of the motor in a power running area based on at least one of the battery residual amount, the battery temperature, and the battery deterioration degree; and a step for changing the maximum value of the operation point of the motor in a regenerative area so that the maximum value of the operation point of the motor at a boundary between the regenerative area and the power running area is maintained continuously, based on the maximum value of the operation point of the motor in the power running area.

Description

  The present invention relates to an inverted moving body control method, and more particularly to a technique for controlling a motor by using battery power.

  As disclosed in Patent Document 1, an inverted moving body for carrying a human being is disclosed. Such an inverted moving body is equipped with a battery and moves by rotating a wheel by driving a motor using electric power supplied from the battery.

JP 2010-149576

  As described above, the applicant of the present application has found a problem described below in an inverted mobile body that is equipped with a battery and moves using the power of the battery. The problem will be described below. In addition, the content demonstrated below is the content which the applicant of this application examined newly, and does not demonstrate a prior art.

  The applicant of the present application has reduced the size of the battery (for example, a cell) as a technique for realizing a reduction in size and weight of an inverted moving body that is mounted with a battery and moves by driving a motor using the power of the battery. To reduce the number of serial or parallel). However, if the battery is downsized, the output performance of the battery will be reduced accordingly.

  Here, there is a problem that the output performance of the battery is deteriorated depending on usage conditions such as the temperature, the remaining amount, and the deterioration degree of the battery. This is not a problem for an inverted moving body that has a large battery and controls with sufficient power, but to make it smaller and lighter, the battery can be made smaller and electrically This is a problem for an inverted mobile body that does not have sufficient capacity.

  First, when the battery is downsized, the battery does not have sufficient electrical capacity. Therefore, if the output performance of the battery decreases due to fluctuations in usage conditions, as shown in FIG. Will also decrease. The reason is that the battery has an internal resistance, and the more the current is drawn from the battery to drive the motor with a larger motor output, the lower the output voltage of the battery is. In other words, if the motor output is increased while the output performance (output voltage) of the battery is reduced due to fluctuations in usage conditions, the output voltage of the battery will drop to a very low level by drawing a larger current. End up. As a result, there is a problem that the voltage required for the operation is not supplied to the ECU that controls the driving of the motor, and the ECU stops operating (system stops).

  As a method for solving such a problem, a method of limiting the motor output so that the operating point of the motor falls within the output possible region according to the change of the output possible region is conceivable. However, if this method is adopted, the following problem occurs.

  First, avoiding the stop of the operation of the ECU can be achieved by limiting the motor output so that the operating point of the motor falls within the output possible region in the power running region. On the other hand, in the regenerative region, since the operating point of the motor changes in principle due to external force, it is not necessary to limit the motor output in order to avoid stopping the operation of the ECU. However, it is necessary to provide and control the motor output so that the operating point of the motor is within the range that can be taken by the original performance of the motor. That is, in the power running region, it is necessary to limit the region taken by the operating point according to the output performance of the battery. In addition, it is necessary to limit the region taken by the operating point according to the consumption characteristics of the regenerative power mounted on the inverted mobile body, such as battery charging performance or discharge performance due to regenerative resistance.

  However, although the motor performance slightly varies depending on the temperature or the like, the output characteristics of the battery greatly vary depending on the temperature, remaining amount, deterioration degree, and the like of the battery. In other words, the change amount of the region that can be taken by the operation point in the power running region is larger than the change amount of the region that can be taken by the operation point in the regeneration region. As a result, as shown in FIG. 13, there is a problem that a gap (discontinuous point) is generated in a region where the operating point of the motor can take between the regeneration region and the power running region. If the operating point of the motor enters the gap region during the operation in the regeneration region, the motor cannot escape from the gap to the powering region side. That is, in this case, there is a problem that the smooth operation of the inverted moving body is hindered.

  The present invention has been made based on the above-described knowledge, and an object of the present invention is to provide a method for controlling an inverted moving body that can maintain a smooth operation of the inverted moving body.

  An inverted moving body control method according to a first aspect of the present invention is an inverted moving body control method in which an inverted moving body is driven by driving a motor with electric power supplied from a battery, and the remaining amount of the battery Detecting at least one of temperature, deterioration, and estimating the maximum value of the operating point of the motor in the powering region based on at least one of the remaining amount of battery, temperature, and deterioration And the maximum value of the operating point of the motor in the regeneration region so that the maximum value of the operating point of the motor is continuous at the boundary between the regeneration region and the powering region based on the maximum value of the operating point of the motor in the powering region. And a step of varying.

  According to each aspect of the present invention described above, it is possible to provide an inverted moving body control method capable of maintaining a smooth operation of the inverted moving body.

