JP2907512B2 - Control device for omnidirectional vehicles - Google Patents

Description

Description: BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for an omnidirectional vehicle, and more particularly to an omnidirectional vehicle that moves in any direction on a plane without changing the orientation of the vehicle body. The present invention relates to a control device for a mobile vehicle.

[Problems to be solved by conventional technology and invention]

The omnidirectional vehicle is characterized by being able to move in any direction on the plane without changing the orientation and posture of the vehicle body, and can move in any direction, from front to back, left, right, and diagonally, from the current position, to turn, spin turn ( Since the vehicle body does not protrude at the time of turning on the spot), the space for traveling of the mobile vehicle is small. Therefore, it is possible to move and travel in a narrow place, and it is possible to widen the range of action of the moving vehicle. In view of the above, there are many merits as compared with the conventional moving vehicle in which the driving direction and the traveling direction coincide with each other, and various methods have been proposed because of its high utility value.

This method is mainly classified into the following two types by mechanism. One is a driving wheel steering system in which two or more driving wheels are turned (turned) by 90 ° or more to change the moving direction of the moving vehicle, and the other is a chassis bogie provided with driving wheels and a chassis bogie. It is composed of a vehicle body rotatably mounted,
This is a driving wheel axle steering method in which the driving direction of the moving vehicle is changed by rotating the driving wheel axle of the left and right driving wheels, which can independently control the rotation direction and the rotation speed, around the central vertical axis of the drive wheel axle by 90 ° or more.

Although the former drive wheel steering method is easy in terms of movement in all directions, its mechanism is complicated and requires a large installation space, so that its design and manufacture are complicated. Further, when the drive wheels are changed for turning while the vehicle is stopped, there are disadvantages such as uneven wear of the drive wheels at a contact portion with the road surface and a large change drive is required.

On the other hand, the latter drive wheel axle steering method has a simple mechanism,
There are no drawbacks as in the above drive wheel steering system. Steering to move in all directions can be easily realized by rotating the left and right drive wheels provided on the chassis cart in opposite directions, and the left and right drive wheel axes are always horizontal as the traveling direction of the moving vehicle changes. Yes, so that the movement and running of the mobile vehicle can be controlled stably in any case.

A typical example of this drive wheel axle steering system is disclosed in
This is an omnidirectional mobile unmanned vehicle disclosed in Japanese Patent No. 37305.
This unmanned vehicle is capable of freely changing the orientation of the vehicle by attaching the vehicle body to the chassis member so as to be able to turn. A pair of driving wheels, a driving mechanism and a driving motor are provided at the center left and right of the chassis member. And a pair of idler wheels are mounted before and after the center thereof, and the traveling direction and traveling direction of the vehicle are controlled by controlling the rotation direction and the rotation speed of both drive motors. On the other hand, the attitude angle of the vehicle body with respect to the chassis member is determined by a turning means provided on either the chassis member or the vehicle body based on a signal from a relative angle detecting means provided on the chassis member or the vehicle body. By controlling the driving of the motor, the chassis member and the vehicle body are relatively turned, and controlled to a predetermined value. In addition, the so-called omnidirectional movement control, in which the traveling direction of the vehicle is changed without changing the orientation of the vehicle body and moves in all directions on the plane, is performed by simultaneously moving the vehicle body in the direction opposite to the turning (rotation) of the chassis member. This is performed by controlling the drive.

By the way, in this kind of omnidirectional moving vehicle of the drive wheel axle steering method, it is an important issue how to control the attitude angle of the vehicle body with respect to the chassis member, and specifically how to control it. If this attitude angle cannot be controlled properly, the vehicle is merely a movable trolley that rotates the vehicle body with respect to the chassis member. The above-described omnidirectional mobile unmanned vehicle relates to a bogie and a mechanism capable of moving in all directions, and does not relate to an omnidirectional mobile unmanned vehicle control device.

The above prior art (Japanese Patent Application Laid-Open No. 63-137305) has an excellent effect that the vehicle can travel while keeping the attitude angle of the vehicle body constant with respect to the travel locus of the chassis member. Since it is necessary to individually set the command to the drive mechanism of the chassis member and the command to rotate the vehicle body, each command value is to be precise,
In addition, it is necessary to sufficiently consider the consistency between the two, and there is a problem that free running control is difficult.

