JP4442319B2 - Traveling device - Google Patents

Description

  The present invention relates to a traveling device suitable for use in a vehicle traveling on two wheels with a human being on board, for example, and more specifically, this type of traveling device is equipped with a speedometer and a odometer to ensure safety of travel and traffic regulations. It is possible to realize the correspondence to.

  For example, a vehicle that travels on two wheels with a human being on board has been proposed (see, for example, Patent Document 1).

US Pat. No. 6,288,505

  For example, the applicant of the present application has previously proposed a traveling apparatus as described below (Japanese Patent Application No. 2003-168224) as a vehicle that travels on two wheels with a human being on board.

  First, an external perspective view of an embodiment of a coaxial two-wheeled vehicle proposed by the present applicant is shown in FIG. In the coaxial two-wheel vehicle 1 shown in FIG. 9, a pair of wheels 3 (a right wheel 3 </ b> R and a left wheel 3 </ b> L) are fixed to both ends of the wheel shaft 2. The wheel 3 is formed of a rubber material having flexible characteristics, and the inside thereof is filled with air, nitrogen gas, or the like. By adjusting the gas pressure to adjust the flexibility of the wheel 3, vibrations of the airframe can be absorbed, and vibrations caused by road surface unevenness and impacts caused by steps can be reduced.

  Further, the wheel shaft 2 includes a base 4 in which a substantially rectangular parallelepiped housing in which a control device or the like to be described later is housed is joined below a plate-like body on which a person rides in a standing posture. It is supported so that it can tilt around. In the following description, it is assumed that the intermediate point of the wheel shaft 2 connecting the two wheels is the origin O of the XYZ coordinate system, passes through this origin O, is parallel to the main surface of the base 4 and is connected to the wheel shaft 2. The vertical direction is defined as the X axis or roll axis, the wheel axis direction passing through the origin O is defined as the Y axis or pitch axis, and the direction passing through the origin O and perpendicular to the main surface of the base 4 is defined as the Z axis or yaw axis. Further, the front of the coaxial two-wheel vehicle 1 is defined as the positive direction of the X axis, the left is defined as the positive direction of the Y axis, and the upper direction is defined as the positive direction of the Z axis.

  As shown in FIG. 10, a motor 10 (10 </ b> R and 10 </ b> L) that can rotate forward and backward is mounted on the base 4, and a rotary encoder 11 that detects the rotational position of the motor 10 adjacent to the motor 10. (11R and 11L) are provided. Further, a speed reducer 12 (12R and 12L) using a gear or a timing belt is interposed between the motor 10 and the wheel 3, and the rotation of the motor 10 is performed via the speed reducer 12 and a joint (not shown). And transmitted to the wheel 3.

  Further, the base 4 includes a gyro sensor 13 for detecting the angular velocity ωp and ωyaw around the pitch axis and yaw axis of the base 4, and linear accelerations Ax, Ay, Az and pitch axes in the X, Y, and Z axis directions. Various sensors such as an acceleration sensor 14 for detecting angular accelerations αp, αr, αyaw around the roll axis and the yaw axis and a pressure sensor 15 for detecting a load weight on the base 4 are incorporated.

Among them, the pressure sensors 15 are provided at four corners between the support base 4a and the movable base 4b constituting the plate-like body of the base 4 as shown in the plan view of FIG. 11A and the side view of FIG. 11B. The center of gravity coordinates (Xg, Yg) of the load on the base 4 and the load weight Wg thereof can be detected from the sensor signals of the _four pressure sensors 15 ₁ , 15 ₂ , 15 ₃ , 15 _4. .

That is, when the sensor signals of the pressure sensors 15 ₁ to 15 ₄ are PS ₁ , PS ₂ , PS ₃ , and PS ₄ , respectively, and the self-weight applied to the pressure sensors 15 ₁ to 15 ₄ in the no-load state is W ₀ , The weight Wg is obtained as in the following formula (1).

The coordinates of the pressure sensors 15 ₁ , 15 ₂ , 15 ₃ , and 15 ₄ are (X _ps , Y _ps ), (−X _ps , Y _ps ), (−X _ps , −Y _ps ), and (X _ps ), respectively. , −Y _ps ), the barycentric coordinates (Xg, Yg) are obtained as in the following equation (2).

In this equation (2), W ₁₄ represents the self-weight applied to the pressure sensors 15 ₁ and 15 ₄ in the no-load state, W ₂₃ represents the self-weight applied to the pressure sensors 15 ₂ and 15 ₃ in the no-load state, and W ₁₂ represents W ₃₄ indicates the weight applied to the pressure sensors 15 ₁ and 15 ₂ in the no-load state, and W ₃₄ indicates the weight applied to the pressure sensors 15 ₃ and 15 ₄ in the no-load state.

In this way, the load load torque T ₁ due to the load on the base 4 can be calculated by the pressure sensor 15, so that a counter moment is given to the motor 10 to maintain the balance on the base 4 and stabilize the posture. It becomes possible.