It is a figure which shows the external structure of the inverted moving body which concerns on embodiment. It is a block diagram which shows the internal structure of the inverted moving body which concerns on embodiment. It is a figure which shows the open end voltage characteristic of a battery. It is a figure which shows the internal resistance characteristic of a battery. It is a figure which shows the battery model of a battery, and the supply voltage by it. It is a figure which shows the output characteristic of the motor which concerns on embodiment. It is a figure which shows the area | region which can take the operating point in the regeneration area | region which concerns on embodiment It is a flowchart which shows the gap removal process of the inverted moving body which concerns on embodiment. It is a figure which shows the area | region which can take the operating point in the regeneration area | region which concerns on other embodiment. It is a figure which shows the area | region which can take the operating point in the regeneration area | region which concerns on other embodiment. It is a figure which shows the area | region which can take the operating point in the regeneration area | region which concerns on other embodiment. It is a figure which shows the output characteristic of a motor. It is a figure which shows the motor characteristic in case a gap arises between a regeneration area | region and a power running area | region.

  Hereinafter, preferred embodiments of the present invention will be described with reference to the drawings. Specific numerical values and the like shown in the following embodiments are merely examples for facilitating understanding of the invention, and are not limited thereto unless otherwise specified. In the following description and drawings, matters obvious to those skilled in the art are omitted or simplified as appropriate for the sake of clarity.

<Embodiment of the Invention>
With reference to FIG. 1, the external structure of the inverted moving body 1 according to the present embodiment will be described. FIG. 1 is a diagram showing an external configuration of an inverted moving body 1 according to the present embodiment.

  The inverted moving body 1 is configured so that the passenger who has gripped the handle 4 and has boarded the step cover 3 applies a load in the front-rear direction of the inverted moving body 1. The attitude angle (pitch angle) is detected using a sensor. Then, based on this detection result, the inverted moving body 1 drives a motor that rotates the left and right wheels 2 so as to maintain the inverted state of the inverted moving body 1. That is, the inverted moving body 1 maintains the inverted state of the inverted moving body 1 when a passenger who has boarded the step cover 3 applies a load forward to tilt the inverted moving body 1 forward. The left and right wheels are accelerated so that when the occupant inclines backward by tilting the inverted mobile body 1 by applying a load backward, the inverted mobile body 1 is accelerated backward so as to maintain the inverted state. The motor which rotates 2 is driven.

  Then, with reference to FIG. 2, the internal structure of the inverted mobile body 1 which concerns on this Embodiment is demonstrated. FIG. 2 is a block diagram showing an internal configuration of the inverted moving body 1 according to the present embodiment.

  The inverted moving body 1 includes ECUs (Electronic Control Units) 11 and 12, motors 13 and 14, rotation angle sensors 15 to 18, batteries 19 and 20, current sensors 21 to 24, and gyro sensors 25 and 26.

  The inverted mobile unit 1 has a duplex (redundant) control system of the control system of the 0 system and the control system of the 1 system in order to ensure the stability of the control of the inverted mobile body 1. System. That is, the 0-system control system and the 1-system control system have the same configuration, and the operation of the components is also the same. Therefore, in principle, the 0-system ECU 11 and the 1-system ECU 12 control the inverted mobile body 1 in synchronization (with the same control content). The 0-system control system includes an ECU 11, rotation angle sensors 15 and 16, a battery 19, current sensors 21 and 22, and a gyro sensor 25. The first control system includes an ECU 12, rotation angle sensors 17 and 18, a battery 20, current sensors 23 and 24, and a gyro sensor 26. In the embodiment of the present invention, the case of a dual system will be described, but the present invention can also be applied to a simple single system or a triple system or more.

  Each of the ECUs 11 and 12 is based on the angular velocity signal around the pitch axis output from each of the gyro sensors 25 and 26, and as described above, the motors 13 and 14 maintain the inverted state of the inverted mobile body 1 as described above. To control. Each of the ECUs 11 and 12 has a CPU (Central Processing Unit) and a storage unit, and executes processing as each of the ECUs 11 and 12 in the present embodiment by executing a program stored in the storage unit. That is, the program stored in each storage part of ECU11, 12 contains the code | cord | chord for making CPU perform the process in each of ECU11,12 in this Embodiment. The storage unit includes, for example, an arbitrary storage device that can store the program and various types of information used for processing in the CPU. As the storage device, for example, at least one or more arbitrary storage devices such as a memory and a hard disk may be used.

  The ECU 11 calculates a command value for controlling the motor 13 and performs PWM (Pulse Width Modulation) control of the motor 13 based on the calculated command value. Specifically, the ECU 11 includes an inverter (not shown). The inverter 11 generates a drive current based on a command value for the motor 13 from the current supplied from the battery 19 and supplies the drive current to the motor 13. To do. Further, the ECU 11 calculates a command value for controlling the motor 14 and performs PWM control of the motor 14 based on the calculated command value. Specifically, the ECU 11 has an inverter. The inverter 11 generates a drive current based on a command value for the motor 14 from the current supplied from the battery 19 and supplies the drive current to the motor 14.