The present invention relates to a control device for an omni-directional vehicle comprising the above-described omni-directional mobile unmanned vehicle mechanism, and shows a control device for specifically controlling a vehicle body with respect to a chassis member.

The above-described omnidirectional mobile unmanned vehicle of the drive wheel axle steering system has the simplest mechanism for moving in all directions at present, and the control, drive, steering,
The structure and the control device are simplified, since the three control elements of the turning need only be performed by three independent drives.

An object of the present invention is to provide an omnidirectional vehicle having the simplest mechanism described above, in all traveling modes and traveling conditions such as forward / backward traveling, left / right traveling, diagonal traveling, turning, and spin turning (turning in place). An object of the present invention is to provide a control device for an omnidirectional vehicle that can move without changing its orientation (posture angle) and that can freely change the orientation of the vehicle body with respect to the traveling direction of the vehicle.

[Means for solving the problem]

In order to achieve the above object, the present invention provides a chassis member having a pair of driving means and operating independently by operating the driving means, and a chassis member which is rotatable relative to the chassis member. An omni-directional mobile vehicle, comprising: a vehicle body pivotally supported by the vehicle; and rotation drive means mounted on one of the chassis member and the vehicle body and rotating the vehicle body relative to the chassis member. An omnidirectional vehicle control device for controlling the speed of the pair of driving means, a relative angle detecting means for detecting a relative angle between the chassis member and the vehicle body; Speed difference calculating means for calculating the difference in speed, polarity inverting means for inverting the polarity of the speed difference, command relative angle, the relative angle, and the speed of the inverted polarity. And a rotation control means for controlling the rotation drive means based on the control so that the relative angle matches the commanded relative angle and the angular velocity of the vehicle body is controlled to correspond to the inverted speed difference. Features.

[Action]

In order to keep the attitude of the vehicle body constant irrespective of the magnitude of the turning direction and the turning angular velocity of the chassis member, the turning direction and the turning angular velocity of the chassis member are detected and detected in the opposite direction to the detected turning direction. What is necessary is just to rotate the vehicle main body relative to the chassis member at the same angular velocity as the angular velocity. The speed detecting means of the present invention detects the speed of each of the pair of driving means, and the speed difference calculating means calculates the speed difference between the pair of driving means of the chassis member. Incidentally in FIG. 8, for example, when the moving speed V _l of the left driving means LD is faster than the moving speed V ₂ of the right driving means RD, chassis member travels is steered to the right. Then, the direction of the chassis member every moment changes in the direction B in the figure corresponding to the difference in the moving speed of the left and right driving means LD and RD with respect to the reference direction (indicated by the arrow A in the figure). Since the moving speed difference V ₁ -V ₂ is represented by dω where d is the distance between the driving means and ω is the angular velocity, it is proportional to the angular velocity ω of the chassis member with respect to the reference direction of the traveling plane. In the case of using the drive wheel to the drive means, the rotational speed (rotational speed) N _l of both driving means, N _2, V ₁ if the radius _{r -V 2 = 2πr (N 1} -N 2) Therefore, the rotation speed difference is represented by dω) / 2πr, and is proportional to the angular speed.
Therefore, in the present invention and the embodiments, the speed will be described as the speed including the moving speed and the rotational speed unless otherwise required.

Either the chassis member or the vehicle body is provided with a rotation driving means for rotating the vehicle body relative to the chassis member. The rotation control means is obtained from a pair of drive means of the chassis member, speed detection means for detecting respective speeds, speed difference detection means for detecting the speed difference, and polarity reversal means for reversing the polarity of the speed difference. A signal with the same magnitude and opposite direction as the angular velocity of the chassis member,
This is performed by comparing a signal obtained from a relative angle detecting means for detecting a relative angle between the chassis member and the vehicle body with a relative angle command value.

The rotation drive means is provided on either the chassis member or the vehicle body, and is controlled so that a signal from the relative angle detection means and the commanded relative angle coincide. Further, the rotation drive means is controlled such that the angular velocity of the vehicle body is opposite to the angular velocity of the chassis member and has the same size.

