JP2015174457A - Inverted pendulum vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an inverted pendulum vehicle capable of appropriately performing an operation for stopping a mobile portion at a time of occurrence of abnormality.SOLUTION: A controller 50 controlling actuators 31R and 31L driving a mobile portion 5 of an inverted pendulum vehicle 1 includes an abnormal-time deceleration control unit 74 that executes a first deceleration control process for controlling the actuators 31R and 31L so as to decelerate the mobile portion 5 at a relatively small first deceleration degree and then executes a second deceleration control process for controlling the actuators 31R and 31L so as to decelerate the mobile portion 5 at a relatively large second deceleration degree and stop the mobile portion 5 at a time of occurrence of abnormality.

Description

  The present invention relates to an inverted pendulum type vehicle.

  Conventionally, an inverted pendulum type vehicle in which an occupant riding section that is tiltable in the vertical direction is mounted on a base body in which a moving section that can move in all directions on the floor surface and an actuator that drives the moving section is mounted. (For example, refer to Patent Documents 1 and 2).

  In this type of inverted pendulum type vehicle, the posture (inclined state) of the occupant riding section is controlled by controlling the movement of the moving section via an actuator.

Japanese Patent No. 4766031 JP2013-099972A

  If an abnormality such as a failure of a sensor (such as a tilt sensor) that detects the motion state of the inverted pendulum type vehicle occurs, basically, the movement of the moving unit is forcibly stopped. Is considered desirable.

  Therefore, when the abnormality of the vehicle occurs, it can be considered that the moving unit is quickly decelerated and stopped.

  However, while the occupant is on board, it is desirable that the occupant can make advance preparations for preparing the moving unit in a stopped state before the movement of the moving unit is completely stopped. it is conceivable that.

  Then, an object of this invention is to provide the inverted pendulum type vehicle which can perform appropriately the stop operation | movement of a moving part when abnormality arises.

In order to achieve the above object, the inverted pendulum type vehicle of the present invention is assembled with a moving unit that can move in all directions on the floor, an actuator that drives the moving unit, and the moving unit and the actuator. An inverted pendulum type vehicle comprising a base, an occupant riding part assembled to the base so as to be tiltable with respect to a vertical direction, and a control part for controlling the operation of the actuator,
When an abnormality that should stop the movement of the moving unit occurs during the movement of the moving unit, the control unit determines that the moving unit is a relative one of the first deceleration rate and the second deceleration rate that are different from each other. A first deceleration control process for controlling the operation of the actuator so as to decelerate at a small first deceleration rate, and then decelerate and stop the moving unit at a relatively large second deceleration rate. As described above, the present invention includes an abnormal-time deceleration control unit configured to execute a second deceleration control process for controlling the operation of the actuator (first invention).

  In the present invention, “floor” does not mean a floor in a normal sense (such as an indoor floor) but includes an outdoor ground or road surface.

  According to the first aspect of the present invention, when an abnormality that should stop the movement of the moving unit occurs during the movement of the moving unit, the first deceleration control process and the second deceleration control are performed by the abnormal deceleration control unit. Processing is executed sequentially. Thereby, the moving part is decelerated and stopped.

  In this case, the degree of deceleration of the moving unit (first deceleration rate) by the first deceleration control process on the preceding side is the deceleration rate (second deceleration rate) of the moving unit by the second deceleration control process on the following side. Different from each other, the first deceleration rate is relatively smaller than the second deceleration rate. Conversely, the second deceleration rate is relatively larger than the first deceleration rate.

  Note that the first deceleration rate is relatively smaller than the second deceleration rate (the second deceleration rate is relatively larger than the first deceleration rate). Assuming that the first deceleration and the second deceleration are decelerated from the same speed, the first deceleration is decelerated and the second deceleration is decelerated. The time required for the moving speed of the moving part to decay to zero is longer than when the speed is reduced (in other words, the speed is reduced at the first deceleration rate when the deceleration is performed at the second deceleration rate). This means that the time required for the moving speed of the moving unit to decay to zero is shorter than when the above is performed).

  As described above, since the deceleration in the first deceleration control process on the preceding side is relatively small, the moving unit is decelerated relatively slowly in the first deceleration control process. For this reason, when an occupant is on the vehicle, the occupant lands one or both of his / her legs on the floor during the execution of the first deceleration control process before the moving unit stops. In addition, it is possible to easily prepare in advance for a posture in a stopped state of the moving unit.

  And since the said 2nd deceleration control process is performed after execution of a 1st deceleration control process, a passenger | crew can stop the movement of a moving part promptly after preparing a pre-preparation.

  Therefore, according to the first aspect of the present invention, it is possible to appropriately stop the moving unit when an abnormality occurs.

  As one aspect of the first invention, the abnormality deceleration control unit includes an elapsed time after the occurrence of the abnormality and a speed command value of the moving unit sequentially determined in the first deceleration control process. Switching from the first deceleration control process to the second deceleration control process is performed on the condition that a predetermined condition regarding at least one of the two conditions is satisfied. An occupant on the vehicle without touching the floor can land at least one leg on the floor within a period after the occurrence of the abnormality until the predetermined condition is satisfied. It is preferable that the setting is made as described above (second invention).

  According to the second invention, by setting the predetermined condition as described above, a time width of a period for executing the first deceleration control process (a period until switching to the second deceleration control process), Alternatively, when the moving speed of the moving unit realized during the execution of the first deceleration control process is within the execution period of the first deceleration control process, the occupant places at least one leg (one leg or both legs) on the floor surface. It is possible to make it suitable for landing.

  For example, the time width of the period during which the first deceleration control process is executed is not too short, or the moving speed of the moving unit realized during the execution of the first deceleration control process is not too high. can do.

  Therefore, the occupant can make his / her posture ready by landing one leg or both legs on the floor while the first deceleration control process is being executed (before the moving unit is stopped).

  In the second invention, the predetermined condition is preferably a condition relating to both an elapsed time after the occurrence of the abnormality and a speed command value of the moving unit (third invention).

  According to the third aspect of the invention, the period during which the first deceleration control process is executed can be made suitable for the occupant to land at least one leg within the period.

  In the first to third aspects of the invention, as another aspect, an occupant riding in the vehicle without causing both legs to contact the floor during the execution of the first deceleration control process after the occurrence of the abnormality. Further includes a landing estimation unit that estimates whether or not at least one leg has landed on the floor surface, and the abnormal deceleration control unit indicates that the estimation result by the landing estimation unit indicates that the occupant has at least one leg. It is preferable that the first deceleration control process is switched to the second deceleration control process on the assumption that the estimation result indicates that the vehicle has landed on the floor surface (fourth invention). ).

  According to the fourth aspect of the present invention, after the landing estimation unit estimates that the occupant has landed at least one leg on the floor surface, switching from the first deceleration control process to the second deceleration control process is performed. Is called. For this reason, the above switching can be performed after it is estimated that one or both legs of the occupant has actually landed.

  Further, when the fourth invention is combined with the second invention or the third invention, the switching can be performed in a state where the landing state of one or both legs of the occupant is settled.

  In the fourth aspect of the present invention, various methods can be used for the estimation by the landing estimation unit. As an example, when the actuator is an electric motor, the landing estimation unit may employ the following configuration, for example.

  That is, the landing estimation unit is configured to estimate whether or not the occupant has landed at least one leg on the floor surface based on at least an observation value of an energization current of the electric motor (fifth invention). ).

  Here, a state in which the occupant is riding on the vehicle without touching both legs to the floor (hereinafter sometimes referred to as a landing state without landing), and a occupant on the vehicle has at least one leg. Compared with the landing state (hereinafter sometimes referred to as landing state), the landing state without landing is a state where the entire gravity due to the weight of the occupant acts on the vehicle, while the landing state is Is a state in which a part of gravity due to the weight of the occupant acts on the vehicle.

  For this reason, even when the landing state without landing and the riding state with landing have the same movement behavior of the moving unit on the floor, the actual driving force for moving the moving unit is different. The electric motor outputs a driving force corresponding to the energization current.

  Therefore, the landing estimation unit determines whether or not the occupant has landed at least one leg on the floor surface based on the observation value of the energization current of the electric motor (in other words, the occupant's boarding state of the vehicle). However, it is possible to appropriately estimate whether the vehicle is in the landing state or in the landing state. In this case, it is possible to estimate whether or not the occupant has landed at least one leg on the floor without requiring a dedicated sensor for the estimation.

  In the fifth aspect of the invention, the landing estimation unit is based on the observation value of the conduction current of the electric motor and a current command value that is a command value of the conduction current of the electric motor determined by the control unit. More preferably, the occupant is configured to estimate whether or not at least one leg has landed on the floor surface (the sixth invention).

  According to the sixth aspect of the invention, the landing estimating unit takes into account the command value of the electric current of the electric motor in addition to the observed value of the electric current of the electric motor, so that the occupant places at least one leg on the floor. Estimate whether or not the surface has landed. Thereby, it becomes possible to further improve the reliability of the estimation result of the landing estimation unit.

  In the sixth aspect of the invention, more specifically, the landing estimation unit calculates an acceleration / deceleration current component for increasing / decreasing the driving force output from the electric motor, out of the current command value. Preferably, the occupant estimates whether or not the occupant has landed at least one leg based on a reference current value obtained by subtracting a deceleration current component from the observed value of the energization current (a seventh invention). ).

  According to the seventh aspect of the invention, the reference current value obtained by subtracting the acceleration / deceleration current component from the observed value of the energized current corresponds to a value obtained by removing a transient fluctuation component from the observed value of the energized current.

  For this reason, the reference current value indicates whether or not the occupant has landed at least one leg (in other words, whether the occupant is in the landing state with the landing or the riding state without landing). It is easy to make a difference.

  Therefore, by estimating whether or not the occupant has landed at least one leg based on the reference current value, the reliability of the estimation result can be appropriately increased.

  In the present invention, the drive system of the moving unit can employ the following configuration. That is, for example, the driving force that includes the two electric motors and moves the moving unit in a first direction out of a first direction and a second direction that are orthogonal to each other included in the all directions is The driving force generated according to the sum of the driving forces output by the two electric motors and the driving force for moving the moving part in the second direction depends on the difference between the driving forces output by the two electric motors. A power transmission system between the moving unit and the two electric motors is configured to generate.

  When the drive system of the moving unit is configured as described above, generally, the driving force output from each of the two electric motors is converted to the driving force that moves the moving unit in the first direction. Of the driving forces output by the two electric motors, for example, due to the difference between the efficiency and the conversion efficiency into the driving force that moves the moving portion in the second direction, the first of the moving portions. Whether one or both of a component that contributes to movement in the direction of 1 and a component that contributes to movement of the moving part in the second direction have landed at least one leg by the occupant It is easy to make a difference depending on

  Therefore, in the fifth aspect of the present invention, when the drive system of the moving unit is configured as described above, the landing estimating unit determines the set of observed values of the energization currents of the two electric motors as the first set. A first direction reference current value that is a current component that generates a driving force that moves the moving unit in the first direction and a second direction that is a current component that generates a driving force that moves the moving unit in the second direction. A process of converting into a pair with a reference current value is performed, and the occupant places at least one leg on the floor surface based on at least one of the first direction reference current value and the second direction reference current value. It is preferable to be configured to estimate whether or not the vehicle has landed (eighth invention).

  In the sixth aspect of the invention, when the drive system of the moving unit is configured as described above, the landing estimation unit sets a set of observed values of energization currents of the two electric motors as the first set. A first direction current value that is a current component that generates a driving force that moves the moving unit in the direction of 2 and a second direction current value that is a current component that generates a driving force that moves the moving unit in the second direction. A process of converting to a set of, a process of calculating an acceleration / deceleration current component for increasing or decreasing a driving force output from each of the electric motors of the current command values of the two electric motors, A set of the acceleration / deceleration current components of each of the two electric motors is a first direction acceleration / deceleration current value that is a current component that generates a driving force that moves the moving unit in the first direction and the second direction. Move the moving part to The first direction acceleration / deceleration current value is subtracted from the first direction current value, and the first direction acceleration / deceleration current value is subtracted from the first direction current value. The occupant has at least one leg based on at least one of a direction reference current value and a second direction reference current value obtained by subtracting the second direction acceleration / deceleration current value from the second direction current value. It is preferable to be configured to estimate whether or not the vehicle has landed on the floor surface (the ninth invention).

  In the seventh aspect of the invention, when the drive system of the moving unit is configured as described above, the landing estimation unit uses the reference current value set calculated for each of the two electric motors as the first set. A first direction reference current value that is a current component that generates a driving force that moves the moving unit in the first direction and a second direction that is a current component that generates a driving force that moves the moving unit in the second direction. A process of converting into a pair with a reference current value is performed, and the occupant places at least one leg on the floor surface based on at least one of the first direction reference current value and the second direction reference current value. It is preferable to estimate whether or not the landing has been made (tenth invention).