  The ECU 12 calculates a command value for controlling the motor 13, and performs PWM control of the motor 13 based on the calculated command value. Specifically, the ECU 12 has an inverter (not shown). The inverter 12 generates a drive current based on a command value for the motor 13 from the current supplied from the battery 20 and supplies the drive current to the motor 13. To do. Moreover, ECU12 calculates the command value which controls the motor 14, and performs PWM control of the motor 14 based on the calculated command value. Specifically, the ECU 12 includes an inverter. The inverter 12 generates a drive current based on a command value for the motor 14 from the power supplied from the battery 20 and supplies the drive current to the motor 14.

  With this operation, current is drawn from each of the batteries 19 and 20 by the ECUs 11 and 12 and supplied to the motors 13 and 14 as drive current.

  Here, each of the ECUs 11 and 12 integrates the angular velocity (pitch angular velocity) around the pitch axis of the inverted movable body 1 indicated by the angular velocity signal output from each of the gyro sensors 25 and 26, thereby inverting the movable body 1. Is calculated, and a command value for controlling the motors 13 and 14 is generated so as to maintain the inverted moving body 1 in an inverted state based on the calculated attitude angle.

  Further, each of the ECUs 11 and 12 generates a command value so as to feedback-control the motor 13 based on a rotation angle signal indicating the rotation angle of the motor 13 output from each of the rotation angle sensors 15 and 17. Further, each of the ECUs 11 and 12 generates a command value so as to feedback-control the motor 14 based on a rotation angle signal indicating the rotation angle of the motor 14 output from each of the rotation angle sensors 16 and 18.

  Each of the motors 13 and 14 is a double winding motor. The motor 13 is driven by a drive current supplied from the ECU 11 and the ECU 12. By driving the motor 13, for example, the left wheel 2 of the inverted moving body 1 rotates. The motor 14 is driven by a drive current supplied from the ECU 11 and the ECU 12. By driving the motor 14, for example, the right wheel 2 of the inverted moving body 1 rotates.

  The rotation angle sensor 15 detects the rotation angle of the motor 13, generates a rotation angle signal indicating the detected rotation angle, and outputs the rotation angle signal to the ECU 11. The rotation angle sensor 16 detects the rotation angle of the motor 14, generates a rotation angle signal indicating the detected rotation angle, and outputs the rotation angle signal to the ECU 11. The rotation angle sensor 17 detects the rotation angle of the motor 13, generates a rotation angle signal indicating the detected rotation angle, and outputs the rotation angle signal to the ECU 12. The rotation angle sensor 18 detects the rotation angle of the motor 14, generates a rotation angle signal indicating the detected rotation angle, and outputs the rotation angle signal to the ECU 12. As the rotation angle sensors 15 to 18, for example, an arbitrary sensor among sensors capable of detecting the rotation angle of the motors 13 and 14 such as an encoder and a resolver may be used.

  The ECU 11 calculates the rotation speed of the motor 13 based on the rotation angle indicated by the rotation angle signal output from the rotation angle sensor 15, and the motor 14 based on the rotation angle indicated by the rotation angle signal output from the rotation angle sensor 16. The number of rotations is calculated. The ECU 12 calculates the rotation speed of the motor 13 based on the rotation angle indicated by the rotation angle signal output from the rotation angle sensor 17, and based on the rotation angle indicated by the rotation angle signal output from the rotation angle sensor 18. The number of rotations is calculated.

  The current sensor 21 detects a drive current supplied from the ECU 11 to the motor 13, generates a current amount signal indicating the detected amount of drive current, and outputs the current amount signal to the ECU 11. The current sensor 22 detects a drive current supplied from the ECU 11 to the motor 14, generates a current amount signal indicating the detected amount of drive current, and outputs the current amount signal to the ECU 11. The current sensor 23 detects the drive current supplied from the ECU 12 to the motor 13, generates a current amount signal indicating the detected amount of drive current, and outputs the current amount signal to the ECU 12. The current sensor 24 detects a drive current supplied from the ECU 12 to the motor 14, generates a current amount signal indicating the detected amount of drive current, and outputs the current amount signal to the ECU 12.

  In general, the motor output torque is proportional to the drive current. Therefore, the ECU 11 calculates the output torque of the motor 13 based on the current amount of the drive current indicated by the current amount signal output from the current sensor 21, and the current of the drive current indicated by the current amount signal output from the current sensor 22. Each output torque of the motor 14 is calculated based on the amount. Further, the ECU 12 calculates the output torque of the motor 13 based on the current amount of the drive current indicated by the current amount signal output from the current sensor 23, and the current of the drive current indicated by the current amount signal output from the current sensor 24. Each output torque of the motor 14 is calculated based on the amount.