  Furthermore, a control device 16 composed of a microcomputer is mounted on the lower housing of the base 4, and various sensor signals and detection signals are input to the control device 16. Based on these input signals, the control device 16 generates motor torque for moving the aircraft forward, backward, and swivel while maintaining the pitch axis angle and yaw axis angle of the base 4 at appropriate values as will be described later. Control.

  As shown in FIG. 12, the coaxial two-wheel vehicle 1 is configured such that the weight center M of the base 4 that can be tilted around the wheel shaft 2 is positioned below the wheel shaft 2. As a result, the position of the center of gravity of the aircraft is kept at the most stable position even when stopped, and it is difficult for the aircraft to fall. In FIG. 12, the height of the upper surface of the base 4 is higher than that of the wheel shaft 2, but the upper surface of the base 4 may be lower than that of the wheel shaft 2.

Here, a control concept for maintaining the posture on the base 4 will be described. As shown in FIG. 13, the load on the base 4, against load induced torque T _1, for example by a human body weight, by controlling the motor torque Tm to generate the same moment, the base 4 is a fulcrum like a seesaw Keep balance in the center. The point corresponding to this balance maintaining point, that is, the point at which the rotational moment about the wheel shaft 2 becomes zero is called ZMP (Zero Moment Point). When this ZMP coincides with the contact point with the road surface of the wheel 3 or when it is within the contact surface with the road surface, the balance is maintained and the posture on the base 4 can be maintained.

When a person with a weight Wh gets on the coaxial two-wheel vehicle 1, the weight center M of the base 4 is tilted about the wheel shaft 2 according to the inclination angle θ of the person as shown in FIG. At this time, the wheel shaft torque T ₀ for balancing the wheel shaft 2 is expressed by the following equation (3), and the motor torque Tm for maintaining the posture is T _{0 when} the reduction ratio of the speed reducer 12 is N: 1. / N.

Thus, in the above-described coaxial two-wheeled vehicle 1, the weight center M of the base 4 is configured to be positioned below the wheel shaft 2 as described above. It is only necessary to add the difference between the moment due to Wh and the moment due to the weight Wm of the base 4 as the wheel shaft torque T ₀ , and the balance can be maintained with a relatively small motor torque.

Further, a dynamic model for maintaining the posture on the base 4 will be described in detail using an XZ coordinate system shown in FIG. Here, for the sake of simplicity, FIG. 15 will be described assuming that there is one wheel 3. Further, the wheel 3, the base 4, and the person on the base 4 are regarded as links, and the center-of-gravity position coordinates are (x ₀ , z ₀ ), (x ₁ , z ₁ ), (x ₂ , z ₂ ), respectively. To do. Further, the mass of each link is m ₀ , m ₁ , m ₂ , and the moment of inertia is I ₀ , I ₁ , I ₂ .

The momentum of the i-th link (i = 0, 1, 2) around the defined point Ω (σ, φ) is expressed by the following formula (4), where the center-of-gravity position coordinates are (x _i , z _i ). Is done. Here, one point given above x and z in Equation (4) indicates that it is the first derivative of x and z.

  Accordingly, the moment due to the inertial force of all links is expressed by the following equation (5). Here, the two points on x and z in the equation (5) indicate the second-order differentiation of x and z. The moment due to gravity of all links is expressed by the following equation (6), where g is the acceleration of gravity.

  The sum of the moment due to the inertial force and the moment due to gravity gives a moment MΩ around the point Ω (σ, φ) as shown in Equation (7).

Excluding the moment due to the gravity of the wheel 3 having the mass m ₀ , the moment MΩ described above becomes the moment Ma around the wheel axis 2 by taking the point Ω (σ, φ) as the origin. The moment Ma about the wheel shaft 2 is expressed by the following equation (8).

If the moment MΩ is expressed using this moment Ma, when x ₀ = 0, that is, when the center of gravity of the wheel 3 is on the wheel shaft 2, the following equation (9) is given.

  Here, ZMP is defined as a point on the floor where the moment MΩ is zero. Therefore, when the height of the wheel shaft 2 is set to h and the coordinates of the ZMP are set to (σzmp, −h) into the formula (7), the following formula (10) is obtained. By solving Equation (10) for σzmp, ZMP can be expressed by link position, acceleration, and mass.

  Further, when the ZMP coordinates (σzmp, −h) are substituted into the above equation (9), the following equation (11) is obtained. In addition, this Formula (11) shows the formula of the balance of the moments around the wheel shaft 2.

  Here, the force acting on the ZMP is illustrated in FIG. In FIG. 16, FN represents a floor reaction force, FT represents a rolling friction force, and F represents a combined vector of FN and FT. Note that the floor reaction force FN is actually distributed over the entire ground contact surface of the wheel 3, but is shown in FIG. From this figure, the formula of the balance of moments about the wheel shaft 2 is expressed as the following formula (12).

  If the following formulas (13) to (15) are substituted into the formula (12), the formula (11) is the same as the above-described formula (11).