  According to the eighth to tenth aspects, the first direction reference current value corresponding to the driving force for moving the moving unit in the first direction and the driving force for moving the moving unit in the second direction. It is estimated whether or not the occupant has landed at least one leg on the floor surface based on at least one of the second direction reference current values corresponding to.

  For this reason, it becomes possible to perform the said estimation suitably in the said mobile body by which the drive system of the said moving part was comprised as mentioned above, and the reliability of the estimation result can be improved.

  In particular, in the ninth and tenth aspects, the influence of the transient fluctuation component included in the observed value of the energization current does not occur (or hardly occurs) in the first direction reference current value and the second direction reference current value. Therefore, the reliability of the estimation result based on at least one of the first direction reference current value and the second direction reference current value can be suitably enhanced.

  Supplementally, in the eighth to tenth inventions, the landing estimation unit represents, for example, a 1a reference value obtained by smoothing the first direction reference current value and a magnitude of the first direction reference current value. A first b reference value obtained by smoothing the value, a second a reference value obtained by smoothing the second direction reference current value, and a second b reference value obtained by smoothing the magnitude of the second direction reference current value. Can be configured to estimate whether the occupant has landed at least one leg on the floor surface based on any reference value.

  The smoothing is performed by an averaging process such as a moving average or a low-pass characteristic filtering process.

  In the first to tenth inventions described above, the vehicle further includes an occupant boarding estimation unit that estimates whether or not an occupant is boarding the vehicle, and the abnormal-time deceleration control unit is configured to perform the abnormality when the abnormality occurs. The first deceleration control process and the second deceleration control process are sequentially executed on the condition that the estimation result by the occupant boarding estimation unit becomes an estimation result indicating that the occupant is on the vehicle. When the abnormality occurs, if the estimation result by the occupant boarding estimation unit is an estimation result indicating that no occupant is boarding the vehicle, the moving unit is moved more than the first deceleration rate. It is preferable to execute a third deceleration control process for controlling the operation of the actuator so as to decelerate and stop at a large third deceleration rate (the eleventh invention).

  According to the eleventh aspect of the present invention, when the abnormality occurs, when the estimation result by the occupant boarding estimation unit is an estimation result indicating that no occupant is on the vehicle, the first deceleration The control process and the second deceleration control process are not sequentially performed, and the third deceleration control process is performed.

  In this case, in the third deceleration control process, the moving unit is decelerated at a third deceleration rate greater than the first deceleration rate, so that the moving unit quickly decelerates and stops after the occurrence of an abnormality.

  Therefore, according to the eleventh aspect of the present invention, when an abnormality occurs during movement of the moving unit in a situation where no passenger is on the vehicle, the movement of the moving unit can be quickly stopped.

  The third deceleration rate may be different from the second deceleration rate, but may be the same deceleration rate as the second deceleration rate. Further, the third deceleration rate may be a deceleration rate achieved by controlling the actuator so that the speed command value of the moving unit is instantaneously zero.

  In the eleventh aspect, the estimation by the occupant boarding estimation unit may employ various methods. As an example, when the actuator is an electric motor, the landing estimation unit may employ the following configuration, for example.

  That is, the occupant boarding estimation unit is configured to estimate whether or not an occupant is boarding the vehicle based on at least the observed value of the energization current of the electric motor (the twelfth invention).

  Here, in a state where an occupant is in the vehicle (hereinafter sometimes referred to as a “riding state”), gravity due to the weight of the occupant acts on the vehicle, whereas no occupant is in the vehicle. In a state (hereinafter sometimes referred to as an empty vehicle state), gravity due to the weight of the passenger does not act on the vehicle.

  For this reason, even if the boarding state and the empty state are the same, the actual driving force for moving the moving unit is different even if the moving behavior of the moving unit on the floor is the same. The electric motor outputs a driving force corresponding to the energization current.

  Therefore, according to the same principle as the landing estimation unit in the fifth invention, it is appropriately estimated whether or not an occupant is in the vehicle (in other words, whether the vehicle is in the boarding state or the empty vehicle state). Can do. In this case, it is possible to estimate whether or not an occupant is on the vehicle without requiring a dedicated sensor for the estimation.

  In the fifth invention, the riding state estimated by the occupant boarding estimation unit (the state in which the occupant is on the vehicle) is boarded in a predetermined position at a predetermined position of the occupant boarding unit. Not only the state but also the state where the passenger is on the vehicle such that the gravity due to the weight of the passenger acts on the vehicle.

  In the twelfth aspect of the invention, the occupant boarding estimation unit is based on an observation value of the energization current of the electric motor and a current command value that is a command value of the energization current of the electric motor determined by the control unit. It is preferable that the vehicle is configured to estimate whether an occupant is on the vehicle (13th invention).

  According to this thirteenth aspect, the occupant occupancy estimation unit takes into account the command value of the electric motor energization current in addition to the observation value of the electric motor energization current, It is estimated whether or not. Thereby, it becomes possible to further improve the reliability of the estimation result of the passenger boarding estimation unit.

  In the thirteenth aspect of the invention, more specifically, the occupant boarding estimation unit calculates an acceleration / deceleration current component for increasing / decreasing the driving force output from the electric motor in the current command value, It is preferably configured to estimate whether an occupant is on the vehicle based on a reference current value obtained by subtracting the acceleration / deceleration current component from the observed value of the energization current (14th invention). .

  According to this fourteenth aspect, the reference current value obtained by subtracting the acceleration / deceleration current component from the observed value of the energized current corresponds to a value obtained by removing a transient fluctuation component from the observed value of the energized current.

  For this reason, the reference current value is likely to be different depending on whether or not an occupant is on the vehicle (in other words, whether the vehicle is in the boarding state or the empty vehicle state).

  Therefore, by estimating whether or not an occupant is on the vehicle based on the reference current value, it is possible to appropriately increase the reliability of the estimation result.

  Supplementally, the twelfth invention, the thirteenth invention, and the fourteenth invention may employ the same configurations as the eighth invention, the ninth invention, and the tenth invention, respectively.

  That is, in the twelfth aspect of the invention, when the drive system of the moving unit has the same configuration as that of the eighth to tenth aspects of the invention, the occupant boarding estimation unit refers to the first direction described with reference to the eighth aspect of the invention. Based on the current value and the second direction reference current value, it may be configured to estimate whether or not an occupant is on the vehicle (15th invention).

  In the thirteenth aspect of the present invention, when the drive system of the moving unit has the same configuration as that of the eighth to tenth aspects of the invention, the occupant boarding estimation unit refers to the first direction described with reference to the ninth aspect Based on the current value and the second direction reference current value, it may be configured to estimate whether or not an occupant is on the vehicle (16th invention).

  In the fourteenth aspect of the invention, when the drive system of the moving unit has the same configuration as that of the eighth to tenth aspects of the invention, the occupant boarding estimation unit refers to the first direction described with reference to the tenth aspect of the invention Based on the current value and the second direction reference current value, it may be configured to estimate whether or not an occupant is on the vehicle (17th invention).

  According to the fifteenth to seventeenth aspects, the first direction reference current value corresponding to the driving force that moves the moving unit in the first direction and the driving force that moves the moving unit in the second direction. It is estimated whether or not an occupant is on the vehicle based on the second direction reference current value corresponding to.

  For this reason, it becomes possible to perform the said estimation suitably in the said mobile body by which the drive system of the said moving part was comprised as mentioned above, and the reliability of the estimation result can be improved.

  In particular, in the sixteenth and seventeenth aspects, the influence of the transient fluctuation component included in the observed value of the energization current does not occur (or hardly occurs) in the first direction reference current value and the second direction reference current value. Therefore, the reliability of the estimation result based on the first direction reference current value and the second direction reference current value can be suitably increased.

  When the fifteenth invention is combined with the eighth invention, the sixteenth invention is combined with the ninth invention, or the seventeenth invention is combined with the tenth invention, The processing for calculating the first direction reference current value and the second direction reference current value can be the same in the landing estimation unit and the passenger boarding estimation unit. Therefore, as compared with the case where the processes of the landing estimation unit and the occupant boarding estimation unit are constructed separately, the entire processing can be simplified.

  In the fifteenth to seventeenth inventions, the occupant boarding estimation unit, as a more specific example, includes a 1a reference value obtained by smoothing the first direction reference current value, and the first direction reference current value. 1b reference value obtained by smoothing a value representing the magnitude of the second reference value, 2a reference value obtained by smoothing the second direction reference current value, and a value representing the magnitude of the second direction reference current value. It can be configured to estimate whether or not an occupant is on the vehicle based on the second reference value 2b.

  According to various experiments and examinations of the inventors of the present application, based on the above-mentioned 1a reference value, 1b reference value, 2a reference value, and 2b reference value (for example, comparing these reference values with predetermined values). Etc.), it is possible to estimate whether or not an occupant is on the vehicle with high reliability.

  The smoothing is performed by an averaging process such as a moving average or a low-pass characteristic filtering process.

The front view of the inverted pendulum type vehicle of embodiment. The side view of the inverted pendulum type vehicle of embodiment. The figure which expands and shows the principal part of the inverted pendulum type vehicle of embodiment. The perspective view of the principal part of the inverted pendulum type vehicle of embodiment. The block diagram which shows the structure regarding control of the inverted pendulum type vehicle of embodiment. The block diagram which shows the process of the control arithmetic processing part shown in FIG. The flowchart which shows the process of the deceleration control part at the time of abnormality shown in FIG. The block diagram which shows the process of the boarding / empty vehicle estimation part shown in FIG. The flowchart which shows the process which determines a boarding / empty vehicle estimation result in the estimation result determination part shown in FIG. The flowchart which shows the process which determines a landing estimation result in the estimation result determination part shown in FIG. The graph which shows the example of the deceleration form of the moving speed (target value) of the moving part by the process of the deceleration control part at the time of abnormality.

  An embodiment of the present invention will be described below with reference to FIGS. First, the structure of the inverted pendulum type vehicle of this embodiment will be described with reference to FIGS.

  As shown in FIGS. 1 and 2, the inverted pendulum type vehicle 1 according to the present embodiment moves to the occupant riding section 3 on which the occupant (driver) is occupying and all directions on the floor surface while touching the floor surface. The movable part 5 which can be moved, the actuator apparatus 7 which drives this movable part 5, and the base | substrate 9 with which these riding part 3, the movable part 5, and the actuator apparatus 7 were assembled | attached are provided.

  Note that the “left-right direction” shown in FIG. 1 and the “front-back direction” shown in FIG. 2 indicate directions to be used in the description of the present embodiment for convenience. The “left-right direction” corresponds to the direction of the axis C2 (rotation axis of the rotation of the wheel body 5) in the upright posture state of the wheel body 5 described later as the moving unit 5, and the “front-back direction” is the wheel body. This corresponds to the direction in which the wheel body 5 moves due to the rotation in the upright posture state.

  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 9 includes a lower frame 11 to which the moving 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.

  The passenger boarding part 3 (hereinafter simply referred to as the boarding part 3) is assembled to the upper part of the support frame 13. The riding section 3 is a seat on which an occupant is seated in the present embodiment. The riding section 3 is fixed to the support frame 13 via the seat frame 15.

  Further, grips 17 </ b> R and 17 </ b> L are disposed on both the left and right sides of the riding part 3 for the passengers seated on the riding part 3 to grip as necessary. These grips 17R and 17L are fixed to the support frame 13 (or the seat frame 15) via brackets 19R and 19L, respectively. The grips 17R and 17L may be omitted.

  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 an axial center in the front-rear direction. One of the cover members 21R and 21L can swing around the hinge shaft 23 relative to the other. These cover members 21R and 21L are urged by a spring (not shown) in a direction in which the lower end side (bifurcated tip side) of the cover members 21R and 21L is narrowed.

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

  The moving 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 unit 5 and the actuator device 7 will be described with reference to FIGS.

  The moving part 5 is a wheel body formed in an annular shape from a rubber-like elastic material, and has a substantially circular cross-sectional shape. The moving part 5 (hereinafter referred to as the wheel body 5) is concentric with the axis C2 of the wheel body 5 through the center C1 of the circular cross section (more specifically, the circular cross section center C1) due to its elastic deformation. It can be rotated around the circumference line).

  The wheel body 5 is disposed between the cover members 21R and 21L with its axis C2 (rotational axis of rotation of the wheel body 5) oriented in the interval direction of the cover members 21R and 21L. And this wheel body 5 is earth | grounded on a floor surface in the lower end part of the outer peripheral surface.