  Here, the calculation method of the output torque of the motors 13 and 14 is not limited to this. For example, the ECUs 11 and 12 may calculate the output torque from the command value. Further, a torque sensor for detecting the torque of each of the motors 13 and 14 is provided for each of the motors 13 and 14, and the ECUs 11 and 12 output the torques of the motors 13 and 14 detected by the torque sensors. You may make it recognize as a torque.

  Each of the gyro sensors 25, 26 is an angular velocity (around the pitch axis) with respect to the front-rear direction of the inverted mobile body 1 when a passenger applies a load to the step cover 3 in the front-rear direction of the inverted mobile body 1. Are detected, and angular velocity signals indicating the detected angular velocities are output to the ECUs 11 and 12, respectively.

  The battery 19 supplies power necessary for the operation to each device of the 0-system control system. That is, as described above, this electric power is used for the operation of the ECU 11 and the generation of a drive current for driving the motors 13 and 14 by the ECU 11. In addition, although illustration of connection relation is omitted, this electric power is also supplied to devices that require electric power other than the ECU 11, such as the rotation angle sensors 15 and 16 and the gyro sensor 25.

  Further, the battery 19 generates a remaining amount signal indicating the remaining amount of the battery 19 (for example, SOC: State Of Charge), and outputs the remaining amount signal to the ECU 11 via an SM (System Management Bus) bus. The battery 19 includes a temperature sensor (not shown), generates a temperature signal indicating the temperature of the battery 19 monitored by the temperature sensor, and outputs the temperature signal to the ECU 11 via the SM bus. Further, the battery 19 generates a deterioration level signal indicating the deterioration level of the battery 19 and outputs it to the ECU 11 via the SM bus.

  The battery 20 supplies power necessary for the operation to each device of the 1-system control system. That is, as described above, this electric power is used for the operation of the ECU 12 and the generation of the drive current for driving the motors 13 and 14 by the ECU 12. In addition, although the illustration of the connection relationship is omitted, this electric power is also supplied to devices that require electric power other than the ECU 11, such as the rotation angle sensors 17 and 18 and the gyro sensor 26.

  Further, the battery 20 generates a remaining amount signal indicating the remaining amount of the battery 20 (for example, SOC: State Of Charge), and outputs the remaining amount signal to the ECU 12 via an SM (System Management Bus) bus. The battery 20 has a temperature sensor (not shown), generates a temperature signal indicating the temperature of the battery 20 monitored by the temperature sensor, and outputs the temperature signal to the ECU 12 via the SM bus. Further, the battery 20 generates a deterioration level signal indicating the deterioration level of the battery 20 and outputs it to the ECU 12 via the SM bus.

  Here, the batteries 19 and 20 have a CPU (not shown), and the CPU calculates the remaining amount and the degree of deterioration and controls the generation and output of signals as described above. The remaining amount and the degree of deterioration may be calculated by any known method. For example, the remaining amount of the batteries 19 and 20 may be determined by a clone counter method.

  In the present embodiment, even if the output performance of the batteries 19 and 20 is reduced due to changes in the usage conditions (temperature, remaining amount and deterioration degree of the batteries 19 and 20), the battery 19 By limiting the output (output torque and rotation speed) of the motors 13 and 14 so as to be permitted by the output performance of 20, the output voltage of the batteries 19 and 20 and the operation stop of the ECUs 11 and 12 due to this are suppressed. To do. In the present embodiment, even if the output performance of the motors 13 and 14 in the powering region is limited as the output performance of the batteries 19 and 20 decreases, the gap with the regeneration region is eliminated. Smooth operation of the inverted moving body 1 is realized.

  Next, output suppression control by the inverted moving body 1 according to the present embodiment will be described with reference to FIGS. FIG. 3 is a diagram illustrating open-circuit voltage characteristics of the batteries 19 and 20. FIG. 4 is a diagram showing the internal resistance characteristics of the batteries 19 and 20. FIG. 5 is a diagram showing the battery models of the batteries 19 and 20 and the supply voltage thereby. FIG. 6 is a diagram illustrating output characteristics of the motors 13 and 14.

  As shown in FIG. 3, the battery generally has a lower open-circuit voltage Vb as the remaining battery level decreases, and the open-circuit voltage Vb increases as the remaining battery level increases. As shown in FIG. 4, the battery generally has an internal resistance Rb that increases as the remaining amount of the battery decreases, and decreases as the battery remaining amount increases. As shown in FIG. 4, the battery generally has an internal resistance Rb that increases as the temperature of the battery decreases, and decreases as the temperature of the battery increases. In general, the battery has a higher internal resistance Rb as the battery deteriorates, and the internal resistance Rb decreases as the battery does not deteriorate.