In order to stabilize the posture on the base 4, it is only necessary to satisfy σzmp = 0 in the equation (12). That is, if the wheel shaft torque T ₀ = −FT * h is established, the posture can be maintained. Therefore, the posture can be stabilized by controlling the state variable represented by the following formula (16) that satisfies T ₀ = FT = 0.

At this time, x ₀ and x ₁ are uniquely determined by the mechanism structure, but m ₂ , I ₂ , x ₂ , and z ₂ are undefined values because they are human. The moment Mt on the base 4 due to m ₂ , I ₂ , x ₂ and z ₂ is given by the following equation (17). However, the base 4 is assumed to be kept horizontal as shown in FIG.

Here, when the load is a human, the angular velocity ω ₂ is sufficiently small. Therefore, when approximating ω ₂ ≈0, the moment Mt is zero when x ₂ and its second-order differential value are zero in the equation (18). become. that the x ₂ and its second-order differential value to zero, may be considered equivalent to load induced torque T ₁ of the on the base 4 to control the x ₀ and x ₁ such that zero. Further, moment Mt by the load induced torque T ₁ is equivalent to act on the point on the base 4 (xf, L) with a force F2. Therefore, if x ₀ and x ₁ that make xf zero can be given, T ₁ = 0, and the condition for maintaining a stable posture can be satisfied.

As shown in FIG. 17, when feedback control is performed on the gyro sensor signal on the base 4 and the motor torque Tm is applied to maintain x ₀ = x ₁ , the motor is set so that xf = x _0. The posture can be kept stable by controlling the torque Tm.

Specifically, when the error _{Ef = xf-x 0, Ef} > a x ₀ if 0 to advance the machine body of the motor torque Tm to be displaced in the positive direction as negative, if Ef <0 the motor torque Tm to displace the x ₀ in the negative direction by retracting the fuselage as positive, it is possible to converge the error Ef to zero. That is, A ₀ is a positive constant, the Ef by giving the motor torque Tm to be Tm = -A 0 * _Ef is converged to zero, it is possible to maintain the posture stability.

Actually, for example, when the base 4 is inclined about the pitch axis by an angle θ ₀ as shown in FIG. 18, a load load torque of T ₁ (= Mτ × L) is generated by a person with a body weight M. By controlling the motor torque Tm so as to give the wheel shaft torque T ₀ in the opposite direction to the torque T ₁ , ZMP can be made to coincide with the ground contact point of the wheel 3 and the posture can be kept stable.

Here, when a person rides on the base 4, although there is an individual difference, the force applied to the sole is usually changed in order to maintain the posture in a cycle of 1 to 2 seconds. torque T ₁ is changed to the uncertainty. Therefore, it is necessary to add torque that can be balanced in real time to the motor 10 to keep the angle of the base 4 constant with respect to load fluctuations.

Therefore, the above-described coaxial two-wheeled vehicle 1 has a control mechanism as shown in FIG. 19 in the control device 16 in order to cancel such load fluctuations in real time. In FIG. 19, the subtracter 20 takes a deviation between the base angle command θref, which is an attitude command, and the current base angle θ ₀ detected by the gyro sensor 13 and the acceleration sensor 14, and supplies this deviation to the attitude controller 21. Is done. Posture controller 21 calculates the motor torque current value Tgyr [A] from the base angle command θref and current base angle theta ₀ Prefecture.

Further, the regulator 22 estimates the load load torque T ₁ using the sensor signals PS ₁ , PS ₂ , PS ₃ , PS ₄ of the pressure sensor 15 and cancels the estimated load load torque current value T _1. '/ Km [A] is calculated. Here, Km is a motor constant [Nm / A]. When the barycentric coordinates of the load are (Xg, Yg) and the load weight is Wg, the estimated load load torque T ₁ ′ is given by the following equation (18).

Then, the subtracter 23 takes a deviation between the motor torque current value Tgyr and the estimated load load torque current value T ₁ ′ / Km, and this deviation is given to the motor 24 as the motor current I [A]. Motor 24 the motor torque Tm generated by the rotation by the motor current I, the adder 25 and transmitted to the base 26 and the motor torque Tm and the load induced torque T ₁ is being added.

Thus, by adding the motor torque Tm to cancel the load induced torque T ₁ to the motor 24, at the time of stopping it can be kept constant base angle to the load fluctuation.

  Although the posture stability control can be performed by the above control mechanism, in order to travel in this state, a control mechanism for travel control is further required. Therefore, the above-described coaxial two-wheel vehicle 1 actually has a two-wheel structure control mechanism that independently obtains motor torque for posture stability control and motor torque for travel control.

  A physical model of such a two-wheel structure control mechanism is shown in FIG. In FIG. 20, for the sake of simplicity, description will be made assuming that there is one wheel 3. As shown in FIG. 20, the base 4 incorporates various sensors such as a gyro sensor 13, an acceleration sensor 14, and a pressure sensor 15, and there are a motor stator 30, a rotary encoder 31, and a motor rotor 32 below. The rotation of the motor rotor 32 is transmitted to the wheel 3 via the speed reducer 33 and the joint 34.