The traveling direction and speed of this mobile vehicle are controlled by the speed and direction of each of the pair of driving means provided on the chassis member.For example, if the values of both speeds are the same and the directions are the same, the vehicle travels straight. If the directions of the two speeds are the same and their values are different, the vehicle travels in a turn. If the values of both speeds are the same and the directions are different, the vehicle travels in place (spin turn). By combining these traveling and changing the values of both speeds, traveling modes with various traveling patterns can be realized.

At this time, if the traveling direction of the moving vehicle changes every moment due to the speed difference (including the direction) between the two speeds, the vehicle body pivotally attached to the chassis member is attached to the chassis member. If the speed difference and the direction of the driving means are opposite in value, that is, if the direction is controlled by the same magnitude as the angular velocity of the chassis member and the direction is reversed, the vehicle can be driven in various running patterns regardless of whether the vehicle is stopped or running. The vehicle can travel and travel without changing the angle (posture angle or orientation) of the traveling plane of the main body with respect to the reference direction. That is, the attitude angle of the vehicle body is always constant regardless of the steering traveling of the chassis member.

Further, the attitude angle of the vehicle body can be adjusted to an arbitrary relative angle according to the command angle by the control device having the above configuration.

Further, in the present invention, a relative angular velocity detecting means for detecting a relative angular velocity between the vehicle body and the chassis member is provided, and the detected relative angular velocity matches the velocity difference or the velocity difference whose polarity is reversed, or the detected relative angular velocity. If the angular velocity is fed back so as to match the commanded angular velocity calculated by comparing the commanded relative angle with the detected relative angle, control accuracy is further improved.

〔The invention's effect〕

As described in detail above, according to the present invention, the omnidirectional vehicle can travel and travel without changing the orientation of the vehicle body, regardless of whether the vehicle is stopped or traveling, in the traveling mode according to any traveling pattern. An excellent effect that the posture angle of the vehicle body can be adjusted to an arbitrary angle is exhibited.

〔Example〕

Hereinafter, specific embodiments of the present invention will be described with reference to the drawings. First, the basic configuration will be described.

As shown in FIG. 1 and FIG. 2, the omnidirectional vehicle 1
The vehicle includes a chassis member 2 and a vehicle body 3 attached to the chassis member 2 so as to be pivotable about a central vertical axis. FIG. 2 is a bottom view of the omnidirectional vehicle 1.

The chassis member 2 includes a circular chassis substrate 4, and a pair of driving wheels 5 a and 5 b constituting a pair of driving means are mounted at symmetric positions with respect to the center of the circular chassis substrate 4. Drive motors 6a and 6b are connected to the expanding wheels 5a and 5b, respectively, and the drive wheels 6a and 6b drive the drive wheels 5a and 5b to rotate forward and reverse. That is, the driving means and the steering mechanism of the omnidirectional vehicle are constituted by the pair of drive wheels 5a and 5b and the drive motors 6a and 6b.

Further, a pair of idler wheels (caster wheels) 7 rotatable in all directions are attached to the chassis substrate 4 at positions shifted by 90 degrees from the drive wheels 5a and 5b. Therefore,
By controlling the rotation direction and rotation speed of both drive motors 6a and 6b, the traveling and the traveling direction of the chassis member 2 are controlled. That is, when the two driving wheels 5a and 5b are rotated in the same rotation direction and at the same rotation speed, the moving vehicle 1 travels in a straight line, and when rotated at the same rotation direction and at different rotation speeds, the moving vehicle 1 draws a curve. Make a turning run. Also, both drive wheels
When 5a and 5b are rotated at the same rotational speed in opposite directions, a turning (rotating) operation (spin-turn running) is performed on the spot. When one of the drive wheels has a speed of zero and the other drive wheel rotates, the wheel performs a turning (rotating) operation around the drive wheel of which the speed is zero.

Further, the drive motors 6a, 6b are integrally provided with drive motor speed detection means 8a, 8b comprising an encoder, and the speed detection means 8a, 8b are provided with the drive motors 6a, 6b,
That is, the speed and rotation direction of the drive wheels 5a and 5b are detected.