  Here, the battery can be modeled as shown in FIG. Therefore, based on this model, the voltages (respective output voltages of the batteries 19 and 20) Vin supplied from the batteries 19 and 20 to the 0-system control system and the 1-system control system, respectively, are shown in FIG. As also shown, it can be calculated by the following equation (1).

  Supply voltage Vin = battery open end voltage Vb−battery internal resistance Rb × supply current I (1)

  That is, by subtracting the value obtained by multiplying the internal resistance Rb of the battery 19 and the current (output current of the battery 19) I supplied to the 0-system control system from the open-circuit voltage Vb of the battery 19, the 0-system control is performed. The voltage Vin supplied to the system can be calculated. Further, by subtracting a value obtained by multiplying the internal resistance Rb of the battery 20 and the current (output current of the battery 20) I supplied to the control system 1 from the open-circuit voltage Vb of the battery 20, the control of the 1 system The voltage Vin supplied to the system can be calculated.

  Further, according to Expression (1), it can be seen that as the open circuit voltage Vb of each of the batteries 19 and 20 decreases, the voltage Vin supplied to each of the 0-system and 1-system control systems also decreases. Further, according to the expression (1), it can be seen that as the internal resistance Rb of each of the batteries 19 and 20 increases, the voltage Vin supplied to each of the 0-system and 1-system control systems also decreases. In other words, in consideration of the characteristics shown in FIGS. 3 and 4, the voltage Vin supplied to each of the 0-system and 1-system control systems decreases as the remaining amount of each of the batteries 19 and 20 decreases. become. Further, as the temperature of each of the batteries 19 and 20 decreases, the voltage Vin supplied to each of the 0-system and 1-system control systems also decreases. Further, as the deterioration of each of the batteries 19 and 20 progresses, the voltage Vin supplied to each of the 0-system and 1-system control systems also decreases.

  Therefore, as the remaining amount of each of the batteries 19 and 20 decreases, the output possible area of the motors 13 and 14 decreases as shown in FIG. Further, as the temperature of each of the batteries 19 and 20 decreases, the output possible area of the motors 13 and 14 decreases as shown in FIG. Further, as the deterioration of each of the batteries 19 and 20 progresses, the output possible area of the motors 13 and 14 decreases as shown in FIG. In other words, the output possible area of the motors 13 and 14 can be estimated from the remaining amount, temperature, and deterioration degree of the batteries 19 and 20. Here, the output possible region is a range in which the operating points of the motors 13 and 14 can be taken without causing a decrease in the output of the batteries 19 and 20 such that the ECUs 11 and 12 stop operating. The operating points of the motors 13 and 14 correspond to points plotted in the coordinate system when one axis is the output torque and the other axis is the rotation speed. Therefore, when the output possible area of the motors 13 and 14 is decreasing, the ECUs 11 and 12 are driven from the batteries 19 and 20 so that the operating points of the motors 13 and 14 are positioned in the output possible area accordingly. It is necessary to limit the amount of current drawn to generate.

  Therefore, in the present embodiment, each of the ECUs 11 and 12 is based on the remaining amount, temperature, and degree of deterioration of each of the batteries 19 and 20, and the output of the motor (output torque and rotation speed) is within an output possible region. Thus, in order to generate a drive current for the motors 13 and 14, the amount of current drawn from the batteries 19 and 20 is limited. Hereinafter, the method will be described more specifically with reference to FIG.

  In order to suppress the operation stop of the ECUs 11 and 12 due to the voltage drop of the batteries 19 and 20, the supply voltage Vin from the batteries 19 and 20 should not be a voltage at which the ECUs 11 and 12 stop operating. In other words, it is only necessary to prevent the ECUs 11 and 12 from becoming lower than the lowest voltage (hereinafter also referred to as “limit voltage”) among the operable voltages. For example, the limit voltage may be determined in advance according to the specifications of the ECUs 11 and 12, the measurement result in advance, or the like.

  Therefore, when the operating points of the motors 13 and 14 exceed the output possible region (when the supply voltage Vin from the batteries 19 and 20 is less than the limit voltage), the ECUs 11 and 12 ), The amount of current drawn to generate the drive current from the batteries 19 and 20 is limited so that the supply voltage Vin from the batteries 19 and 20 does not become less than the limit voltage. That is, the ECUs 11 and 12 limit the current I supplied from the batteries 19 and 20 so that the supply voltage Vin from the batteries 19 and 20 becomes the limit voltage.