  The wheel body 5 is driven by the actuator device 7 (details will be described later) to rotate around the axis C2 of the wheel body 5 (operation to rotate on the floor surface), and the cross-sectional center C1 of the wheel body 5 It is possible to perform an operation of rotating around the. 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 21L. 27L and a free roller 29L, an electric motor 31R that is an actuator disposed above the rotating member 27R and the free roller 29R, and an electric motor 31L that is 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 a power transmission mechanism including a function as a speed reducer, respectively. 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. Thereby, the rotating members 27R and 27L are rotationally driven by the power (torque) transmitted from the electric motors 31R and 31L, respectively.

  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 may be arranged to face the rotating members 27R and 27L so that the respective output shafts are coaxial with the rotating members 27R and 27L. Then, the output shafts of the electric motors 31R and 31L may be connected to the rotating members 27R and 27L via reduction gears (planetary gear device, wave gear device, etc.), respectively.

  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. Each free roller 29R 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. Each free roller 29L 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 FIG. 1, each free roller 29R, 29L has its axis C3 inclined with respect to the axis C2 of the wheel body 5, and the diameter direction of the wheel body 5 (the wheel body 5 is adjusted to its axis When viewed in the direction of the center C2, it is arranged in a posture inclined with respect to the axial center C2 and the radial direction connecting 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.

  Supplementally, the wheel body 5 includes, for example, a plurality of rollers rotatably supported on an annular member, similar to those described in FIGS. 9 and 10 of PCT International Publication No. WO2008 / 132778. It may have a structure in which a plurality of rollers whose rotation axes are oriented in the circumferential direction of the annular member are arranged in a direction around the axis of the annular member.

  In the vehicle 1 having the structure described above, the power transmission system between the electric motors 31R and 31L and the wheel body 5 is configured as described above.

  For this reason, when the rotating members 27R and 27L are rotationally driven in the same direction at the same rotational speed by the electric motors 31R and 31L, the wheel body 5 has the axis C2 in the same direction as the rotating members 27R and 27L. Will rotate around. Thereby, the wheel body 5 rotates on the floor surface in the front-rear direction, and the vehicle 1 moves in the front-rear direction.

  Further, for example, when the rotating members 27R and 27L are rotationally driven in the opposite directions at the same rotational speed, the wheel body 5 rotates around the transverse section center C1. As a result, the wheel body 5 moves in the direction of the axis C2 (that is, the left-right direction).

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

  By the combined operation (synthetic operation) of these rotational operations, the wheel body 5 moves in a direction inclined with respect to the front-rear direction and the left-right direction.

  Thereby, the wheel body 5 can move on the floor surface in all directions.

  In this case, the relationship between the moving speed of the wheel body 5 and the rotating speed of the rotating members 27R and 27L (or the rotating speed of the output shaft of the electric motors 31R and 31L) is a constant correlation. Specifically, the moving speed of the wheel body 5 in the front-rear direction is substantially proportional to the sum of the rotating speeds of the rotating members 27R and 27L, and the moving speed of the wheel body 5 in the left-right direction is the speed of the rotating members 27R and 27L. The speed is almost proportional to the difference in rotational speed.

  Therefore, in the vehicle 1 of the present embodiment, the driving force that moves the wheel body 5 in the front-rear direction is generated according to the sum of the output torques (output torque including the direction) of the electric motors 31R, 31L, and in the left-right direction. Between the electric motors 31R, 31L and the wheel body 5 so that the driving force for moving the wheel body 5 is generated according to the difference in the output torque (output torque including direction) of the electric motors 31R, 31L. A power transmission system is configured.

  A driving force for moving the wheel body 5 in the front-rear direction is generated according to a difference in output torque between the electric motors 31R, 31L, and a driving force for moving the wheel body 5 in the left-right direction is applied to the electric motors 31R, 31L. It is also possible to configure the power transmission system so that it is generated according to the total output torque.

  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 thus controlling the rotational speeds of the rotating members 27R and 27L), The moving speed and moving direction of the wheel body 5 can be controlled.

  The riding section 3 and the base body 9 are tiltable with respect to the vertical direction integrally around the axis C2 in the left-right direction (in the pitch direction) with the axis C2 of the wheel body 5 as a fulcrum. With the ground contact portion (lower end portion) of the body 5 as a fulcrum, it is tiltable with respect to the vertical direction together with the wheel body 5 around the longitudinal axis (in the roll direction).

  Next, a configuration related to operation control of the vehicle 1 will be described.

  In this specification, an “observed value” of an arbitrary state quantity (speed, angular velocity, energization current, etc.) is a detection value (measured value) of the state quantity by an appropriate sensor, or is constant with the state quantity. An estimated value estimated based on the correlation from the detected values (measured values) of one or more other state quantities that have a correlation, or a pseudo-value that can be considered to match or substantially match the actual value of the state quantity Means an estimated value.

  In this case, regarding the “pseudo estimated value”, for example, when it is known that the actual value of the state quantity accurately follows the target value of the state quantity, the target value is set to “ It can be used as a “pseudo estimate”.

  As shown in FIG. 5, the vehicle 1 includes a control device 50 that performs operation control of the electric motors 31 </ b> R and 31 </ b> L (and thus movement control of the wheel body 5), and an inclined state of the riding unit 3 in the roll direction and the pitch direction ( Specifically, a tilt sensor 52 that outputs a detection signal according to the tilt angle in the roll direction and the pitch direction and its temporal change rate (tilt angular velocity), and a detection signal according to the angular velocity in the yaw direction of the base body 9 of the vehicle 1. Is mounted. Then, detection signals from these sensors 52 and 54 are input to the control device 50.

  The tilt sensor 52 is constituted by, for example, an acceleration sensor and an angular velocity sensor such as a gyro sensor. The tilt sensor 52 is mounted on a portion that can tilt integrally with the riding section 3 of the vehicle 1 (for example, the support frame 13 of the base 9 or the seat frame 15).

  Then, observation values (estimated values) of the tilt angle and tilt angular velocity in the roll direction and pitch direction of the riding section 3 are acquired from the detection signal of the tilt sensor 52. In this case, the process of estimating the inclination angle and the inclination angular velocity of the riding section 3 from the detection signal of the inclination sensor 52 can be performed by a known method such as strapdown calculation.

  The yaw rate sensor 54 includes an angular velocity sensor such as a gyro sensor. The yaw rate sensor 54 is mounted on a portion (for example, the support frame 13 of the base 9) that can detect the yaw rate generated on the base 9 of the vehicle 1. Then, an observation value (detection value) of the yaw rate of the base 9 is acquired from the detection signal of the yaw rate sensor 54 in the control device 50. Note that the yaw rate sensor 54 may be included in the tilt sensor 52.

  Further, each of the electric motors 31R and 31L has a current sensor 56R and 56L that outputs a detection signal corresponding to the energization current of the electric motors 31R and 31L, and a detection that corresponds to the rotational speed of the output shaft of the electric motors 31R and 31L. Rotational speed sensors 58R and 58L for outputting signals are attached. The rotational speed sensors 58R and 58L are constituted by, for example, rotary encoders attached to the electric motors 31R and 31L, respectively.

  Detection signals of these sensors 56R, 56L, 58R, 58L are also input to the control device 50. Then, from the detection signals of the current sensors 56R and 56L, the control device 50 acquires the observed values (measured values) of the energization currents of the electric motors 31R and 31L. Further, from the detection signals of the rotational speed sensors 58R and 58L, the control device 50 uses the observation values (measured values) of the rotational speeds of the output shafts of the electric motors 31R and 31L or the rotational speeds of the rotating members 27R and 27L. The observed value (measured value) is acquired.

  In addition, since the moving speed of the wheel body 5 is prescribed | regulated according to the rotational speed of each output shaft of electric motor 31R, 31L, the observed value (measured value) of the rotational speed of each output shaft of electric motor 31R, 31L. ), It is also possible to obtain an observed value (estimated value) of the moving speed of the wheel body 5.

  In the present embodiment, a speed command signal indicating a speed command value that is a command value of the moving speed (including direction) of the vehicle 1 is input to the control device 50 from a wired or wireless controller (not shown). Is done.

  As the operation device, for example, a grip device such as the grip 17R or 17L (joystick or the like) assembled in an appropriate part of the vehicle 1, or a portable operation device such as a wireless remote controller or a smartphone can be employed.

  The control device 50 is configured by an electronic circuit unit including a CPU, RAM, ROM, input / output circuit, and the like. In addition, the control apparatus 50 may be comprised by the some electronic circuit unit which can communicate mutually.

  The control device 50 is mounted at any appropriate position of the vehicle 1 (such as the support frame 13 of the base 9). And the control apparatus 50 determines the target moving speed of the wheel body 5 as a function implement | achieved by the function implement | achieved by executing the program mounted, or a hardware structure sequentially, and electric motor 31R, 31L A control arithmetic processing unit 60 that performs operation control is provided.

  The control calculation processing unit 60 includes an abnormal-time deceleration control unit 74 that executes a control process for decelerating and stopping the wheel body 5 when an abnormality that should stop the movement of the wheel body 5 occurs. . The abnormality is, for example, a failure of the tilt sensor 52 or the yaw rate sensor 54. In addition, since the control process of the deceleration control part 74 at the time of abnormality is a process on the assumption that the operation control of the electric motors 31R and 31L can be performed, the operation control of the electric motors 31R and 31L is performed for the abnormality. Abnormalities that cannot be performed (for example, breakage of winding coils of the electric motors 31R and 31L) are not included.

  Further, the control device 50 functions as a function of estimating whether or not an occupant is on the vehicle 1 and, when the occupant is on the vehicle 1, at least one leg (one leg) of the occupant. Or a landing / landing estimation unit 62 that performs a process of estimating whether or not landing of both legs has been performed.

  When the occupant on the vehicle 1 moves the vehicle 1, the occupant is lifted from the floor surface by placing both legs on the steps 25R and 25L. For this reason, the process for estimating whether or not the landing of at least one leg of the occupant has been performed, more specifically, at least one of the occupants who are boarding the vehicle 1 without making both legs contact the floor. This is a process for estimating whether or not landing of one leg has been performed.

  Supplementally, the control device 50 and the abnormal deceleration control unit 74 correspond to the control unit and the abnormal deceleration control unit 74 of the present invention, respectively. The boarding / landing estimation unit 62 has both a function as a passenger boarding estimation unit and a function as a landing estimation unit in the present invention.

  Hereinafter, the operation of the vehicle 1 of the present embodiment will be described focusing on details of the control processing of the control device 50.

  In the following description, as shown in FIGS. 1 and 2, assuming an XYZ orthogonal coordinate system, the longitudinal direction of the vehicle 1 is defined as the X-axis direction, the horizontal direction is defined as the Y-axis direction, and the vertical direction is defined as the Z-axis direction. To do.

  In addition, a suffix “_x” is attached to a reference sign such as a state quantity related to the behavior of the vehicle 1 viewed from the Y-axis direction (projected onto the XZ plane), and viewed from the X-axis direction (projected onto the YZ plane). The subscript “_y” is attached to a reference sign such as a state quantity related to the behavior of the vehicle 1.

  In this case, the reference numerals with the suffix “_x” are specifically the displacement amount in the X-axis direction, the moving speed, the acceleration, the angle around the Y-axis (pitch direction), the angular velocity, or these A reference sign representing a coefficient or a constant related to the state quantity is included.

  In addition, the reference symbol with the suffix “_y” is specifically the amount of displacement in the Y-axis direction, the moving speed, the acceleration, the angle around the X-axis (the roll direction), the angular velocity, or these A reference sign representing a coefficient or a constant related to the state quantity is included.

  Reference numeral “_x” of a reference symbol related to the behavior of the vehicle 1 viewed from the Y-axis direction and a suffix “_y” of a reference code related to the behavior of the vehicle 1 viewed from the X-axis direction The subscript “_ #” is used. Therefore, “#” means either “x” or “y”.

  First, the process of the control arithmetic processing unit 60 will be described. The control calculation processing unit 60 sequentially executes the processing shown in the block diagram of FIG. 6 at a predetermined control processing cycle in order to control the behavior of the vehicle 1 viewed from the respective Y-axis direction and X-axis direction. To do. In FIG. 6, “#” in the reference sign is “x” in the process related to the behavior control of the vehicle 1 viewed from the Y-axis direction, and the process related to the behavior control of the vehicle 1 viewed from the X-axis direction. Then “y”. The same applies to other drawings.

  The processing shown in the block diagram of FIG. 6 is performed by sequentially calculating the estimated value Vb_estm_ # of the translational movement speed (hereinafter referred to as the center of gravity speed) of the entire center of gravity of the vehicle 1 in each of the X-axis direction and the Y-axis direction. Posture control calculation that sequentially determines a target wheel body speed Vw_cmd_ # that is a target value of the translational movement speed of the wheel body 5 (hereinafter referred to as a wheel body speed) so as to control the processing of the estimation unit 70 and the posture of the riding unit 3 It is roughly divided into the processing of the unit 72.