A cylindrical turning seat 9 is fixed to the upper surface of the chassis substrate 4, and a gear 9a is formed on the outer periphery of the turning seat 9 and a ball receiving portion 9b is formed on the inner periphery.

A turning support cylinder is provided on the lower surface of the square bottom plate 10 of the vehicle body 3.
The turning support cylinder 11 is fixed to the chassis member 2.
Is rotatably inserted and supported via a pole 12 inside the revolving seat 9. A turning motor 13 as turning means is fixed to the upper surface of the bottom plate 10 of the vehicle body 3, the output shaft of the turning shaft 13 projects through the bottom plate 10 and projects downward, and a motor gear 13a is fixed to the projecting portion of the output shaft. ing. And motor gear 1
3a is a gear of the swivel seat 9 fixed to the chassis member 2.
Meshes with 9a. Therefore, by driving the turning motor 13, the chassis member 2 and the vehicle body 3 are turned relatively. An angular velocity detector 14a composed of an encoder is integrally attached to the swing motor 13, and the angular velocity detector 14a determines the relative angular velocity between the chassis member 2 and the vehicle body 3 based on the rotation amount and the rotation direction of the swing motor 13. Detect the direction of rotation. The angular velocity detector 14a may be one that differentiates the output signal of the potentiometer.

A control device 15 (including a microcomputer) for controlling the omnidirectional vehicle 1 is mounted on the bottom plate 10 of the vehicle body. The body 16 of the vehicle body 3 is formed in a box shape, and its lower end extends to the outside of the chassis member 2. A bumper 17 is attached to the lower part of the body 16 over the entire circumference.

Next, in the omnidirectional vehicle 1 configured as described above, FIG. 3 shows a control device for an omnidirectional vehicle that can move and travel in all directions on a plane without changing the orientation of the vehicle body 3. I will explain based on.

The control device includes a drive wheel control unit 50A and a swing motor control unit 50B.
And As shown in FIG. 3, the drive wheel control unit 50A connects the pair of drive wheels to the respective command speed generation means 18.
The moving direction and the moving speed of the moving vehicle are controlled independently based on the command speed signals from a and 18b. In addition, the speed of each drive wheel, that is, the drive motors 6a and 6b is detected by speed detection means 8a and 8b such as an encoder and a tachogenerator, and after processing the signal, the speed is sent to speed servo amplifiers 19a and 19b as drive control means. The speed servo loop is configured so as to feed back and match the command speed from the command speed generating means. Accordingly, the moving direction and the moving speed of the moving vehicle are controlled according to the respective command speeds, and the moving vehicle moves. In the mobile vehicle controlled in this way, the pair of drive wheel shafts is always horizontal with respect to the traveling direction of the mobile vehicle, so that the orientation of the mobile vehicle (attitude angle) is the same as the traveling direction of the mobile vehicle. In other words, when there is a difference in rotational speed between a pair of drive wheels, that is, when there is a difference in travel speed between both drive wheels, for example, when the vehicle is turning or spinning, the orientation of the vehicle ( Attitude angle) changes momentarily according to the speed difference between the two drive wheels.

At this time, in the omnidirectional vehicle configured as shown in FIGS. 1 and 2, the turning motor is drive-controlled based on the value obtained by reversing the polarity of the speed difference between the two drive wheels of the vehicle body 3 in the opposite direction. It is possible to move in any direction on the plane without changing the orientation of the vehicle body 3. The speed difference between the two drive wheels corresponds to the angular speed of the chassis member 2 and the omnidirectional vehicle 1
This speed difference corresponds to the omnidirectional vehicle 1
Is generated when the vehicle turns and spins, that is, when the omnidirectional vehicle 1 attempts to change its traveling direction, and its value changes according to the speeds of both driving wheels.
At this time, a signal corresponding to the angular velocity of the chassis member 2 is obtained by obtaining the speed difference signal by the speed difference detection means 20 based on the signals from the speed detection means 8a and 8b of both drive wheels, and further, the polarity inversion means A signal in which the polarity of the signal is inverted at 21, that is, a signal having the same magnitude and the opposite direction as the angular velocity of the chassis member 2 is input to the velocity servo amplifier 22 as a command velocity. Swivel motor similar to chassis members
13 is detected by an angular velocity detector 14a such as an encoder or a potentiometer, and the signal is detected by the velocity servo amplifier 2.
Give feedback to 2. Thus, a speed servo loop is formed, and the speed servo control is performed so that the turning angular speed of the vehicle body 3 is opposite in direction to the angular speed of the chassis member 2 and has the same value. Therefore, as described above, when the omnidirectional vehicle 1 attempts to change the traveling direction,
When an angular velocity is generated in the chassis member 2, the vehicle body 3
Are rotated in the opposite direction at the same angular velocity, and at that time, the vehicle body 3 maintains the same orientation (posture angle).