  Here, as described above, the output possible region can be estimated from the remaining amount of the batteries 19 and 20, the temperature, and the degree of deterioration. Therefore, the ECUs 11 and 12 estimate the output possible area based on the remaining amount of the batteries 19 and 20, the temperature, and the degree of deterioration, and determine whether the operating points of the motors 13 and 14 exceed the output possible area. It may be determined. That is, the ECUs 11 and 12 appropriately update and recognize the output possible region according to changes in the remaining amount of the batteries 19 and 20, the temperature, and the degree of deterioration. As described above, the output torque is calculated from the current amount of the drive current indicated by the current amount signals output from the current sensors 21 to 24, and the rotation speed is determined by the rotation angle signals output from the rotation angle sensors 15 to 18. It is calculated from the indicated rotation angle.

  The determination as to whether or not the operating point of the motors 13 and 14 exceeds the output possible region may be realized by any specific method. For example, in each storage unit of the ECUs 11 and 12, the maximum value of the output torque in the output possible region at the number of rotations is determined from the remaining amount of the batteries 19 and 20, the temperature and the deterioration degree, and the number of rotations of the motors 13 and 14. Information that can be derived (tables, calculation formulas, etc.) is stored in advance, and the ECUs 11 and 12 derive the maximum value of the output torque using the information, and the output torques of the motors 13 and 14 are It may be determined whether or not the maximum value is exceeded.

  The ECUs 11 and 12 apply the limit voltage to the “supply voltage Vin” in the equation (1), and set the “open end voltage Vb” to the open end of the current batteries 19 and 20 estimated from the remaining amount of the batteries 19 and 20. The current I is calculated by applying the voltage Vb and applying the current internal resistance Rb of the batteries 19 and 20 estimated from the remaining amount of the batteries 19 and 20, the temperature, and the degree of deterioration to the “internal resistance Rb”. The calculated current I is a current amount in which the supply voltage Vin from the batteries 19 and 20 does not become less than the limit voltage (the supply voltage Vin from the batteries 19 and 20 becomes the limit voltage). Then, the ECUs 11 and 12 limit the amount of current drawn to generate the drive current from the batteries 19 and 20 so that the current I supplied from the batteries 19 and 20 becomes the calculated current I.

  For example, in each of the storage units of the ECUs 11 and 12, information (tables, calculation formulas, and the like) that can derive a command value that becomes the calculated current I from the current I supplied from the batteries 19 and 20 from the calculated current I. ) In advance, and the ECUs 11 and 12 may use the information to derive the command value from the calculated current I. In other words, this information prevents the supply voltage Vin from the batteries 19 and 20 from being less than the limit voltage by drawing a current for generating a drive current from the batteries 19 and 20 based on the derived command value. It is assumed that the command value that can be used is calculated. Further, the input to this information is not limited to the calculated current I, and further, by adding the rotational speed of the motors 13 and 14, a command value that becomes the current I considering the back electromotive voltage with respect to the rotational speeds of the motors 13 and 14. May be calculated.

  The estimation of the current open-circuit voltage Vb of the batteries 19 and 20 from the remaining amount of the batteries 19 and 20 is the battery indicated by the remaining amount signals output from the batteries 19 and 20 in the storage units of the ECUs 11 and 12, respectively. Information (tables, calculation formulas, etc.) that can derive the open-circuit voltage Vb of the batteries 19 and 20 at that time is stored in advance from the remaining amounts of 19 and 20, and the ECUs 11 and 12 store the information. The open end voltage Vb may be derived from the remaining amount by using it.

  In addition, the estimation of the current internal resistance Rb of the batteries 19 and 20 from the remaining amount of the batteries 19 and 20, the temperature, and the degree of deterioration is also performed in the storage units of the ECUs 11 and 12. Information that can derive the internal resistance Rb of the batteries 19 and 20 at that time from the remaining amount, temperature, and degree of deterioration of the batteries 19 and 20 indicated by the quantity signal, the temperature signal, and the deterioration level signal (table and The calculation formula etc. may be stored in advance, and the ECUs 11 and 12 may use the information to derive the remaining amount, the temperature, the degree of deterioration, or the internal resistance Rb.

  Note that the information stored in these storage units may be created by measuring the correspondence in the information in advance.

  In the present embodiment, as described above, the output suppression control is performed in the powering region, so that the current consumption of the batteries 19 and 20 for driving the motors 13 and 14 is within an allowable range corresponding to the output possible region. It can be reduced to the inside. Therefore, the output voltage drop of the batteries 19 and 20 can be suppressed, and the continuity of the inversion control can be improved. However, when this output suppression control is performed, as described with reference to FIG. 13, a gap is generated between the regeneration region and the powering region. Therefore, in this embodiment, the gap is eliminated by the method described below.

  Next, with reference to FIG. 7, a gap elimination method for the inverted moving body 1 according to the present embodiment will be described. FIG. 7 is a diagram illustrating a regeneration region at the time of gap elimination by the gap elimination method according to the present embodiment.