The posture controller / adjuster 40 includes a base angle command θref that is a posture command, the current base angle θ ₀ detected by the gyro sensor 13 and the acceleration sensor 14, and sensor signals PS ₁ , PS ₂ , PS ₃ , The motor torque Tgyr and the estimated load load torque T ₁ ′ described above are calculated from PS ₄ . Further, the motor controller 41 calculates a motor torque for traveling from the rotational position command Pref of the motor rotor 32 that is a traveling command and the current rotational position θr of the motor rotor 32 detected by the rotary encoder 31.

The adder 42 adds the motor torque Tgyr and the estimated load load torque T ₁ ′ and the motor torque for traveling, and supplies the added value to the motor rotor 32.

  Here, the base angle command θref described above is a target value of the base angle that is set according to the acceleration Ax in the X-axis direction so that the passenger can ride stably. Specifically, the base 4 is horizontal when the X-axis acceleration Ax is zero, and the base 4 is tilted forward when the X-axis acceleration Ax is negative. Each is set to tilt backward.

  Therefore, for example, when the X-axis acceleration Ax is positive, as shown in FIG. 21, when the base 4 is tilted so that the ZMP is positioned in the direction of the combined vector of the inertial force and gravity, the occupant maintains a stable posture. be able to. The base angle command θref changes in proportion to the X-axis acceleration Ax.

A block diagram of the control mechanism is shown in FIG. In the subtracter 50, a deviation between the base angle command θref, which is an attitude command, and the current base angle θ ₀ detected by the gyro sensor 13 (and the acceleration sensor 14) is taken, and this deviation is supplied to the attitude controller 51. . Attitude controller 51, the motor torque Tgyr calculated from the base angle command θref and current base angle theta ₀ Prefecture, supplies the motor torque Tgyr the adder 54.

  On the other hand, the subtracter 52 takes a deviation between the rotational position command Pref of the motor rotor 57 that is a running command and the current rotational position θr of the motor rotor 57 detected by the rotary encoder 58, and this deviation is supplied to the motor controller 53. The The motor controller 53 calculates a motor torque for traveling from the rotational position command Pref and the current rotational position θr, and supplies the motor torque to the adder 54.

When the load torque T ₁ is applied to the base 4, sensor signals PS ₁ , PS ₂ , PS ₃ , PS _{4 of} the pressure sensor 15 are supplied to the adjuster 55, and the adjuster 55 is based on this sensor signal. The estimated load load torque T ₁ ′ described above is calculated.

The adder 54 adds the motor torque Tgyr from the attitude controller 51 and the motor torque from the motor controller 53, and the subtracter 56 subtracts the estimated load load torque T ₁ ′ from this added value. This becomes the final motor torque Tm and is given to the motor rotor 57. In the adder 59, the reaction force of the motor torque Tm and the load induced torque T ₁ is is added, the sum is given to the motor stator / base 60.

  The rotation of the motor rotor 57 is controlled according to the motor torque Tm. The rotational position θr of the motor rotor 57 is converted to 1 / N by the reducer 61 having a reduction ratio N: 1 and transmitted to the wheels 3. That is, the rotational position θw of the wheel 3 is 1 / N of the rotational position θr of the motor rotor 57. The rotary encoder 58 detects the rotational position θr of the motor rotor 57 and supplies a detection signal to the subtractor 52.

On the other hand, the motor stator / base 60, as described above, although the added value of the reaction force of the motor torque Tm and the load induced torque T ₁ is applied, since they are canceled each other, the tilting of the motor stator / base 60 Is suppressed.

FIG. 23 represents the process in the block diagram shown in FIG. 22 as a mathematical model using a Laplace operator. As described above, the posture controller 51, given a deviation between the base angle command θref and current base angle theta ₀ is, the motor controller 53, the rotational position command Pref of the motor rotor 57 and the current rotational position θr Deviation is given. In the attitude controller 51 and the motor controller 53, each motor torque is calculated by feedback control that performs, for example, PID (proportional / integral / derivative) calculation.

That is, Kp ₀ and Kp ₁ are proportional gains, Ki ₀ and Ki ₁ are integral gains, and Kd ₀ and Kd ₁ are differential gains. With these control gains, the followability of the motor responding to the attitude command θref and the travel command Pref changes. For example, when the proportional gains Kp ₀ and Kp ₁ are reduced, the motor rotor 57 moves with a slow follow-up delay, and when the proportional gains Kp ₀ and Kp ₁ are increased, the motor rotor 57 follows at high speed. In this way, by changing the control gain, it is possible to adjust the attitude command θref, the travel command Pref, the magnitude of the actual motion error, and the response time.

The motor rotor 57 is given a motor torque Tm obtained by subtracting the estimated load load torque T ₁ ′ from the sum of the motor torque from the attitude controller 51 and the motor torque from the motor controller 53, and the rotation angle θr. Only rotate. Here, Jr is an inertia of the motor rotor 57, and Dr is a viscous resistance (damper coefficient) of the motor rotor 57.