That is, even if the omnidirectional vehicle 1 moves in any direction and at any speed at the commanded speed of the two drive wheels, the vehicle body 3 does not change its orientation (posture angle), and always remains in the same direction. It can move in any direction on the plane. This is the same when the omnidirectional vehicle 1 changes the traveling direction while the vehicle is stopped, that is, in the case of so-called spin turn traveling.

The speed difference between the two drive wheels can also be detected from the command speeds of the two drive wheels if the speeds of the two drive wheels coincide with the respective command speeds without error and without a response delay. The rotational speed of the swing motor 13 may be servo-controlled by inputting it to the speed servo amplifier 22 so that the direction is opposite to the angular speed.

In the case where an encoder is used for the speed detecting means 8a, 8b, the encoder pulse signal of the speed detecting means 8a, 8b is converted to a clock pulse signal generated from the oscillator and the frequency dividing means 23 shown in FIG. Sampling by the sampling means 24. The sampling clock pulse signal may be an external clock pulse signal. Also, the sampling clock pulse signals of the speed detecting means 8a and 8b are set to have a phase difference of 180 degrees. Accordingly, when the pulse signal sampled later is subjected to the arithmetic processing, the pulse signals do not overlap with each other, and accurate arithmetic can be performed. Encoder pulse signals usually include an a-phase pulse signal and a b-phase pulse signal whose phases differ by 90 degrees.
The rotation direction (polarity) is determined based on the phase relationship between the two pulse signals. Therefore, in the sampling means 24, there are four phases, a phase and b phase of the speed detecting means 8a, and a phase and b phase of the speed detecting means 8b.
Samples two encoder pulse signals.

It should be noted that the sampling means 24 is provided at the speed detecting means 8a, 8b.
The rising and falling edges of each of the phase and b-phase pulse signals may be detected to sample four encoder pulse signals in total of four. Then, while outputting the sampled encoder pulse signal as a pulse train signal added by the arithmetic processing means 25, the speed detecting means (encoder) 8a, based on the sampled encoder pulse signal,
The rotation direction (polarity) of 8b is discriminated, and each of the added pulse train signals also outputs a polarity signal for determining in which direction the turning motor 13 is to be rotated. The two output signals thus obtained are obtained by subtracting the pulse signals of the two encoders, that is, a signal representing the speed difference between the two encoders. What is necessary is to control. If the polarity is inverted by the arithmetic processing means 25, the polarity inversion means 21 becomes unnecessary. In addition, since the value of the speed difference detected in this way is obtained for each pulse signal of the two encoders, the detection accuracy is high and there is no response delay. Further, if a speed servo amplifier of a PLL (Phase Locked Loop) control method is used for the speed servo amplifier 22, the input thereof is a pulse train (frequency) signal, so that the output of the arithmetic processing means 25 can be directly input. Further, since the control is performed so as to be phase-synchronized with the input pulse train signal, the detected performance is not impaired, the accuracy is high, and the response is fast. In other words, this method can control a high-speed response with high accuracy, and can respond to a wide control range.

When an analog servo amplifier using a deviation amplifier is used as the speed servo amplifier 22, the output of the pulse train signal of the arithmetic processing means 25 is converted into an analog voltage by the F / V (frequency / voltage) conversion means 26 and input. Speed servo control may be performed.