  As shown in FIG. 7, at the boundary between the regeneration region and the power running region, the gap is limited by limiting the maximum value of the region that the operating point can take in the regeneration region to the maximum value of the region that the operating point can take in the power running region. Eliminate. 7 is a diagram in which only the upper part of FIG. 13 is cut out. Further, as shown in FIG. 7, the region where the operating point can be taken in the powering region (output possible region) has a maximum value at the intersection of the TN line corresponding to the output performance of the batteries 19 and 20 and the axis of the torque, As shown in FIG. 12, the torque is not limited below a certain value below the TN line on the low rotational speed side. Originally, from the viewpoint of motor protection, it is preferable to limit the torque at a position lower than the TN line on the low rotation speed side, but in the present embodiment, the range in which the transition from the regeneration region to the powering region is possible. In this way, the region where the operating point can take in the powering region (output possible region) is determined in this way.

  As described above, the output possible region can be estimated from the remaining amount of the batteries 19 and 20, the temperature, and the degree of deterioration. Therefore, the ECUs 11 and 12 are based on the remaining amount of the batteries 19 and 20, the temperature, and the degree of deterioration. , The intersection point with the torque axis).

  The ECUs 11 and 12 apply the limit voltage to the “supply voltage Vin” in the equation (1), and set the “open end voltage Vb” to the open end of the current batteries 19 and 20 estimated from the remaining amount of the batteries 19 and 20. The current I is calculated by applying the voltage Vb and applying the current internal resistance Rb of the batteries 19 and 20 estimated from the remaining amount of the batteries 19 and 20, the temperature, and the degree of deterioration to the “internal resistance Rb”. The calculation method of the open-circuit voltage Vb and the internal resistance Rb is as described above. The calculated current I is a current amount at which the operating points of the motors 13 and 14 are located on the TN line corresponding to the output performance of the batteries 19 and 20.

  Here, the rotation speed and output torque of the motors 13 and 14 depend on the amount of current drawn to generate the drive current. The current I supplied from the batteries 19 and 20 depends on the amount of current drawn to generate the drive current. Considering these, the current I supplied from the batteries 19 and 20 can be estimated from the rotation speed and output torque of the motors 13 and 14. In other words, the output torque of the motors 13 and 14 can be estimated from the current I supplied from the batteries 19 and 20 and the rotational speeds of the motors 13 and 14. Therefore, the maximum value of the output torque can be estimated as the maximum value of the operating point in the power running region from the calculated current I and the rotation speed set to zero.

  For example, in each of the storage units of the ECUs 11 and 12, information (tables, calculation formulas, etc.) that can derive the output torque in the case of the rotational speed 0 from the calculated current I is stored in advance. , 12 may be derived from the current I calculated by using the information, and the output torque in the case of the rotational speed 0 is derived. As can be seen from FIGS. 7 and 13, the output torque in the case of the rotational speed 0 is the maximum value of the region that the operating point of the power running region can take at the boundary between the regeneration region and the power running region. Note that the information stored in the storage unit may be created by measuring the correspondence in the information in advance.

  The ECUs 11 and 12 limit the operating points of the motors 13 and 14 in the regeneration region at the boundary between the regeneration region and the powering region so that the maximum value of the operating point in the powering region calculated in this way is obtained. According to this, the operating points of the motors 13 and 14 become continuous at the boundary between the regeneration region and the power running region, and the gap can be eliminated.

  In addition, what is necessary is just to perform the limiting method about the operating point of the motors 13 and 14 in a specific regeneration area | region. For example, when the ECUs 11 and 12 are operating in the regeneration region, the torque calculated based on the current amount of the line current indicated by the current amount signals output from the current sensors 21 to 24 exceeds the above maximum value. In addition, the motors 13 and 14 may be driven so as to reduce the torque.

  Subsequently, with reference to FIG. 8, the gap elimination processing of the inverted moving body 1 according to the present embodiment will be described. FIG. 8 is a flowchart showing the gap elimination processing of the inverted moving body 1 according to the present embodiment. In the following, the processing in the ECU 11 will be described as an example, but the same processing is also performed in the ECU 12. Since it is obvious that the process in the ECU 12 is the same process, the description thereof is omitted. For example, in the following description, the ECU 11 and the battery 19 are replaced with the ECU 12 and the battery 20.

  The ECU 11 estimates the maximum value of the operating point in the power running area at the boundary between the regeneration area and the power running area from the monitoring results of the remaining amount, temperature, and deterioration level of the battery 19 (S1). Specifically, the ECU 11 recognizes the remaining amount indicated by the remaining amount signal output from the battery 19 as the remaining amount of the battery 19. Further, the ECU 11 recognizes the temperature indicated by the temperature signal output from the battery 19 as the temperature of the battery 19. Further, the ECU 11 recognizes the deterioration level indicated by the deterioration level signal output from the battery 19 as the deterioration level of the battery 19. Then, the ECU 11 calculates the maximum value that the operating point can take in the powering region as described above, based on the remaining amount, the temperature, and the degree of deterioration.