On the other hand, the motor stator / base 60, but the sum of the reaction force of the motor torque Tm as described above and load induced torque T ₁ is applied, they are suppressed tilted because it is canceled out with each other. Here, J is the inertia of the motor stator / base 60, and D is the viscous resistance (damper coefficient) of the motor stator / base 60.

More specifically, the mathematical model shown in FIG. 23 is as shown in FIG. As shown in FIG. 24, the posture controller 70 generates a motor torque Tgyr for attitude control by performing PID control on the difference between the base angle command θref and current base angle theta _0, the motor control The device 71 generates motor torque for travel control by performing PID control on the deviation between the rotational position command Pref of the motor 10 and the current rotational position θr.

Further, the adjuster 72 generates an estimated load load torque T ₁ ′ from the sensor signal of the pressure sensor 15. The adder 73 adds these torques and gives the obtained motor torque Tm to the motor 10. The motor 10 is rotationally driven by the motor torque Tm, and the rotation is converted to 1/16 by the reducer 74 having a reduction ratio of 16: 1 and transmitted to the wheels 3.

  As described above, in FIG. 20 to FIG. 24, it is assumed that there is one wheel 3 for simplicity. However, in the actual coaxial two-wheeled vehicle 1 having the left and right wheels 3R and 3L, for example, the attitude controller 51 in FIG. While used in common by the left and right wheels 3R, 3L, a motor controller 53 is provided independently on the left and right.

  A block diagram of the control mechanism in this case is shown in FIG. The sensor value ωp from the gyro sensor 13 is sent to the angle calculator 82 via a bandpass filter (BPF) 80 having a pass band of 0.1 to 50 Hz, for example, and the sensor value αp from the acceleration sensor 14 is, for example, a cutoff frequency Is sent to the angle calculator 82 via a low-pass filter (LPF) 81 of 0.1 Hz. The angle calculator 82 calculates the current base angle θ0 based on these sensor values.

Further, the subtractor 83 takes a deviation between the base angle command θref, which is a posture command, and the current base angle θ _0, and this deviation is supplied to the posture controller 84. Posture controller 84 from the base angle command θref and current base angle theta ₀ Prefecture, calculates a motor torque Tgyr described above.

  On the other hand, the subtractor 85R takes a deviation between the rotational position command Prefr of the motor rotor 92R, which is a travel command for the right wheel 3R, and the current rotational position θr of the motor rotor 92R detected by the rotary encoder 93R, and this deviation is proportional to the position. It is supplied to the controller 86R. The position proportional controller 86R performs position proportional (P) control on this deviation and supplies the proportional control result to the subtractor 87R.

  The differentiator 88R differentiates the rotational position θr of the motor rotor 92R supplied from the rotary encoder 93R, and supplies the differentiation result to the subtractor 87R. In the subtractor 87R, the deviation between the proportional control result from the position proportional controller 86R and the differential result from the differentiator 88R is taken, and this deviation is supplied to the speed proportional controller 89R. The speed proportional controller 89R performs speed proportional (P) control on this deviation, and supplies the proportional control result to the adder 90R.

In the adder 90R, the proportional control result, the motor torque Tgyr, and the estimated load load torque T ₁ ′ obtained from the sensor signals PS ₁ , PS ₂ , PS ₃ , PS ₄ of the pressure sensor 15 in the adjuster 94 are added. The added value is supplied to the current control amplifier 91R. The current control amplifier 91R generates a motor current based on the added value and drives the motor rotor 92R. The rotational position of the motor rotor 92R is supplied to the differentiator 88R together with the subtractor 85R. Since the same applies to the left wheel 3L, the description thereof is omitted.

  Thus, the above-described coaxial two-wheel vehicle 1 has a control mechanism for posture stability control common to the left and right wheels 3R and 3L and a control mechanism for independent left and right travel control, and these perform independent control. Therefore, it is possible to achieve both stable posture control and traveling control in a stable manner.

  Next, speed control in the above-described coaxial two-wheel vehicle 1 will be described.

As described above, in the coaxial two-wheel vehicle 1 described above, the load on the base 4 is detected from the sensor signals PS ₁ , PS ₂ , PS ₃ , PS _{4 of the four} pressure sensors 15 ₁ to 15 4 provided at the four corners of the base 4. The barycentric coordinates (Xg, Yg) and the load weight Wg thereof are detected to obtain the load load torque T1, and the barycentric coordinates (Xg, Yg) are further used as a direction and speed control command. Specifically, when the load weight Wg is equal to or greater than a predetermined value, the speed command Vx is changed based on the X coordinate Xg of the center of gravity position.

This is shown in FIG. Here in FIG. 26, the range from X ₃ to X ₁ is stopping area, the command speed to zero within this range. This stop area is preferably the X coordinate range of the contact surface with the road surface of the wheel 3. In this case, for example, when the load weight Wg is large or when the gas pressure of the wheel 3 is low, the contact area with the road surface of the wheel 3 increases, so the range of the stop region also increases. By providing the stop region (dead zone) in this way, the aircraft can be prevented from moving forward and backward due to a slight center of gravity movement unintended by the passenger.