As shown in FIG. 5, the speed signals detected by the speed detecting means 8a and 8b such as encoders and tachogenerators are converted into analog quantity converting means 2 by an F / V converter or the like.
7 and 28, each of which is converted into an analog signal, which is converted into a speed difference signal by a subtraction means 29 using, for example, an operational amplifier (OP amplifier), and further, by an OP amplifier or the like so that the direction is opposite to the angular velocity of the chassis member 2. Polarity inversion means 21
, A speed difference signal in which only the polarity is inverted may be input as the command speed of the analog servo amplifier by the deviation amplifier of the speed servo amplifier 22 to perform speed servo control.

However, in this case, the accuracy and response delay of the analog conversion of the analog conversion means 27 and 28, the control accuracy and the response delay of the analog servo amplifier of the speed servo amplifier 22, etc.
It cannot be expected that the swing motor 13 is controlled with high accuracy and high-speed response.

Next, in the omnidirectional vehicle 1 configured as shown in FIGS. 1 and 2, a first omnidirectional vehicle control device that can freely change the orientation of the vehicle body 3 is described. An embodiment will be described with reference to FIG. In this embodiment, a relative angle detecting means 14b is further added to the configuration of the above embodiment. The relative angle detecting means 14b is attached to the turning motor 13. Also, the control device includes a command relative angle generation means 3.
0, comparison / command angular velocity calculating means 31, discriminating means 32, and command angular velocity switching means 33 are newly provided.

FIG. 6 shows a portion 50B for controlling the turning motor 13 in FIG. 3, and the orientation of the vehicle body is changed by controlling the driving of the turning motor 13 by a speed servo amplifier 22. In the control of the omnidirectional vehicle 1, the turning motor 13 is controlled based on signals from the speed detecting means 8 a and 8 b with a signal in a direction opposite to the angular velocity of the chassis member 2 so that the orientation of the vehicle body 3 is not changed. In addition to the above, when the orientation of the vehicle body 3 is changed, the command relative angle signal from the command relative angle generating means 30 is compared with the relative angle signal from the relative angle detecting means 14b, and the command angular velocity calculation is performed. The command angular velocity is calculated by comparison with the means 31. When the relative angle detected by the relative angle detecting means 14b does not match the commanded relative angle, the commanded angular velocity to be input to the speed servo amplifier 22 is controlled by controlling the commanded angular velocity switching means 33. The swing motor 13 is controlled by speed servo control by switching from a signal having the same magnitude and a direction opposite in polarity to a command angular speed signal calculated by the comparison / command angular speed calculation means 31. When the relative angle detected by the relative angle detecting means 14b matches the commanded relative angle, the input of the speed servo amplifier 22 is switched by the commanded relative angle switching means 33 based on the signal from the discriminating means 32 to the polarity reversing means 21.
Switch to the signal from.

The signals from the two speed detecting means 8a and 8b of the chassis member 2 are input to the command relative angle generating means 30, and the angle (posture angle of the chassis member) of the traveling plane of the chassis member 2 with respect to the reference direction is obtained from these signals. If the command relative angle signal is output from the difference between the angle and the command value of the relative angle, the command relative angle generating means 30 is used when the omnidirectional movement control is performed so that the orientation of the vehicle body 3 does not change. And the signal from the relative angle detecting means 14b match, the commanded angular velocity of the speed servo amplifier 22 is not switched. Therefore, the command angular velocity is switched only when the vehicle body 3
When changing the orientation of the vehicle, for example, when the vehicle body 3 is changed to an arbitrary angle while the vehicle is stopped or traveling straight, or when the vehicle body 3 is set to an arbitrary angle when turning or spinning. It is. If an analog switch element or the like is used for the command angle switching means 33, this switching is automatically switched based on a signal from the determination means.

Further, since the relative angle detecting means 14b needs to know the absolute position of the relative angle, the relative angle detecting means 14b detects it with an absolute type encoder or a potentiometer. If an absolute type encoder is used, the angular velocity detection means 14
a and the relative angle detecting means 14b may be one encoder.

Next, in the omnidirectional vehicle 1 configured as shown in FIGS. 1 and 2, a microcomputer is mounted on the vehicle, and the microcomputer is controlled to move and run in all directions on a plane by the microcomputer, and the orientation of the vehicle body 3 is changed. A control device according to a second embodiment of the omnidirectional mobile unmanned vehicle which can be freely changed will be described with reference to FIG.