  In addition, the said whole gravity center means the whole gravity center which combined the vehicle 1 and the passenger | crew in the state in which the passenger | crew has boarded the vehicle 1. FIG. In a state where no occupant is in the vehicle 1, this means the single overall center of gravity of the vehicle 1.

  The estimated value Vb_estm_ # of the center of gravity speed corresponds to the observed value of the center of gravity speed.

  The control arithmetic processing unit 60 first executes the process of the center-of-gravity speed estimation unit 70 in each control processing cycle.

  In this process, the control calculation processing unit 60 acquires the observed value (current value) of the actual wheel body speed Vw_act_ # and the observed value (current value) of the actual inclination angular velocity ωb_act_ # of the riding section 3.

  In this case, the observed value of the tilt angular velocity ωb_act_ # is a measured value based on the detection signal of the tilt sensor 52.

  Further, as the observed value (current value) of the wheel body speed Vw_act_ #, in this embodiment, the target wheel body speed Vw_cmd_ # (previous value) determined by the attitude control calculation unit 72 in the previous control processing cycle is used. . Here, since the electric motors 31R and 31L have high control responsiveness, the actual wheel body moving speed Vw_act_ # generally has high followability to the target wheel body speed Vw_cmd_ #. Therefore, the target wheel body speed Vw_cmd_ # (this corresponds to a pseudo estimated value) can be used as the observed value of the moving speed Vw_act_ #.

  However, the observed value of Vw_act_ # used in the processing of the center-of-gravity velocity estimation unit 70 may be an estimated value based on a measured value or another measured value related to Vw_act_ #. For example, the values of Vw_act_x and Vw_act_y estimated based on the detection signals of the rotation speed sensors 58R and 58L may be used as the observed values of Vw_act_ # used in the processing of the centroid speed estimation unit 70.

  In the processing of the center-of-gravity speed estimation unit 70, the observed value (current value) of the wheel body speed Vw_act_ # and the observed value (current value) of the inclination angular velocity ωb_act_ # acquired as described above are shown in the block diagram of FIG. By the calculation processing shown, an estimated value Vb_estm_ # of the center-of-gravity velocity in each of the X-axis direction and the Y-axis direction is calculated.

  That is, estimated values Vb_estm_x and Vb_estm_y of the center of gravity speed are calculated by the following expressions (1a) and (1b).

Vb_estm_x = Vw_act_x + h_x · ωb_act_x (1a)
Vb_estm_y = Vw_act_y + h_y · ωb_act_y (1b)

Here, in the vehicle 1 of the present embodiment, the riding section 3 and the base body 9 tilt as described above, so that the overall center of gravity of the vehicle 1 exhibits the same behavior as the mass of the inverted pendulum. The above formulas (1a) and (1b) express the behavior of the entire center of gravity (behavior seen from each axial direction of the X axis direction and the Y axis direction) as the behavior of the mass point of the inverted pendulum.

  In this case, h_ # in the equations (1a) and (1b) corresponds to the height from the fulcrum of the entire center of gravity as the mass point of the inverted pendulum. Note that the values of the heights h_x and h_y may be set to different values depending on whether the occupant of the vehicle 1 is on board or not.

  Next, the control calculation processing unit 60 determines the target wheel speed Vw_cmd_ # (# = x, y) by the processing of the attitude control calculation unit 72 shown in the block diagram of FIG.

  In this process, the control arithmetic processing unit 60 calculates the estimated value Vb_estm_ # (current value) of the center of gravity speed calculated by the process of the center of gravity speed estimation unit 70 and the value of the target center of gravity speed Vb_cmd_ # that is the target value of the center of gravity speed. (Current value), the observed value (current value) of the actual inclination angle θb_act_ # of the riding section 3, the value (current value) of the target inclination angle θb_cmd_ #, which is the target value of the inclination angle of the riding section 3, and boarding The observed value (current value) of the actual inclination angular velocity ωb_act_ # of the unit 3 is acquired.

  In this case, the observed values of the tilt angle θv_act_ # and the tilt angular velocity ωb_act_ # are measured values based on the detection signal of the tilt sensor 52.

  In the present embodiment, the inclination angle θb_act_ # of the riding section 3 is such that the overall center of gravity is in a state where the overall center of gravity is located immediately above (or almost immediately above) the ground contact part of the wheel body 5 (the overall center of gravity corresponding to the mass point of the inverted pendulum is balanced). The relative inclination angle with reference to the inclination angle (zero inclination angle) of the riding section 3 (which is set in advance) in the state where Then, the value of the target inclination angle θb_cmd_ # is set to zero (a constant value) in the present embodiment.

  Further, the target center-of-gravity speed Vb_cmd_ # is determined by the control device 50 in accordance with the speed command signal or the like input to the control device 50. For example, the speed command values in the X-axis direction and the Y-axis direction indicated by the speed command signal are determined as the target center-of-gravity speed Vb_cmd_ #.

  Alternatively, in a state in which an occupant is on boarding section 3, for example, the technique disclosed by the applicant of the present application in Japanese Patent Application Laid-Open No. 2013-237335 etc. The displacement amount of the entire center of gravity from the reference position with respect to the portion 3) may be estimated, and the target gravity center velocity Vb_cmd may be determined according to the amount of deviation.

  In this case, as disclosed in Japanese Patent Application Laid-Open No. 2013-237335 and the like, the target value of the center of gravity speed determined according to the shift amount of the entire center of gravity and the target value of the center of gravity speed based on the speed command signal are synthesized. Thus, the target center-of-gravity speed Vb_cmd_ # may be determined.

  Further, as disclosed in Japanese Patent Application Laid-Open No. 2013-237335 and the like, the target center-of-gravity speed Vb_cmd_ # (or target inclination angle θb_cmd_ #) may be corrected according to the amount of deviation of the entire center of gravity.

  The method for determining the target center-of-gravity velocity V_cmd is not limited to the above, and various methods can be employed.

  In the processing of the attitude control calculation unit 72, the estimated value Vb_estm_ # (current value) of the center of gravity speed, the value of the target center of gravity speed Vb_cmd_ # (current value), and the value of the inclination angle θb_act_ # (current value) are acquired as described above. ), The target tilt angle θb_cmd_ # (current value), and the value (current value) of the tilt angular velocity ωb_act_ #, by the process shown in the block diagram of FIG. A target wheel body acceleration DVw_cmd_ # that is a target value of the translational acceleration of the wheel body 5 is calculated.

  That is, the target wheel body accelerations DVw_cmd_x and DVw_cmd_y are calculated by the following equations (2a) and (2b).

DVw_cmd_x = Kvb_x ・ (Vb_cmd_x−Vb_estm_x)
+ Kth_x ・ (θb_cmd_x−θb_act_x)
-Kw_x ・ ωb_act_x (2a)
DVw_cmd_y = Kvb_y ・ (Vb_cmd_y−Vb_estm_y)
+ Kth_y ・ (θb_cmd_y−θb_act_y)
-Kw_y ・ ωb_act_y (2b)

Note that Kvb_ #, Kth_ #, and Kw_ # (# = x, y) necessary for the calculations of the above equations (2a) and (2b) are gain values determined by the gain setting unit 66 as described later.

  The first term on the right side of the above equation (2a) is a feedback manipulated variable component that functions to converge the estimated value Vb_estm_x of the center of gravity velocity in the X-axis direction to the target center of gravity velocity Vb_cmd_x, and the second term is Y of the riding section 3. A feedback manipulated variable component that functions to converge the actual inclination angle θb_act_x in the direction around the axis to the target inclination angle θb_cmd_x. The third term uses the actual inclination angular velocity ωb_act_x in the direction around the Y axis of the riding section 3 as its target value. This is a feedback manipulated variable component that functions to converge to zero. Accordingly, the target wheel body acceleration DVw_cmd_x in the X-axis direction is calculated as a combined operation amount of these feedback operation amount components.

  Similarly, the first term on the right side of the equation (2b) is a feedback manipulated variable component that functions to converge the estimated value Vb_estm_y of the center of gravity velocity in the Y-axis direction to the target center of gravity velocity Vb_cmd_y, and the second term is the riding section 3. The feedback manipulated variable component that functions to converge the actual inclination angle θb_act_y in the direction around the X axis to the target inclination angle θb_cmd_y, the third term is the actual inclination angular velocity ωb_act_y in the direction around the X axis of the riding section 3 It is a feedback manipulated variable component that functions to converge to zero as a value. Therefore, the target wheel body acceleration DVw_cmd_y in the Y-axis direction is calculated as a combined operation amount of these feedback operation amount components.

  In addition, the feedback operation amount of the second term (or the combined operation amount of the feedback operation amount of the second term and the feedback operation amount of the third term) of the expressions (2a) and (2b) is, in other words, the riding section. 3 is a feedback operation amount that functions to converge the entire inclination angle θb_act_x, θb_act_y directly above (or substantially above) the ground contact portion of the wheel body 5.

  In the processing of the attitude control calculation unit 72, after calculating the target wheel body acceleration DVw_cmd_ # as described above, the integration calculation unit 72a shown in the block diagram of FIG. By integrating the target wheel body acceleration DVw_cmd_ # in the direction, the respective target wheel body speeds Vw_cmd_ # in the X-axis direction and the Y-axis direction are determined.

  The processing of the attitude control calculation unit 72 is executed as described above.

  Next, the control calculation processing unit 60 executes the process of the abnormal deceleration control unit 74 to sequentially determine the target wheel body speed Vw_cmd2_ # used for the actual movement control of the wheel body 5. The details of the processing of the abnormal speed deceleration control unit 74 will be described later, but the target wheel body speed Vw_cmd_ # calculated by the processing of the attitude control calculation unit 72 is used as it is, except when the abnormality of the vehicle 1 occurs. Target wheel speed Vw_cmd2_ #.

  Then, the control arithmetic processing unit 60 controls the electric motors 31R and 31L according to the target wheel speed Vw_cmd2_ # that is finally determined by the processing of the abnormality deceleration control unit 74.

  More specifically, the control calculation processing unit 60 detects the rotation speed sensors 58R and 58L with the target value of the rotation speed of the output shaft of each electric motor 31R and 31L defined by the set of the target wheel body speeds Vw_cmd2_x and Vw_cmd2_y. The target torque of each of the electric motors 31R and 31L is determined by feedback control processing so as to follow the observed value (measured value) of the actual rotational speed indicated by. Then, the control arithmetic processing unit 60 converts the target torques of the electric motors 31R and 31L into the current command values I_cmd_R and I_cmd_L of the electric motors 31R and 31L, and the electric motors 31R and 31_L according to the current command values I_cmd_R and I_cmd_L. Energize 31L.

  By the process of the control arithmetic processing unit 60 described above, the electric motors 31R and 31L change the wheels so that the actual wheel speed Vw_act_ # in the X-axis direction and the Y-axis direction follows the target wheel speed Vw_cmd2_ #. The driving force applied to the body 5 is controlled.

  The process of the control arithmetic processing unit 60 described above is executed in the same manner in any of the state where the occupant is on board the vehicle 1 and the state where the passenger is not on board.

  Next, the processing of the abnormality deceleration control unit 74 will be described in detail with reference to FIG.

  In the processing of the deceleration control unit 74 at the time of abnormality, the control calculation processing unit 60 executes the processing shown in the flowchart of FIG. 7 in each control processing cycle.

  Specifically, first, in STEP 1, the abnormality deceleration control unit 74 determines whether or not an abnormality that should stop the movement of the wheel body 5 has occurred.

  An abnormality occurring in the vehicle 1 is appropriately detected by an abnormality detection processing unit (not shown) of the control device 50. Then, based on the detection result, the determination process of STEP1 is performed. However, if an abnormality occurs and the determination result of STEP1 becomes affirmative, the determination result of STEP1 is retained as a positive determination result thereafter.

  When the determination result of STEP 1 is negative (when no abnormality has occurred), the deceleration deceleration control unit 74 at the time of abnormality determines the target wheel speed Vw_cmd_ calculated by the attitude control calculation unit 72 as described above in STEP 13. # Is set as it is as the target wheel speed Vw_cmd2_ # that is actually used for the movement control of the wheel body 5. Further, in STEP13, the abnormality deceleration control unit 74 initializes the time value tm of the timer that passes the elapsed time when the abnormality occurs to zero.

  By executing the processing of STEP13, the processing of the deceleration control unit 74 at the time of abnormality in the current control processing cycle ends.

  When the determination result in STEP 1 becomes affirmative due to the occurrence of an abnormality, the deceleration control unit 74 during abnormality has already determined a deceleration control mode that is a control mode for decelerating the wheel body 5 in STEP 2. Determine whether or not.