If X-coordinate is X ₁ or more, until it reaches the maximum forward speed SFmax, command speed is increased in accordance with the magnitude of the X coordinate. Further, X-coordinate is forcibly decelerate to a stop becomes X ₂ or more, and stops until stabilizing the posture at the stop area again. Thus, by providing the area where the vehicle is forcibly decelerated and stopped, the safety of the passenger when traveling at the maximum speed can be ensured.

Similarly, when the X coordinate is X ₃ below, until reaching the retracted maximum speed SB max, the command speed is increased in accordance with the magnitude of the X coordinate. The maximum reverse speed SbMAX is preferably smaller than the maximum forward speed SfMAX. Further, X-coordinate is forcibly decelerate to a stop becomes X ₄ below, to stop until stabilizing the posture at the stop area again.

X coordinate from _{X 1} to _{X 2,} or in the period from _{X 3} to _{X 4,} in accordance with the X-coordinate Xg, for example, by the following equation (19), the rotation of the rotational position command Prefr the motor 10L of the motor 10R A position command Prefl is generated. Here, in Expression (19), G ₀ is a positive constant gain, and can be varied according to, for example, the load weight Wg.

When the speed command at time t = 0 is Vx ₀ and the speed command at time t = t ₁ is Vx ₁ , the acceleration is continuously changed so as not to cause mechanical resonance vibration. It is preferable to travel. In this case, assuming that the time required to reach Vx ₁ is Δt, the traveling speed command Vref (t) at time t (0 ≦ t ≦ t ₁ ) can be calculated by the following equation (20), for example. .

At this time, the rotational position command Pref (t) of the motor 10 is a value obtained by integrating the traveling speed command Vref (t) of the equation (20), and is given by a quintic function as shown in the following equation (21). Here, in Expression (21), Pref ₀ is a rotational position command at time t = 0.

In addition to forward / backward movement, when the load weight Wg is equal to or greater than a predetermined value, the turning speed command Vr can be changed based on the Y coordinate Yg of the center of gravity position as shown in FIG. 27, for example. Here, in FIG. 27, a range from −Y ₁ to Y ₁ is a stop region, and the command turning speed is set to zero within this range.

This stop area can be arbitrarily set in the vicinity of the origin O. By providing the stop region (dead zone) in this way, it is possible to prevent the aircraft from turning due to a slight center of gravity movement that is not intended by the passenger. When the Y coordinate becomes Y ₁ or more, the command turning speed increases according to the size of the Y coordinate until the clockwise maximum speed CWMAX is reached. Similarly, when the Y coordinate becomes −Y ₁ or less, the command turning speed increases according to the magnitude of the Y coordinate until the counterclockwise maximum speed CCWMAX is reached.

When the Y coordinate is Y ₁ or more or −Y ₁ or less, a rotational position command Rrefr of the motor 10R and a rotational position command Rrefl of the motor 10L are generated according to the Y coordinate Yg. When the traveling speed is zero, the rotational position command Rrefr of the motor 10R and the rotational position command Rrefl of the motor 10L are antiphase commands as shown in the following formula (22), for example. Here, in the formula (22), G ₁ is a positive constant gain may be variable in accordance with the example the load weight Wg.

  On the other hand, when the traveling speed is not zero, the rotational position command Rrefr of the motor 10R and the rotational position command Rrefl of the motor 10L are in-phase commands as shown in the following equations (23) and (24), for example. Here, in the equations (23) and (24), G2 is a positive constant gain, and can be varied according to the load weight Wg, for example.

  Here, when traveling on uneven road surfaces such as uneven road surfaces and inclined road surfaces, it becomes difficult to travel in the target direction given by the rotational position commands of the left and right motors 10R, 10L. There is a risk of deviation in the traveling direction. Further, even when the effective diameter of the wheel 3 is different due to the difference in gas pressure between the left and right wheels 3R, 3L, there is a possibility that the target direction and the actual traveling direction are similarly shifted.

  Therefore, in the above-described coaxial two-wheeled vehicle 1, the actual traveling direction is detected by the gyro sensor 13 that detects the angular velocity ωyaw around the yaw axis, and the rotational speeds of the left and right motors 10R and 10L are independently controlled, thereby obtaining the target direction. Eliminate deviations from the actual direction of travel.

As an example, the effective diameter of the left wheel 3L is shorter than that of the right wheel 3R as shown in FIG. 28A, and ωyaw _{1 is used} as a gyro sensor signal around the yaw axis when going straight as shown in B of FIG. A case where [rad / sec] is detected will be described. In such a case, when the average of the rotational speed commands Vrefr and Vrefl is Vref ₀ , the rotational speed commands Vrefr and Vrefl to be given to the left and right motors 10R and 10L as shown in the following equations (25) and (26). By correcting the above, the aircraft can be moved straight. Here, in Formulas (25) and (26), K ₀ is a positive constant.