The omnidirectional mobile unmanned vehicle carries a microcomputer 36, which controls the omnidirectional traveling. The speed of each of the drive motors 6a and 6b of the drive means attached to the chassis member 2 is detected and input to the microcomputer 36 by speed detection means 8a and 8b composed of, for example, an incremental encoder. The micro computer 36 calculates the own position and direction of the chassis member 2, that is, the omnidirectional mobile unmanned vehicle, by the position and direction calculating means 37 based on this. Here, even when the omnidirectional vehicle travels in a straight line due to, for example, a difference in the diameters of the two driving wheels, there is a difference between the two detected speeds, that is, there is an error due to mechanical variations in the two driving wheel systems. Even so, each coefficient is corrected and an accurate value is calculated.

The calculated self-position and azimuth of the omnidirectional vehicle can be determined by, for example, a terminal mounted on the vehicle or a memory element (ROM, that is, a read-only memory
C) The traveling course (map), traveling mode, traveling pattern and its position, direction and direction of the vehicle body from C), the direction of the vehicle body, the value of the target position / azimuth generating means 34 based on the traveling command such as the traveling speed are compared by the comparing means 38. Further, acceleration / deceleration of both driving wheels is calculated by acceleration calculation means 39 and 40 so that errors in the running speed, position and direction given by the running command are minimized. 18a, 18b
Are integrated into the respective command speeds of the two drive wheels, and input to the speed servo amplifiers 19a and 19b.

The speed servo amplifiers 19a and 19b detect the speeds of the drive motors 6a and 6b by the speed detecting means 8a and 8b, respectively, and feed back the signals to the speed servo amplifiers 19a and 19b as described in FIG. Command speed generating means 18a, 18b
Speed servo control is performed so as to match each command speed. Therefore, the omnidirectional mobile unmanned vehicle is controlled to move to the target position and direction according to the two command speeds.

At this time, if the turning motor 13 is controlled by the speed servo amplifier 22 by the method described with reference to FIGS. 3, 4 and 5, the vehicle body 3 can be moved in all directions on the plane without changing the orientation. Traveling is controlled. The omnidirectional movement control is based on signals from the speed detecting means 8a and 8b that are fed back to the microcomputer 36 for calculating the own position and azimuth of the omnidirectional moving unmanned vehicle based on the speed difference in the microcomputer. The speed difference between the two speeds can be obtained by the detecting means 43, and further, the signal can be obtained by a signal of the speed difference in which only the polarity is reversed by the polarity reversing means 44 so that the direction is opposite to the angular velocity of the chassis member 2. In this control, as described above, the influence of the error in the speed difference due to the mechanical variation between the two drive wheel systems can be eliminated, so that accurate control can be performed. However, high-speed control cannot be expected at present because the microcomputer 36 requires an operation time.

When changing the orientation of the vehicle body 3 in this omnidirectional mobile unmanned vehicle, a traveling course (map) from a memory element (ROM, read-only memory IC) mounted on, for example, a terminal mounted on the vehicle or a microcomputer 36 is used. ), The running mode, the running pattern, the position and orientation thereof, the direction and orientation of the vehicle body, the value of the target relative angle generating means 35 based on the running command such as the running speed, and the position and azimuth calculating means 37
The value of the target relative angle generating means 35 is compared with the value of the relative angle between the chassis member 2 and the vehicle body 3 detected by the relative angle detecting means 14b. A comparison is made at 41, and a commanded angular velocity calculating means 42 calculates a commanded angular velocity to be input to a speed servo amplifier 22 for controlling the driving of the turning means 13 based on the comparison result. Further, the magnitude of the signal compared by the comparison means 41 is determined by the determination means 32,
The commanded angular velocity switching means 33 is controlled based on the determined signal, and the commanded angular velocity to be input to the speed servo amplifier 22 is switched to the signal calculated by the commanded angular velocity calculating means 42. Thus, based on the signal from the command angular velocity calculating means 42 of the vehicle main body 3, the speed servo control of the turning motor 13 is performed by the speed servo amplifier 22, and the turning motor 13 is controlled to coincide with the target relative angle. Then, when the angular velocity coincides with the target relative angle, the command angular velocity switching means 33 is controlled on the basis of the signal from the determination means 32, and the direction from the polarity reversing means 21 whose direction is opposite to the direction of the angular velocity of the chassis member 2 is controlled. The rotation servo 13 is speed servo-controlled by switching to a signal or a signal from the polarity reversing means 44. By setting the target relative angle of the target relative angle generating means 35 in this way, the orientation of the vehicle body 3 can be freely changed.