  The ECU 11 uses the calculated maximum value of the operating point in the powering region to vary the limit of the operating point in the regeneration region (S2). That is, as described above, the ECU 11 determines the maximum value of the region that can be taken by the operating points of the motors 13 and 14 in the regeneration region at the boundary between the regeneration region and the powering region as the calculated maximum value of the operating point in the powering region. To do.

  The ECU 11 starts controlling the motors 13 and 14 according to the determination in step S2 (S3). That is, the ECU 11 reduces the torque of the motors 13 and 14 by driving the motors 13 and 14 so that the operating point of the motors 13 and 14 is equal to or less than the determined maximum value in the operation in the regeneration region.

  In the above description, the case has been described where the maximum value of the operating point of the regenerative region is higher than the maximum value of the operating point of the powering region at the boundary between the regenerative region and the powering region. When the batteries 19 and 20 are hot), a reverse phenomenon occurs. In that case, the maximum value of the operating point of the powering region may be limited to the maximum value of the operating point of the regeneration region at the boundary between the regeneration region and the powering region in the same manner as in the above processing.

  As described above, in the present embodiment, the maximum value of the operating points of the motors 13 and 14 in the power running region is estimated based on at least one of the remaining amount of the batteries 19 and 20, the temperature, and the degree of deterioration. Based on the maximum value of the operating points of the motors 13 and 14 in the estimated powering region, the motors 13 and 14 in the regeneration region are arranged such that the maximum values of the operating points of the motors 13 and 14 are continuous at the boundary between the regeneration region and the powering region. The maximum value of the 14 operating points is varied.

  According to this, since the gap at the boundary between the regeneration region and the powering region is eliminated, the smooth operation of the inverted moving body 1 can be maintained.

<Other embodiments of the invention>
In the above-described embodiment, the region that the operating point can take in the regeneration region is limited to be equal to or less than a certain value that is the maximum value of the operating point in the powering region even at a position other than the boundary between the regeneration region and the powering region. However, it is not limited to this. For example, as shown in FIG. 9, the region where the operating point can be taken in the regeneration region may be equal to or less than each operating point corresponding to a line obtained by extending the TN line from the powering region. Further, as shown in FIGS. 10 and 11, in a region where the operating point can be taken in the regeneration region, a range varied based on the maximum value of the operating point in the powering region may form a curve. Further, when forming a curve, as shown in FIG. 10, the torques at the operating points at both ends thereof may be the same, and as shown in FIG. 11, the torques at the operating points at both ends thereof are different. Also good. That is, if the maximum value of the region that can be taken by the operating points of the motors 13 and 14 continues at the boundary between the regeneration region and the powering region, the range is varied based on the maximum value of the operating point of the powering region. The maximum value of the torque according to the change in the rotational speed in the regeneration region is not constant and may be changed arbitrarily.

  Note that the present invention is not limited to the above-described embodiment, and can be modified as appropriate without departing from the spirit of the present invention.

  In the above embodiment, the example in which the control system is duplicated into the 0 system and the 1 system has been described, but the present invention is not limited to this. The control system may not be multiplexed and may be multiplexed more than triple.

  In the above embodiment, the maximum values of the operating points of the internal resistance Rb of the batteries 19 and 20, the output possible region of the motors 13 and 14, and the power running region are estimated based on all of the remaining amount, temperature, and deterioration degree. However, it may be estimated from at least one of the remaining amount, the temperature, and the degree of deterioration. However, it is preferable to estimate the internal resistance Rb and the output possible region by using all of the remaining amount, the temperature, and the degree of deterioration, as in the above-described embodiment, and thereby estimate them with higher accuracy. Can do.

DESCRIPTION OF SYMBOLS 1 Inverted type mobile body 2 Wheel 3 Step cover 4 Handle 11, 12 ECU
13, 14 Motor 15, 16, 17, 18 Rotation angle sensor 19, 20 Battery 21, 22, 23, 24 Current sensor 25, 26 Gyro sensor

Claims (1)

A method for controlling an inverted moving body that moves in an inverted manner by driving a motor with electric power supplied from a battery,
Detecting at least one of the remaining battery level, temperature, and degree of deterioration;
Estimating a maximum value of the operating point of the motor in the power running region based on at least one of the remaining amount of battery, temperature, and degree of deterioration;
Based on the maximum value of the motor operating point in the power running region, the maximum value of the motor operating point in the regeneration region is varied so that the maximum value of the motor operating point continues at the boundary between the regeneration region and the power running region. A process of
A method for controlling an inverted moving body comprising:

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