  Further, when Dref [rad / sec] is given as the target direction as shown in FIG. 28C, the rotational speed command Vrefr is applied to the left and right wheels as shown in the following equations (27) and (28). , Vrefl is given.

  The rotational speed commands Vrefr and Vrefl thus obtained are converted into wheel rotational position commands Prefr and Prefl by the following equations (29) and (30), respectively. Here, in Expressions (29) and (30), k is an integer representing the number of times of sampling, and Pref (k) indicates a rotational position command in k sampling.

  Similarly, when turning, there is a possibility that the turning speed may be shifted due to a difference in gas pressure between the left and right wheels 3R and 3L, a difference in road surface conditions, and the like. Also in this case, the actual turning speed is detected by the gyro sensor 13 that detects the angular velocity ωyaw around the yaw axis, and the rotational speeds of the left and right motors 10R and 10L are independently controlled, so that the target turning speed and the actual turning speed can be determined. The deviation from the turning speed of can be eliminated.

As an example, the case where the effective diameter of the left wheel 3L is shorter than the right wheel 3R and ωyaw ₂ [rad / sec] is detected as a gyro sensor signal around the yaw axis when turning will be described. If the signals obtained by differentiating the rotational position command Rrefr of the right wheel 3R and the rotational position command Rrefl of the left wheel 3L are respectively Vrefr and Vrefl, the turning speed error ωerr is expressed by the following equation (31).

In this case, as shown in the following equations (32) and (33), the airframe can be turned as intended by correcting the rotational position commands Rrefr and Rrefl given to the left and right motors 10R and 10L. Here, equation (32), in (33), _{G 3} is a positive constant gain may be variable in accordance with the example the load weight Wg.

  Thus, in the above-described coaxial two-wheeled vehicle 1, the actual traveling direction and turning speed are detected by the gyro sensor 13 that detects the angular velocity ωyaw around the yaw axis, and the rotational speeds of the left and right motors 10R and 10L are independently controlled. Thus, the deviation between the target direction (turning speed) and the traveling direction (turning speed) can be eliminated.

  Furthermore, the software configuration of the coaxial two-wheel vehicle 1 will be described with reference to FIG. As shown in FIG. 29, the hardware layer 150 in the lowest layer is arranged in a hierarchical structure including a kernel layer 151, an on-body layer 152, a network layer 153, and an application layer 154 in the highest layer. The

  The hardware layer 150 is a circuit hierarchy, and includes, for example, a motor control circuit, a central control circuit, a sensor circuit control circuit, and the like. The kernel layer 151 is a layer that performs various calculations such as motor servo calculation, attitude control calculation, traveling control calculation, or real-time traveling target value calculation. In the hardware layer 150 and the kernel layer 151, basic attitude stabilization control and traveling control are realized. The on-body layer 152 is a layer that performs a travel target value calculation, an obstacle avoidance trajectory generation, and the like.

  Each of these hierarchies is executed with a different sampling control cycle, and the cycle becomes longer as the upper hierarchies. For example, in the hardware layer 150 of the lowest layer, the control cycle is as short as 0.1 msec, whereas in the kernel layer 151, the control cycle is as long as 1 msec and on-body layer 152 is 10 msec. .

Next, the overall circuit configuration of the coaxial two-wheel vehicle 1 will be described. As shown in FIG. 30, the sensor circuit 200 is supplied with sensor signals PS1, PS2, PS3, and PS4 from the pressure sensors 15 ₁ to 15 ₄ . In addition to this sensor signal, the sensor circuit 200 detects sensor signals ωp, ωyaw from the gyro sensor 13 that detects angular velocities around the pitch axis and the yaw axis, linear acceleration in the X, Y, and Z axis directions, pitch axis, roll The sensor signals Ax, Ay, Az, αp, αr, αyaw from the acceleration sensor 14 that detects the angular acceleration around the axes and the yaw axes are combined and supplied to the control device 16.

  Based on these sensor signals, the control device 16 generates the motor torque Tgyr and the rotational position command Pref of the motor rotor, which is a travel command, as described above, and supplies these to the left and right motor drivers 203R and 203L. The motor drivers 203R and 203L calculate the optimum motor current for driving the motors 10R and 10L of 200 W, for example, based on the motor torque Tgyr, the rotational position command Pref of the motor rotor, and the like, and supply them to the motors 10R and 10L. . The rotational positions of the motors 10R and 10L are obtained by the rotor encoders 11R and 11L and fed back to the motor drivers 203R and 203L.

  The servo-on / power switch 204 is connected to the control device 16 and the power switch 205, and a signal from the power switch 205 is supplied to the power management circuit 206. The power management circuit 206 is connected to the battery 207 and supplies control power of 24V to the control device 16, the audio processing circuit 201, and the image processing circuit 202, and also supplies motor power to the motor drivers 203R and 203L. . The power management circuit 206 is supplied with regenerative power of the motors 10R and 10L via the motor drivers 203R and 203L, and the power management circuit 206 charges the battery 207 using this regenerative power.