As described above, according to the present embodiment, the following effects can be obtained.

(A) When the omnidirectional vehicle is turning or spinning, that is, when the traveling direction is to be changed, the vehicle body does not protrude from the traveling path, so that the vehicle can travel in a narrow passage. The space (space) for the work is small. It is particularly effective when turning around a corner, approaching a wall, or evacuating to the side of an oncoming vehicle.

(B) When approaching and positioning a target, it can be moved in any direction near the target, making it easy to approach and position the target, and at the same time, controlling performance such as control accuracy and control time. improves.

(C) For example, when a sensor such as a CCD camera is mounted on the vehicle body and the surrounding environment is recognized, the head of the sensor can be swung by the rotation of the vehicle body, so that no equipment is required for that.

(D) For example, when a manipulator is mounted on a vehicle body and the manipulator is caused to work, rotation of the manipulator around the vertical axis can be performed by rotation of the vehicle body. Therefore, the manipulator control and its device have one degree of freedom. Help me.

[Brief description of the drawings]

1 is a cross-sectional view of the basic configuration of the omnidirectional mobile unmanned vehicle according to the present invention, FIG. 2 is a bottom view of the basic configuration of the omnidirectional mobile unmanned vehicle, and FIG. 3 is the basic configuration of the omnidirectional mobile unmanned vehicle. FIGS. 4 and 5 are block diagrams showing a modification of the above basic configuration, FIG. 6 is a block diagram of a first embodiment of the present invention, FIG. 7 is a block diagram of a second embodiment, FIG. 8 is a diagram for explaining the present invention. 5a, 5b: drive wheel, 7: idle wheel, 13: turning motor.

Continued on the front page. (72) Inventor Takero Hongo 41, Chuchu-Yokomichi, Oji-cho, Nagakute-cho, Aichi-gun, Aichi Prefecture Inside of Toyota Central R & D Laboratories Co., Ltd. (72) Inventor Gangji Sugimoto 41 No. 1 Inside Toyota Central Research Laboratory Co., Ltd. (72) Inventor Shigeru Umehara 2-1-1 Toyota-cho, Kariya-shi, Aichi Prefecture Inside Toyota Industries Corporation (72) Inventor Shingo Yamada 2-1-1 Toyota-cho, Kariya-shi, Aichi (56) References JP-A-61-218432 (JP, A) JP-A-63-137305 (JP, A) (58) Fields investigated (Int. Cl. ⁶ , DB name) G05D 1/02

Claims (2)

(57) [Claims] 1. A vehicle comprising: a pair of driving means; and a steering member which is steered on a traveling plane by independently operating the driving means, and a vehicle rotatably supported by the chassis member so as to be rotatable relative to the chassis member. An omnidirectional vehicle for controlling an omnidirectional vehicle, comprising: a main body; and a rotational drive unit mounted on one of the chassis member and the vehicle main body and configured to rotate the vehicle main body relative to the chassis member. In the vehicle control device, speed detection means for detecting the speed of each of the pair of drive means, relative angle detection means for detecting the relative angle between the chassis member and the vehicle body,
Speed difference calculating means for calculating the detected speed difference, polarity inverting means for inverting the polarity of the speed difference, and a commanded relative angle and a difference between the relative angle and the speed at which the polarity is inverted. Rotation control means for controlling the rotation drive means so that the relative angle is equal to the commanded relative angle and the angular velocity of the vehicle body is controlled to correspond to the inverted speed difference. Control device for direction moving vehicles. A relative angular velocity detecting means for detecting a relative angular velocity between the vehicle body and the chassis member, wherein the detected relative angular velocity matches a difference between the speeds or a difference between the speeds in which the polarity is inverted; 2. The omnidirectional movement according to claim 1, wherein feedback is performed so that the detected relative angular velocity matches a command angular velocity calculated by comparing the command relative angle with the detected relative angle. Car control device.