  If the determination result of STEP1 becomes affirmative, the determination result of STEP1 is held as a positive determination result as described above in the subsequent control processing cycle. Further, when an abnormality occurs, the control device 50 generates a notification output indicating that via a display or a buzzer (not shown). Thereby, the passenger boarding the vehicle 1 can recognize that the abnormality of the vehicle 1 has occurred.

  Here, in the present embodiment, when an abnormality that should stop the movement of the wheel body 5 has occurred, the abnormal-time deceleration control unit 74 controls the vehicle 1 in the control processing cycle when the abnormality occurs (or immediately after the occurrence). One of two control modes: a riding mode that is a control mode when an occupant is on board, and an empty vehicle mode that is a control mode when no occupant is on board the vehicle 1 Is set as a deceleration control mode.

  For this reason, when the determination result of STEP1 changes positively from negative, the determination result of the first STEP2 becomes negative.

  In this case, the abnormality deceleration control unit 74 executes the processing from STEP3.

  In STEP 3, the abnormality deceleration control unit 74 determines whether or not the electric motors 31R and 31L can be operated based on the type of abnormality that has occurred. When this determination result is negative, the operation control of the electric motors 31R and 31L cannot be performed.

  In this case, the abnormality deceleration control unit 74 executes the processing of STEPs 10 and 12 described later, and then ends the processing of the abnormality deceleration control unit 74 in the current control processing cycle. In this case, the process of the deceleration control unit 74 at the time of abnormality is not executed thereafter.

  If the determination result in STEP 3 is negative, it is not necessary to execute the processes in STEPs 10 and 12, and the process of the deceleration control unit 74 at the time of abnormality may be terminated immediately.

  If the determination result in STEP 3 is affirmative, the deceleration deceleration control unit 74 at the time of abnormality determines whether or not the ride / landing estimation unit 62 determines whether or not a passenger is boarding the vehicle 1 in STEP 4. An empty vehicle estimation result is acquired, and it is determined whether or not the boarding / empty vehicle estimation result is in a boarding state indicating that the occupant is in the boarding state (whether the boarding state or the boarding state is empty). Details of the processing of the boarding / landing estimation unit 62 will be described later.

  If the determination result in STEP 4 is affirmative (when the boarding / empty vehicle estimation result is in the boarding state), the abnormality deceleration control unit 74 sets the boarding mode as the deceleration control mode in STEP 5.

  Further, when the determination result of STEP 4 is negative (when the boarding / empty vehicle estimation result is an empty state indicating that the occupant is not on board), the abnormal-time deceleration control unit 74 decelerates at STEP 6 An empty vehicle mode is set as the control mode.

  In addition, the boarding mode is a mode in which the deceleration control process is executed so as to decelerate the moving speed of the wheel body 5 in steps. In other words, the empty vehicle mode is the movement of the wheel body 5. There is a mode in which deceleration control processing is executed so as to quickly reduce the speed.

  As described above, the deceleration control mode is the riding mode except when the electric motors 31R and 31L cannot be operated in the first control processing cycle when the determination result of STEP1 changes from negative to positive. And an empty vehicle mode.

  In the subsequent control processing cycle, the determination result in STEP 2 becomes affirmative, and the processing in STEP 3 to 6 is omitted.

  When the deceleration control mode is set to either the riding mode or the empty vehicle mode (after executing the processing of STEP 5 or 6 or when the determination result of STEP 2 is affirmative) Next, the deceleration control unit 74 executes processing from STEP7.

  In STEP 7, the abnormality deceleration control unit 74 determines whether or not the set deceleration control mode is a boarding mode.

  If the determination result is affirmative (deceleration control mode = riding mode), the abnormality deceleration control unit 74 determines the current time value of the timer that elapses the elapsed time after the occurrence of the abnormality in STEP8. It is said that tm is larger than a predetermined threshold value thre_tm, and the absolute value | Vw_cmd2_pre | of the previous value Vw_cmd2_pre (value in the previous control processing cycle) of the target wheel speed is smaller than the predetermined threshold value thre_wcmd. It is determined whether the condition is satisfied.

  In more detail, the absolute value | Vw_cmd2_pre | is an absolute value of a velocity vector composed of the previous value Vw_cmd2_pre_x of the target wheel speed Vw_cmd2_x in the X-axis direction and the previous value Vw_cmd2_pre_y of the target wheel speed Vw_cmd2_y in the Y-axis direction. It is.

  Here, the threshold values thre_tm and thre_wcmd are the values of passengers who are in the vehicle 1 (both legs are not grounded to the floor surface) within a period up to the time when the condition of STEP 8 is satisfied after the occurrence of abnormality. Is set in advance based on experiments or the like so that at least one leg (one leg or both legs) can land.

  That is, if thre_tm is too short or thre_wcmd is too large, it is likely that it is difficult for the occupant to land their legs within a period after the occurrence of an abnormality until the condition of STEP 8 is satisfied. Thus, the thresholds thre_tm and thre_wcmd are set so that it is not difficult for the occupant to land their legs within the period.

  Supplementally, the target wheel speed corresponds to the speed command value in the present invention. Therefore, the condition of STEP8 is a condition regarding the elapsed time after the occurrence of the abnormality and the speed command value of the wheel body 5 (moving unit).

  In STEP 8, as conditions regarding the target wheel speed (speed command value) of the wheel body 5, the previous value Vw_cmd2_pre_x of the target wheel speed Vw_cmd2_x in the X-axis direction and the previous value Vw_cmd2_pre_y of the target wheel speed Vw_cmd2_y in the Y-axis direction are set. The condition that the predetermined threshold thre_wcmd is small is used as the absolute value of the velocity vector composed of However, instead of this, both the absolute value of the previous value Vw_cmd2_pre_x of the target wheel speed Vw_cmd2_x in the X-axis direction and the absolute value of the previous value Vw_cmd2_pre_y of the target wheel speed Vw_cmd2_y in the Y-axis direction are larger than the predetermined threshold. Smaller conditions may be used.

  In STEP 8, only one of the condition relating to the elapsed time after the occurrence of the abnormality (tm <thre_tm) and the condition relating to the target wheel speed (speed command value) of the wheel body 5 is used. May be.

  However, in order to further increase the possibility that the occupant's legs will land within the period up to the point in time when the condition of STEP 8 is satisfied, the condition regarding the elapsed time after the occurrence of the abnormality and the target of the wheel body 5 It is desirable to use both of the conditions relating to the wheel speed (speed command value).

  If the determination result in STEP 8 is affirmative, the deceleration deceleration control unit 74 at the next time, in STEP 9, the occupant boarding the vehicle 1 from the boarding / landing estimation unit 62 (both legs are grounded on the floor surface). A landing estimation result that is an estimation result as to whether or not at least any one leg of a non-occupant has landed, and the landing estimation result indicates that at least one leg of the occupant has landed It is determined whether or not “landing is present”. Details of the estimation process of the boarding / landing estimation unit 62 will be described later.

  If the judgment result of either one of STEPs 8 and 9 is negative (if the occupant has not actually grounded both legs on the floor surface, or if it is predicted that the possibility is high), there is an abnormality. In STEP 11, the hour deceleration control unit 74 sets a predetermined value tmc_long that is determined in advance as the value of the deceleration adjustment parameter tmc that defines the degree of deceleration of the moving speed of the wheel body 5. The predetermined value tmc_long is a value for gently reducing the moving speed of the wheel body 5.

  In addition, when both of the judgment results of STEPs 8 and 9 are positive (when the occupant actually landed at least one of the legs and the landing state is estimated to be calm), an abnormality In STEP 10, the hour deceleration control unit 74 sets a predetermined value tmc_short as a value of the deceleration adjustment parameter tmc. The predetermined value tmc_short is a value for quickly decelerating the moving speed of the wheel body 5. The magnitude relationship between tmc_short and tmc_long is tmc_short <tmc_long.

  As described above, after setting the value of the deceleration adjustment parameter tmc, the abnormality deceleration control unit 74 next in STEP 12, each of the X axis direction and the Y axis direction actually used for movement control of the wheel body 5 is used. The target wheel speed Vw_cmd2_ # in the axial direction is calculated by the following equations (3a) and (3b).

Vw_cmd2_x = Vw_cmd2_pre_x * (tmc / (dt + tmc)) (3a)
Vw_cmd2_y = Vw_cmd2_pre_y * (tmc / (dt + tmc)) (3b)

That is, the target wheel speed Vw_cmd2_ # is updated to a value obtained by multiplying the previous value Vw_cmd2_pre_ # by (tmc / (dt + tmc)) (<1). Note that dt is the time of one control processing cycle.

  Further, in STEP 12, the abnormality deceleration control unit 74 updates the time value tm of the timer (increases by the time width dt of one control processing cycle).

  As described above, when the determination result in STEP 7 is affirmative (deceleration control mode = riding mode), the value of the deceleration adjustment parameter tmc is variably set and the target wheel speed Vw_cmd2_ # is set. It is determined.

  On the other hand, if the determination result in STEP 7 is negative (deceleration control mode = empty mode), the abnormal deceleration control unit 74 executes the processing in STEP 10 and then performs the target wheel body in STEP 12. The speed Vw_cmd2_ # is determined. Therefore, in this case, the value of the deceleration adjustment parameter tmc is maintained at the predetermined value tmc_short for promptly decelerating the moving speed of the wheel body 5, and the target is obtained by the equations (3a) and (3b). The wheel body speed Vw_cmd2_ # is updated sequentially.

  Note that the target wheel speed Vw_cmd2_ # determined in STEP 12 is forcibly set to zero when the values calculated by the equations (3a) and (3b) are sufficiently small.

  The processing of the abnormal deceleration control unit 74 is executed as described above.

  Supplementally, in the present embodiment, when the boarding mode is set as the deceleration control mode, the processing of STEPs 11 and 12 executed in a situation where the determination result of either STEP 8 or 9 is negative is the present invention. The processing of STEPs 10 and 12 executed in a situation where the determination results of both STEPs 8 and 9 are positive corresponds to the second deceleration control processing in the present invention.

  In the first deceleration control process, the deceleration rate of the target wheel body speed Vw_cmd2_ # defined by the deceleration adjustment parameter tmc (= tmc_long) corresponds to the first deceleration rate in the present invention. In the second deceleration control process, The deceleration rate of the target wheel body speed Vw_cmd2_ # defined by the deceleration adjustment parameter tmc (= tmc_short) corresponds to the second deceleration rate in the present invention.

  Further, the processing of STEPs 10 and 12 executed when the empty vehicle mode is set as the deceleration control mode corresponds to the third deceleration control processing in the invention. In this case, in the present embodiment, the deceleration adjustment parameter tmc (= tmc_short) that defines the deceleration rate (third deceleration rate) of the target wheel speed Vw_cmd2_ # in the third deceleration control process, and the first mode in the above-described riding mode. This is the same as the deceleration adjustment parameter tmc (= tmc_short) that defines the deceleration rate (second deceleration rate) of the target wheel speed Vw_cmd2_ # in the 2-deceleration control process. Therefore, in the present embodiment, the second deceleration rate and the third deceleration rate in the present invention are the same.

  However, the value of the deceleration adjustment parameter tmc in the empty vehicle mode may be set to a value different from tmc_short (for example, a value smaller than tmc_short). In this case, the second deceleration rate and the third deceleration rate in the present invention are different from each other.

  In the present embodiment, the value of the deceleration adjustment parameter tmc is switched from tmc_long to tmc_short on the condition that both conditions of STEPs 8 and 9 are satisfied in the riding mode (in other words, the first deceleration control process). To 2nd deceleration control processing). However, for example, the above switching may be performed when one of the conditions of STEPs 8 and 9 is satisfied.

  Next, the process of the boarding / landing estimation unit 62 will be described in detail with reference to FIGS.

  The frictional force acting on the wheel body 5 of the vehicle 1 from the floor surface is different between the riding state in which the occupant is on the vehicle 1 and the empty state in which the occupant is not boarding. For this reason, the driving force of the wheel body 5 required for operating the vehicle 1 in a required state is different between the riding state and the empty state.

  In addition, the said boarding state means the state in which the gravity by a passenger | crew's weight is acting on the vehicle 1, and is not restricted to the state which is boarding (sitting) on the riding part 3 in a regular position and attitude | position. For example, a state in which the occupant places the foot portions of both legs on the steps 25R and 25L and floats from the riding portion 3 is also a riding state.

  Furthermore, the state where both the legs of the occupant riding the vehicle 1 are not in contact with the floor (the state where both the legs are placed on the steps 25R, 25L, etc.) and at least one leg (one leg or In the state where both legs) are landed on the floor, the gravity acting on the vehicle 1 is reduced by the weight of the occupant in the latter state. For this reason, also in these two states, the frictional force acting on the wheel body 5 of the vehicle 1 from the floor surface is different.

  Here, the driving force (output torque) output from the electric motors 31R and 31L, and hence the driving force (propulsive force) applied from the electric motors 31R and 31L to the wheel body 5 is the current applied to the electric motors 31R and 31L. Depending on.

  Therefore, in the present embodiment, the boarding / landing estimation unit 62 estimates whether the vehicle 1 is in the boarding state or the empty vehicle state based on the energization currents (command values and observation values) of the electric motors 31R and 31L. It is estimated whether or not an occupant on board has landed at least one of the legs.

  Specifically, the boarding / landing estimation unit 62 sequentially executes the processing shown in the block diagram of FIG. 8 at a predetermined control processing cycle. However, the processing of the estimation result determination unit 62g shown in FIG. 8 may be performed only when the board / empty vehicle estimation result or the landing estimation result is requested when the abnormality of the vehicle 1 occurs.

  In this process, the boarding / landing estimation unit 62 firstly observes current observation values I_act_R, I_act_L, which are observation values (measurement values) of the electric currents of the electric motors 31R, 31L indicated by the detection signals of the current sensors 56R, 56L. And the acceleration / deceleration current components ΔI_cmd_R and ΔI_cmd_L corresponding to the amount of change in the current command values I_cmd_R and I_cmd_L calculated in a situation where the control arithmetic processing unit 60 attempts to increase or decrease the target output torque of each of the electric motors 31R and 31L. To get.

  The acceleration / deceleration current components ΔI_cmd_R and ΔI_cmd_L are calculated by, for example, the following equations (4a) and (4b).

ΔI_cmd_R = Jm_R · α_cmd_R / Kt_R (4a)
ΔI_cmd_L = Jm_L · α_cmd_L / Kt_L (4b)

In Expression (4a) relating to the electric motor 31R, Jm_R is a set value of the moment of inertia related to the rotation of the output shaft of the electric motor 31R, and α_cmd_R is a command value of the rotational angular acceleration of the output shaft of the electric motor 31R (the output shaft of the electric motor 31R). Kt_R is a torque constant indicating a torque value per unit current of the electric motor 31R. The command value is determined so that the observed value of the actual rotation speed follows the target rotation speed).

  Jm_L, α_cmd_L, and Kt_L in the equation (4b) for the electric motor 31L are the same as described above.

  Accordingly, the acceleration / deceleration current components ΔI_cmd_R and ΔI_cmd_L are, in other words, energization current values necessary for generating the target acceleration / deceleration of the output shafts of the electric motors 31R and 31L.

  Then, the boarding / landing estimation unit 62 executes the processing of the calculation units 62a and 62b. In this process, the boarding / landing estimation unit 62 uses the current value I_base_R (= I_act_R−ΔI_cmd_R) obtained by subtracting the acceleration / deceleration current component ΔI_cmd_R from the current observation value I_act_R of the electric motor 31R, and the current observation value I_act_L of the electric motor 31L. A current value I_base_L (= I_act_L−ΔI_cmd_L) obtained by subtracting the acceleration / deceleration current component ΔI_cmd_L from each is calculated.

  Thereby, current values I_base_R and I_base_L are obtained by removing transient fluctuation components from the current observation values I_act_R and I_act_L. These current values I_base_R and I_base_L correspond to the reference current values in the present invention. Hereinafter, I_base_R and I_base_L are referred to as reference current values.

  Next, the boarding / landing estimation unit 62 executes the processing of the conversion processing unit 62c. In this process, the boarding / landing estimation unit 62 functions from the reference current values I_base_R and I_base_L to generate a driving force for moving the wheel body 5 in the X-axis direction (front-rear direction) I_base_x. And a Y-axis direction reference current value I_base_y that functions to generate a driving force that moves the wheel body 5 in the Y-axis direction (left-right direction).

  Here, in the vehicle 1 of the present embodiment, as described above, the driving force that moves the wheel body 5 in the X-axis direction (front-rear direction) corresponds to the total output torque of the electric motors 31R and 31L. . Further, the driving force for moving the wheel body 5 in the Y-axis direction (left-right direction) corresponds to the difference in output torque between the electric motors 31R and 31L.

  Of the driving force (output torque) output by the electric motors 31R and 31L, the conversion efficiency into the driving force of the wheel body 5 is the driving force for moving the wheel body 5 in the X-axis direction (front-rear direction). And the conversion efficiency into the driving force for moving the wheel body 5 in the Y-axis direction (left-right direction) are different (in this embodiment, the latter conversion efficiency is smaller than the former conversion efficiency). .

  Therefore, in the present embodiment, the conversion processing unit 62c calculates the reference current values I_base_R and I_base_L, the X-axis direction reference current value I_base_x, and the Y-axis direction reference current value I_base_y by the following equations (5a) and (5b). Convert to tuple.

  The X-axis direction and the Y-axis direction correspond to the first direction and the second direction in the present invention, respectively. The X-axis direction reference current value I_base_x and the Y-axis direction reference current value I_base_y correspond to the first direction reference current value and the second direction reference current value in the present invention, respectively.

I_base_x = K1 * (I_base_R + I_base_L) (5a)
I_base_y = K2 * (I_base_R-I_base_L) (5b)

The polarities of I_base_R and I_base_L in the equations (5a) and (5b) are the electric motors 31R, 31R, 31L in the situation where output torque is generated from the electric motors 31R, 31L in a direction to advance the wheel body 5 in the X-axis direction. The current value in the same direction as each energizing current of 31L is positive.

  K1 in equation (5a) is a positive coefficient value set in advance, and K2 in equation (5b) is a positive coefficient value set in advance. In the vehicle 1 of the present embodiment, K1> K2.

  Supplementally, since I_base_R = I_act_R−ΔI_cmd_R and I_base_L = I_act_L−ΔI_cmd_L, the above equations (5a) and (5b) can be rewritten into the following equations (5a ′) and (5b ′).

I_base_x = K1 * (I_act_R + I_act_L)
−K1 * (ΔI_cmd_R + ΔI_cmd_L) (5a ′)
I_base_y = K2 * (I_act_R-I_act_L)
−K2 * (ΔI_cmd_R−ΔI_cmd_L) (5b ′)

Here, when the set of I_act_R and I_act_L is converted into a set of a current component in the X-axis direction and a current component in the Y-axis direction, the current component in the X-axis direction is the first term on the right side of the equation (5a ′). (= K1 * (I_act_R + I_act_L)), the current component in the Y-axis direction is the first term (= K2 * (I_act_R−I_act_L)) on the right side of equation (5b ′).

  Further, when the set of ΔI_cmd_R and ΔI_cmd_L is converted into a set of a current component in the X-axis direction and a current component in the Y-axis direction, the current component in the X-axis direction is the second term on the right side of the equation (5a ′) ( = K1 * (ΔI_cmd_R + ΔI_cmd_L)), the current component in the Y-axis direction is the second term (= K2 * (ΔI_cmd_R−ΔI_cmd_L)) on the right side of the equation (5b ′).

  Therefore, the I_act_R and I_act_L pairs and the ΔI_cmd_R and ΔI_cmd_L pairs are converted into current components in the X-axis direction and current components in the Y-axis direction, respectively. The X-axis direction reference current value I_base_x and the Y-axis direction reference current value I_base_y may be calculated by subtracting the current component in each axial direction corresponding to the set of ΔI_cmd_R and ΔI_cmd_L.

  In this case, the current component in the X-axis direction and the current component in the Y-axis direction corresponding to the set of I_act_R and I_act_L correspond to the first direction current value and the second direction current value in the present invention, respectively. Further, the current component in the X-axis direction and the current component in the Y-axis direction corresponding to the set of ΔI_cmd_R and ΔI_cmd_L correspond to the first direction acceleration / deceleration current value and the second direction acceleration / deceleration current value in the present invention, respectively.

  Next, the boarding / landing estimation unit 62 passes the X-axis direction reference current value I_base_x and the Y-axis direction reference current value I_base_y through the low-pass filter 62d, thereby causing the X-axis direction reference current value I_base_x and the Y-axis direction reference current value I_base_y to pass in the X-axis direction and Y-axis direction. First reference values C1_x and C1_y are obtained.

  Furthermore, the boarding / landing estimation unit 62 uses the calculation unit 62e to calculate the absolute values of I_base_x and I_base_y as values representing the magnitudes of the X-axis direction reference current value I_base_x and the Y-axis direction reference current value I_base_y, respectively. calculate.

  The values representing the magnitudes of I_base_x and I_base_y may be index values other than absolute values. For example, the square values of I_base_x and I_base_y may be used as values representing the magnitudes of I_base_x and I_base_y.

  Then, the boarding / landing estimation unit 62 passes the values (absolute values in the present embodiment) representing the magnitudes of I_base_x and I_base_y through the low-pass characteristic filter 62f, so that the respective values in the X-axis direction and the Y-axis direction are obtained. Second reference values C2_x and C2_y are obtained. As a result, second reference values C2_x and C2_y obtained by smoothing values representing the magnitudes of I_base_x and I_base_y are obtained.

  Supplementally, in order to obtain the first reference values C1_x and C1_y, instead of using the low-pass characteristic filter 62d, the first reference values C1_x and C1_y are obtained by a process (moving average process or the like) that averages I_base_x and I_base_y, respectively. You may make it ask.

  Similarly, in order to obtain the second reference values C2_x and C2_y, instead of using the low-pass characteristic filter 62f, a value (absolute value or square value or the like) representing the magnitudes of I_base_x and I_base_y is averaged. Thus, the second reference values C2_x and C2_y may be obtained. For example, the mean square of each of I_base_x and I_base_y (the mean value of the squares of the values from the current time to a predetermined time before) may be obtained as the second reference values C2_x and C2_y.

  It is desirable to use the same process for the smoothing process for obtaining the first reference values C1_x and C1_y and the smoothing process for obtaining the second reference values C2_x and C2_y.

  The boarding / landing estimation unit 62 uses the first reference values C1_x and C1_y and the second reference values C2_x and C2_y obtained as described above to determine the boarding / empty vehicle estimation result and the landing estimation result. Processing is executed by the estimation result determination unit 62g.

  The process of determining the boarding / empty vehicle estimation result is executed as shown in the flowchart of FIG.

  In other words, the boarding / landing estimation unit 62 represents the magnitude of the first reference value C1_x in the X-axis direction and the second reference value C2_x in the X-axis direction is larger than the predetermined positive threshold thre_Cx in STEP21. It is determined whether or not a condition that an absolute value | C1_x_ | as a value is larger than the threshold value thre_Cx is satisfied.

  Here, the vehicle 1 is in a boarding state, and the wheel body 5 has a relatively large moving speed component in the X-axis direction and is continuously moving (hereinafter referred to as riding and X-axis direction moving state). ), In general, both C2_x and | C1_x | are relatively large as compared with the situation other than the situation of getting on and moving in the X-axis direction.

  Therefore, by appropriately setting the threshold thre_Cx based on experiments or the like, the determination result of STEP 21 becomes positive in the riding and X-axis direction moving situation, and the situation other than the riding and X-axis direction moving situation In (including an empty vehicle state), the determination result of STEP 21 is negative.

  Therefore, when the determination result in STEP 21 is positive, the boarding / landing estimation unit 62 sets the boarding / empty vehicle estimation result in the boarding state in STEP 25.

  If the determination result in STEP 21 is negative, the boarding / landing estimation unit 62 determines in STEP 22 that the condition that the second reference value C2_y in the Y-axis direction is greater than a predetermined positive threshold thre_Cy1 is satisfied. Judge whether or not.

  Here, when the determination result of STEP 21 is negative (a situation other than the riding and X-axis direction movement situation), the vehicle 1 is in the boarding state, and the wheel body 5 is relatively moved in the Y-axis direction. In a situation where the vehicle is moving continuously with a speed component (hereinafter referred to as riding and moving in the Y-axis direction), C2_y is relatively large as compared to situations other than riding and moving in the Y-axis direction. Become.

  Therefore, by appropriately setting the threshold value thre_Cy1 based on an experiment or the like, the determination result of STEP 22 becomes positive in the riding and Y-axis direction moving situation, and the situation other than the riding and Y-axis direction moving situation Then, the judgment result of STEP22 becomes negative.

  Therefore, when the determination result in STEP 22 is positive, the boarding / landing estimation unit 62 sets the boarding / empty vehicle estimation result in the boarding state in STEP 5.

  According to the determination processes in STEPs 21 and 22 described above, when the vehicle 1 is moving (running) in the riding state, it can be appropriately estimated that the vehicle 1 is in the riding state.

  If the determination result in STEP 22 is negative, the boarding / landing estimation unit 62 determines in STEP 23 that the second reference value C2_y in the Y-axis direction is greater than a predetermined positive threshold thre_Cy2 and the Y-axis direction. It is determined whether the condition that the absolute value | C1_y | as a value representing the magnitude of the first reference value C1_y is smaller than a predetermined positive threshold thre_Cy3 is satisfied.

  Note that the threshold value thre_Cy2 in STEP23 is set to a value smaller than the threshold value thre_Cy1 in STEP22. In the present embodiment, the threshold value thre_Cy3 is set according to the second reference value C2_y in the Y-axis direction. For example, a value (<C2_y) obtained by multiplying C2_y by a positive proportionality constant smaller than “1” is set as the threshold thre_Cy3.

  Here, the situation in which the judgment results of STEPs 21 and 22 are negative (the situation where the vehicle 1 is in the riding and X-axis direction movement situation and the boarding and the Y-axis direction movement situation) is the boarding state of the vehicle 1, and Either the situation in which the wheel body 5 is in a stopped state or a state close to it (a state in which the vehicle body 5 is slightly vibrating in almost the same place) and a situation in which the vehicle 1 is in an empty state is there.

  In a situation where the vehicle 1 is in a boarding state and the vehicle 1 is in a movement stopped state or a state close thereto (hereinafter referred to as “boarding and movement stopped state”), the second reference value C2_y in the Y-axis direction is generally used. Is relatively large compared to the situation in which the vehicle 1 is in an empty state, and the first reference value C1_y in the Y-axis direction is larger than the second reference value C2_y in the Y-axis direction. Easy to keep small.

  On the other hand, when the vehicle 1 is in an empty state, the second reference value C2_y in the Y-axis direction is maintained at a smaller value than the riding state, or the magnitude of the first reference value C1_y in the Y-axis direction is small. It is difficult for a state to be smaller than the second reference value C2_y in the Y-axis direction.

  Therefore, by appropriately setting the thresholds thre_Cy2 and thre_Cy3 based on experiments or the like, the determination result of STEP23 becomes positive in the riding and movement stop situations, and the situation other than the riding and movement stop situations (that is, In the empty vehicle situation), the determination result in STEP 23 is negative.

  Therefore, when the determination result in STEP 23 is positive, the boarding / landing estimation unit 62 sets the boarding / empty vehicle estimation result in the boarding state in STEP 25. When the determination result in STEP 23 is negative, the boarding / landing estimation unit 62 sets the boarding / empty vehicle estimation result to an empty vehicle state in STEP 24.

  The above is the details of the estimation process of whether the vehicle is in the boarding state or the empty vehicle state. Therefore, if any of the determination results in STEPs 21 to 23 becomes affirmative, the boarding / empty vehicle estimation result is set to the boarding state. If all the determination results in STEPs 21 to 23 are negative, the boarding / empty vehicle estimation result is set to the empty vehicle state.

  By the processing of the boarding / landing estimation unit 62, the boarding state and the empty state of the vehicle 1 can be appropriately estimated without the riding unit 3 having a load sensor or the like. In this case, in the riding state, even if the occupant is not seated at the normal position and posture on the riding section 3 (such as a state where the waist is floating), gravity due to the weight of the occupant acts on the vehicle 1. In such a situation, it can be correctly estimated that the vehicle is in the boarding state.

  In STEP 21, it may be determined only whether or not the second reference current value C2_x in the X-axis direction is larger than a predetermined positive threshold value thre_Cx. Alternatively, it may be determined only whether the absolute value | C1_x | of the first reference current value C1_x in the X-axis direction is larger than the threshold value thre_Cx. Alternatively, the condition that the second reference current value C2_x in the X-axis direction is larger than a predetermined positive threshold value thre_Cx, and the absolute value | C1_x | of the first reference current value C1_x in the X-axis direction is larger than the threshold value thre_Cx. It may be determined whether any one of the conditions is satisfied.

  Next, the process of determining the landing estimation result in the estimation result determining unit 62g is executed as shown in the flowchart of FIG.

  In STEP 31, the boarding / landing estimation unit 62 determines that the second reference value C2_x in the X-axis direction is larger than a predetermined positive threshold thre_Cx2 and represents the magnitude of the first reference value C1_x in the X-axis direction. It is determined whether or not a condition that the absolute value | C1_x | is greater than the threshold value thre_Cx2 is satisfied.

  Note that the threshold value thre_Cx2 in STEP 31 is set to a value smaller than the threshold value thre_Cx in STEP 21.

  By appropriately setting the threshold value thre_Cx2 as described above, the determination result in STEP 31 becomes positive when both the legs of the occupant are not in contact with the floor surface.

  Therefore, when the determination result in STEP 31 is positive, the boarding / landing estimation unit 62 sets the landing estimation result as “no landing” in STEP 34.

  If the determination result in STEP 31 is negative, the boarding / landing estimation unit 62 further determines in STEP 32 that the second reference value C2_y in the Y-axis direction is greater than a predetermined positive threshold thre_Cy4 and Y It is determined whether or not a condition that the absolute value | C1_y_ | as a value representing the magnitude of the first reference value C1_y in the axial direction is smaller than a predetermined positive threshold thre_Cy5 is satisfied.

  The threshold value thre_Cy4 in STEP32 is set to a value smaller than the threshold value thre_Cy1 in STEP22 and larger than the threshold value thre_Cy2 in STEP23. Further, in this embodiment, the threshold value thre_Cy5 is set according to the second reference value C2_y in the Y-axis direction so as to be a value larger than the threshold value thre_Cy3 in STEP23. For example, when thre_Cy3 = α3 * C2_y (0 <α3 <1), the threshold thre_Cy5 is set such that thre_Cy5 = α5 * C2_y (where 1> α5> α3).

  By appropriately setting the thresholds thre_Cy4 and thre_Cy5 as described above, when the occupant lands at least one of the legs, the determination result in STEP32 becomes negative, and both occupants' legs are When the surface is not grounded, the determination result of STEP 32 is positive.

  Therefore, when the determination result in STEP 32 is negative, the boarding / landing estimation unit 62 sets the landing estimation result as “with landing” in STEP 33. If the determination result in STEP 32 is positive, the boarding / landing estimation unit 62 determines that the landing estimation result in STEP 34 is “no landing” indicating that both legs are not in contact with the ground.

  By the processing of the boarding / landing estimation unit 62, it is possible to appropriately estimate whether or not at least one leg of a passenger boarding the vehicle 1 has landed.

  Whether or not at least one leg of the occupant was landed by only one of the determination processes of STEP 31 and STEP 32 by appropriately setting the threshold thre_Cx2 in STEP 31 or the thresholds thre_Cy4 and thre_Cy5 in STEP 32 It is also possible to estimate whether or not.

  Supplementally, in this embodiment, the X-axis direction and the Y-axis are used to estimate whether the vehicle is in a boarding state or an empty vehicle state and whether or not at least one leg of the occupant is landed. Although absolute values were used as values representing the magnitudes of the first reference values C1_x and C1_y in the direction, the square values of the first reference values C1_x and C1_y or the mean square (values from the current time to a predetermined time before) (The mean value of the square values) may be used. When using the mean square of the first reference values C1_x and C1_y, it is desirable to obtain the first reference values C1_x and C1_y by a process of averaging each of I_base_x and I_base_y.

  In the present embodiment, the current value I_base_R obtained by subtracting the acceleration / deceleration current component ΔI_cmd_R from the current observation value I_act_R of the electric motor 31R and the acceleration / deceleration current component ΔI_cmd_L are subtracted from the current observation value I_act_L of the electric motor 31L. The set of the current value I_base_L is converted to the set of the X-axis direction reference current value I_base_x and the Y-axis direction reference current value I_base_y.

  However, the calculation of the acceleration / deceleration current components ΔI_cmd_R and ΔI_cmd_L is omitted, and the X-axis direction reference current value I_base_x and the Y-axis are determined from the set of the current observation value I_act_R of the electric motor 31R and the current observation value I_act_L of the electric motor 31L. A pair with the direction reference current value I_base_y may be generated. That is, the X-axis direction reference current value I_base_x and the Y-axis direction reference current value I_base_y may be calculated by using the expressions in which the right sides I_base_R and I_base_L of the expressions (5a) and (5b) are replaced with I_act_R and I_act_L. .

  However, by calculating I_base_x and I_base_y using the acceleration / deceleration current components ΔI_cmd_R and ΔI_cmd_L as described above, it is possible to prevent transient fluctuation components from being included in I_base_x and I_base_y. For this reason, in order to further improve the reliability of the estimation result of whether the vehicle is in the boarding state or the empty vehicle state or the estimation result of whether or not at least one leg of the occupant has landed, the acceleration / deceleration current component ΔI_cmd_R , ΔI_cmd_L is preferably used.

  According to the above-described embodiment, an abnormality that should stop the movement of the wheel body 5 in a state where an occupant is on the vehicle 1 (an abnormality that can cause the electric motors 31R and 31L to operate, such as a failure of the tilt sensor 52). ) Occurs, the value of the deceleration adjustment parameter tmc is increased during the period from the occurrence of the abnormality until the conditions of both STEPs 8 and 9 are satisfied by the processing of the deceleration control unit 74 at the time of abnormality. The predetermined value tmc_long is set (STEP 11).

  In this case, in STEP 12, the target wheel speed Vw_cmd2_ # calculated by the equations (3a) and (3b) is attenuated with a relatively slow deceleration. For example, in FIG. 11, the target wheel body speed Vw_cmd2_ # attenuates with a relatively slow deceleration as exemplified by the solid line graph before time t1.

  In FIG. 11, time t1 corresponds to the timing at which both conditions of STEPs 8 and 9 are satisfied.

  If both conditions of STEP 8 and STEP 9 are satisfied after the occurrence of abnormality, a shorter predetermined value tmc_short is set as the value of the deceleration adjustment parameter tmc thereafter (STEP 10). In this case, in STEP 12, the target wheel body speed Vw_cmd2_ # calculated by the equations (3a) and (3b) is quickly attenuated at a large deceleration rate compared to the period before both conditions of STEP 8 and 9 are satisfied. Will go. For example, in FIG. 11, the target wheel speed Vw_cmd2_ # is quickly attenuated with a larger deceleration than before time t1, as exemplified by the previous solid line graph after time t1.

  As described above, when an abnormality occurs while the vehicle 1 is in the occupant's boarding state, the wheels are moved at a relatively moderate deceleration rate until the determination result of both STEPs 8 and 9 becomes affirmative. The moving speed of the body 5 is reduced. For this reason, in the said period, the passenger | crew can prepare in advance for preparing the posture in the final stop state of the wheel body 5. FIG. Specifically, during this period, the occupant can easily land one or both legs on the floor in advance.

  When the determination results of both STEPs 8 and 9 are affirmative, the deceleration rate of the moving speed of the wheel body 5 is switched to a larger deceleration rate (switched from the first deceleration control process to the second deceleration control process).

  Thereby, the moving speed of the wheel body 5 is quickly attenuated to zero, and the movement of the wheel body 5 finally stops. In this case, the quick decay of the moving speed of the wheel body 5 is performed in a state where one or both legs of the occupant have already been landed (that is, a state in which preparations for preparation are made).

  Further, when an abnormality that should stop the movement of the wheel body 5 (an abnormality in which the electric motors 31R and 31L can be operated, such as a failure of the tilt sensor 52) occurs in an empty state in which no occupant is in the vehicle 1. After the occurrence of the abnormality, the value of the deceleration adjustment parameter tmc is maintained at a shorter predetermined value tmc_short (STEP 10).

  For this reason, in STEP 12, the target wheel speed Vw_cmd2_ # calculated by the equations (3a) and (3b) is quickly attenuated with a large deceleration immediately after the occurrence of the abnormality. For example, in FIG. 11, the target wheel body speed Vw_cmd2_ # is quickly attenuated with a large deceleration immediately after the occurrence of an abnormality, as exemplified by the broken line graph. For this reason, the wheel body 5 can be stopped quickly. In addition, the broken line Y with the arrow of FIG. 11 is related with the deformation | transformation aspect mentioned later.

  Further, in the present embodiment, in the estimation process in the boarding / landing estimation unit 62, the observation value and the command value of the electric currents of the electric motors 31R and 31L are used, so that no dedicated sensor is required for the estimation process. In addition, it is possible to perform the estimation of whether or not the vehicle is in a riding state and the estimation of whether or not at least one leg of the occupant has landed with high reliability.

  In the embodiment described above, when an abnormality of the vehicle 1 occurs in an empty state of the vehicle 1, the target wheel body speed is maintained at a constant degree of attenuation defined by the value of the deceleration adjustment parameter tmc (= tmc_short). Vw_cmd_ # (# = x, y) was decreased.

  However, when an abnormality occurs in the vehicle 1 in an empty state of the vehicle 1, the target wheel body speed Vw_cmd_ # (# = x, y) is immediately (as indicated by the broken line Y with an arrow in FIG. It may be set to zero (instantly). In other words, the target wheel speed Vw_cmd_ # (# = x, y) may be decreased to zero with a virtually infinite degree of attenuation. Thereby, the movement of the wheel body 5 of the vehicle 1 in an empty state can be stopped as quickly as possible.

  Moreover, in the said embodiment, when abnormality of the vehicle 1 generate | occur | produced, the form which attenuate | damps target wheel body speed Vw_cmd_ # (# = x, y) in the form of an exponential function was illustrated. However, the attenuation form of the target wheel speed Vw_cmd_ # may be a linear attenuation form, or may be a curved form other than an exponential function (such as a convex quadratic function). Good.

  Moreover, although the said embodiment demonstrated the vehicle 1 whose boarding part 3 is a sheet | seat, the boarding part 3 may be comprised so that the both legs may be mounted in the state which the passenger | crew stood up.

  In the above-described embodiment, the vehicle 1 in which the riding section 3 tilts integrally with the base body 9 has been described. For example, the base body and the moving part assembled to the base body do not tilt with respect to the floor surface. It is also possible to configure the vehicle so that the riding section tilts.

  Moreover, in the said embodiment, it is estimated whether it is in a boarding state using the observed value and command value of the electric current of electric motor 31R, 31L, and whether at least any one leg of the passenger | crew was landed. Although the estimation is performed, it is also possible to perform the above estimation using an appropriate load sensor or a captured image of a vehicle-mounted camera. Furthermore, it is possible to perform the above estimation based on a switch operation by an occupant.

  In such a case, a hydraulic actuator or the like can be used as the actuator instead of the electric motors 31R and 31L.

  1 ... Inverted pendulum type vehicle. DESCRIPTION OF SYMBOLS 3 ... Passenger boarding part, 5 ... Wheel body (moving part), 9 ... Base | substrate, 31R, 31L ... Electric motor, 50 ... Control apparatus (control part), 62 ... Boarding / landing estimation part (landing estimation part, passenger boarding estimation) Part), 74 ... deceleration control part at the time of abnormality.

Claims (17)

A moving part that can move in all directions on the floor, an actuator that drives the moving part, a base body on which the moving part and the actuator are attached, and an occupant that is attached to the base body so as to be tiltable with respect to the vertical direction An inverted pendulum type vehicle comprising a boarding unit and a control unit that controls the operation of the actuator,
When an abnormality that should stop the movement of the moving unit occurs during the movement of the moving unit, the control unit determines that the moving unit is a relative one of the first deceleration rate and the second deceleration rate that are different from each other. A first deceleration control process for controlling the operation of the actuator so as to decelerate at a small first deceleration rate, and then decelerate and stop the moving unit at a relatively large second deceleration rate. As described above, the inverted pendulum type vehicle includes an abnormal deceleration control unit configured to execute a second deceleration control process for controlling the operation of the actuator. The inverted pendulum type vehicle according to claim 1,
The abnormality deceleration control unit satisfies a predetermined condition regarding at least one of an elapsed time after the occurrence of the abnormality and a speed command value of the moving unit that is sequentially determined in the first deceleration control process. As a necessary condition, switching from the first deceleration control process to the second deceleration control process is performed, and the predetermined condition is that the vehicle rides on the vehicle without grounding both legs to the floor. The inverted passenger is set so that the passenger can land at least one leg on the floor surface within a period until the predetermined condition is satisfied after the occurrence of the abnormality. Pendulum type vehicle. The inverted pendulum type vehicle according to claim 2,
The inverted pendulum type vehicle characterized in that the predetermined condition is a condition relating to both an elapsed time after the occurrence of the abnormality and a speed command value of the moving unit. In the inverted pendulum type vehicle according to any one of claims 1 to 3,
After the occurrence of the abnormality, during execution of the first deceleration control process, it is estimated whether or not an occupant on the vehicle has landed at least one leg on the floor without touching both legs to the floor. And a landing estimation unit
From the first deceleration control process, the abnormal-time deceleration control unit assumes that the estimation result by the landing estimation unit is an estimation result indicating that the occupant has landed at least one leg on the floor surface. An inverted pendulum type vehicle configured to perform switching to the second deceleration control process. The inverted pendulum type vehicle according to claim 4,
The actuator is an electric motor;
The landing estimation unit is configured to estimate whether or not the occupant has landed at least one leg on the floor surface based on at least an observation value of an energization current of the electric motor. Inverted pendulum type vehicle. The inverted pendulum type vehicle according to claim 5,
The landing estimator is configured so that the occupant has at least one leg based on an observed value of the energization current of the electric motor and a current command value that is a command value of the energization current of the electric motor determined by the control unit. An inverted pendulum type vehicle characterized by being configured to estimate whether or not the vehicle has landed on the floor surface. The inverted pendulum type vehicle according to claim 6,
The landing estimation unit calculates an acceleration / deceleration current component for increasing / decreasing the driving force output by the electric motor in the current command value, and subtracts the acceleration / deceleration current component from the observed value of the energization current. An inverted pendulum type vehicle configured to estimate whether or not the occupant has landed at least one leg based on a reference current value. The inverted pendulum type vehicle according to claim 5,
The two electric motors include the two electric motors, and a driving force that moves the moving unit in a first direction out of a first direction and a second direction that are orthogonal to each other included in all directions. Is generated according to the sum of the driving forces output, and the driving force for moving the moving portion in the second direction is generated according to the difference between the driving forces output by the two electric motors. , A power transmission system between the moving unit and the two electric motors is configured,
The landing estimation unit is a first direction reference current value, which is a current component that generates a driving force for moving the moving unit in the first direction, based on the set of observation values of the energization currents of the two electric motors. And a second direction reference current value that is a current component that generates a driving force for moving the moving unit in the second direction, and the first direction reference current value and the second direction An inverted pendulum type vehicle configured to estimate whether or not the occupant has landed at least one leg on the floor surface based on at least one of reference current values. The inverted pendulum type vehicle according to claim 6,
The two electric motors include the two electric motors, and a driving force that moves the moving unit in a first direction out of a first direction and a second direction that are orthogonal to each other included in all directions. Is generated according to the sum of the driving forces output, and the driving force for moving the moving portion in the second direction is generated according to the difference between the driving forces output by the two electric motors. , A power transmission system between the moving unit and the two electric motors is configured,
The landing estimation unit includes a first direction current value that is a current component that generates a driving force for moving the moving unit in the first direction, based on a set of observation values of the energization currents of the two electric motors. Among the current command values of the two electric motors, a process of converting into a pair with a second direction current value that is a current component that generates a driving force for moving the moving unit in the second direction, A process of calculating acceleration / deceleration current components for increasing / decreasing the driving force output by each of the electric motors and a set of the acceleration / deceleration current components of the two electric motors in the first direction are moved in the first direction. A first direction acceleration / deceleration current value that is a current component that generates a driving force that moves the moving part, and a second direction acceleration / deceleration current value that is a current component that generates a driving force that moves the moving part in the second direction; To convert to pairs And the first direction reference current value obtained by subtracting the first direction acceleration / deceleration current value from the first direction current value, and the second direction acceleration / deceleration current value obtained by subtracting the second direction acceleration / deceleration current value from the second direction current value. An inverted pendulum configured to estimate whether or not the occupant has landed at least one leg on the floor surface based on at least one of the second direction reference current values Type vehicle. The inverted pendulum type vehicle according to claim 7,
The two electric motors include the two electric motors, and a driving force that moves the moving unit in a first direction out of a first direction and a second direction that are orthogonal to each other included in all directions. And the moving unit and the moving unit so that a driving force for moving the moving unit in the second direction is generated according to a difference between output torques of two electric motors. A power transmission system between two electric motors is configured,
The landing estimation unit is a first direction reference current that is a current component that generates a driving force for moving the moving unit in the first direction, based on the set of reference current values calculated for each of the two electric motors. And a second direction reference current value, which is a current component that generates a driving force for moving the moving unit in the second direction, is converted into a set of the first direction reference current value and the second direction reference current value. An inverted pendulum type vehicle characterized by estimating whether or not the occupant has landed at least one leg on the floor surface based on at least one of the direction reference current values. In the inverted pendulum type vehicle according to any one of claims 1 to 10,
An occupant boarding estimation unit for estimating whether the occupant is on board the vehicle,
When the abnormality occurs, the deceleration control unit at the time of abnormality is based on the precondition that the estimation result by the occupant boarding estimation unit becomes an estimation result indicating that the occupant is on the vehicle. When the first deceleration control process and the second deceleration control process are sequentially executed and the abnormality occurs, the estimation result by the occupant boarding estimation unit is an estimation result indicating that the occupant is not on the vehicle. Is configured to execute a third deceleration control process for controlling the operation of the actuator so as to decelerate and stop the moving unit at a third deceleration rate greater than the first deceleration rate. An inverted pendulum type vehicle characterized by that. The inverted pendulum type vehicle according to claim 11,
The actuator is an electric motor;
The occupant boarding estimation unit is configured to estimate whether or not an occupant is boarding the vehicle based on at least an observation value of an energization current of the electric motor. . The inverted pendulum type vehicle according to claim 12,
The occupant boarding estimation unit is configured to allow the occupant to board the vehicle based on the observed value of the energization current of the electric motor and a current command value that is a command value of the energization current of the electric motor determined by the control unit. An inverted pendulum type vehicle characterized by being configured to estimate whether or not The inverted pendulum type vehicle according to claim 13,
The occupant boarding estimation unit calculates an acceleration / deceleration current component for increasing / decreasing driving force output from the electric motor in the current command value, and calculates the acceleration / deceleration current component from the observed value of the energization current. An inverted pendulum type vehicle configured to estimate whether or not an occupant is on board the vehicle based on a subtracted reference current value. The inverted pendulum type vehicle according to claim 12,
The two electric motors include the two electric motors, and a driving force that moves the moving unit in a first direction out of a first direction and a second direction that are orthogonal to each other included in all directions. Is generated according to the sum of the driving forces output, and the driving force for moving the moving portion in the second direction is generated according to the difference between the driving forces output by the two electric motors. , A power transmission system between the moving unit and the two electric motors is configured,
The occupant boarding estimation unit is a first direction reference current, which is a current component that generates a driving force for moving the moving unit in the first direction, based on a set of observation values of the energization currents of the two electric motors. And a second direction reference current value, which is a current component that generates a driving force for moving the moving unit in the second direction, is converted into a set of the first direction reference current value and the second direction reference current value. An inverted pendulum type vehicle configured to estimate whether an occupant is on the vehicle based on a direction reference current value. The inverted pendulum type vehicle according to claim 13,
The two electric motors include the two electric motors, and a driving force that moves the moving unit in a first direction out of a first direction and a second direction that are orthogonal to each other included in all directions. Is generated according to the sum of the driving forces output, and the driving force for moving the moving portion in the second direction is generated according to the difference between the driving forces output by the two electric motors. , A power transmission system between the moving unit and the two electric motors is configured,
The occupant boarding estimation unit is a first directional current value that is a current component that generates a driving force for moving the moving unit in the first direction, based on a set of observation values of the energization currents of the two electric motors. And a process of converting into a pair of a second direction current value that is a current component that generates a driving force for moving the moving unit in the second direction, and a current command value of each of the two electric motors , A process of calculating acceleration / deceleration current components for increasing / decreasing the driving force output by the respective electric motors, and a set of the acceleration / deceleration current components of the two electric motors in the first direction. A first direction acceleration / deceleration current value that is a current component that generates a driving force that moves the moving unit and a second direction acceleration / deceleration current value that is a current component that generates a driving force that moves the moving unit in the second direction Convert to pair The first direction reference current value obtained by subtracting the first direction acceleration / deceleration current value from the first direction current value, and the second direction acceleration / deceleration current value from the second direction current value. An inverted pendulum type vehicle configured to estimate whether or not an occupant is on the vehicle based on the second direction reference current value. The inverted pendulum type vehicle according to claim 14,
The two electric motors include the two electric motors, and a driving force that moves the moving unit in a first direction out of a first direction and a second direction that are orthogonal to each other included in all directions. And the moving unit and the moving unit so that a driving force for moving the moving unit in the second direction is generated according to a difference between output torques of two electric motors. A power transmission system between two electric motors is configured,
The occupant boarding estimation unit is a first direction reference that is a current component that generates a driving force for moving the moving unit in the first direction, based on the set of reference current values calculated for each of the two electric motors. A process of converting into a set of a current value and a second direction reference current value, which is a current component that generates a driving force that moves the moving unit in the second direction, is performed, and the first direction reference current value and the first direction reference current value An inverted pendulum type vehicle configured to estimate whether an occupant is on the vehicle based on a two-direction reference current value.