A detailed internal configuration of the overall configuration shown in FIG. 30 will be described with reference to FIG. As shown in FIG. 31, the sensor circuit 200, the sensor signals PS1 from the pressure sensor _{15 1 ~15 4, PS2, PS3} , PS4, the gyro sensor ₁₃ 1, 13 ₂ sensor signals from .omega.p, Omegayaw, the acceleration sensor 14 Sensor signals Ax, Ay, Az, αp, αr, αyaw are supplied. The sensor circuit 200 adjusts the gain of the sensor signals PS1, PS2, PS3, and PS4 from the pressure sensor 15 with a pressure gain of, for example, 10 mv / N, and further converts them into digital signals via an analog-digital converter (not shown). This is supplied to the center-of-gravity calculation unit 210 of the control device 16.

The sensor circuit 200, the gyro sensor ₁₃ 1, 13 ₂ sensor signals from .omega.p, with gain adjustment in a position gain of the example 1.6V / (rad / sec) ωyaw , sensor signals Ax from the acceleration sensor 14, Ay, Az, αp, αr, and αyaw are gain-adjusted with a posture gain of, for example, 1.6 V / (rad / sec ² ), converted into a digital signal via an analog-digital converter (not shown), and then subjected to signal preprocessing. To the unit 211. The signal preprocessing unit 211 performs preprocessing such as applying a digital filter to the input signal, or calculating an offset adjustment or a posture position, that is, a base angle θ0.

Gravity calculation unit 210, the sensor signals PS1 from the pressure sensor _{15 1 ~15 4, PS2, PS3} , PS4 gravity center position coordinate of the load on the base 4 as described above on the basis of (Xg, Yg) and its load weight Wg The center of gravity position coordinates (Xg, Yg) and the load weight Wg information are supplied to the travel command calculator 212, and the center of gravity position Y coordinate Yg and the load weight Wg information are supplied to the turn command generator 215. Supply.

  The travel command calculator 212 generates a speed command Vx based on, for example, the center-of-gravity position X coordinate-travel speed characteristic as shown in FIG. 26, and the rotational speed command generator 213 is based on the speed command Vx. A rotation speed command Vref (t) is generated by performing a next function calculation. The rotational speed command generator 213 supplies the rotational position command Pref (t) to the rotational position command generator 214, the turning command generator 215, and the attitude command generator 216.

  The turning command generator 215 includes the Y coordinate Yg and the load weight Wg of the center of gravity supplied from the center of gravity calculating unit 210, the rotational angular velocity ωyaw about the yaw axis supplied from the signal preprocessing unit 211, and the rotational speed command generator 213. A phase command for turning, for example, Yg * G1, is generated based on the rotational speed command Vref (t) supplied from, and this phase command is supplied to the rotational position command generator 214.

  The rotational position command generator 214 integrates the rotational speed command Vref (t) supplied from the rotational speed command generator 213 to generate a rotational position command Pref (t), and sends the rotational position command Prefr ( t), Prefl (t) is supplied. At this time, the rotational position command generator 214 generates rotational position commands Prefr (t) and Prefl (t) in consideration of the phase command from the turning command generator 215.

  The attitude command generator 216 calculates a base angle command θref which is an attitude command based on the rotation speed command Vref (t) supplied from the rotation speed command generator 213 as described with reference to FIG. The angle command θref is supplied to the subtracter 217. The subtractor 217 subtracts the current base angle θ 0 obtained by the signal preprocessing unit 211 from the base angle command θref, and supplies the deviation to the attitude controller 218. The attitude controller 218 performs PID control based on this deviation to obtain the motor torque Tgyr.

  When performing PID control, the PI gain may be changed according to the load weight Wg on the base 4. Specifically, it is preferable to increase the proportional gain and decrease the integral gain when the load weight Wg increases. The attitude control unit 218 supplies the motor torque Tgyr to the left and right motor drivers 203R and 203L.

  In the motor driver 203R for the right wheel 3R, the subtractor 230R takes a deviation between the rotational position command Prefr, which is a traveling command for the motor 10R, and the current rotational position θr of the motor 10R detected by the rotary encoder 11R. The deviation is supplied to the position proportional controller 231R. The position proportional controller 231R performs position proportional (P) control on this deviation, and supplies the proportional control result to the subtractor 232R. The differentiator 233R differentiates the rotational position θr of the motor 10R supplied from the rotary encoder 11R, and supplies the differentiation result to the subtractor 232R.

  The subtractor 232R takes a deviation between the proportional control result from the position proportional controller 231R and the differential result from the differentiator 233R, and this deviation is supplied to the speed proportional / integral controller 234R. The speed proportional / integral controller 234R performs speed proportional / integral (PI) control on this deviation, and supplies the proportional / integral control result to the adder 235R. In the adder 235R, the proportional / integral control result and the motor torque Tgyr are added, and the added value is supplied to the current control amplifier 236R.

  The current control amplifier 236R generates a motor current based on the added value, and drives the 200W motor 10R, for example. The rotational position of the motor 10R is supplied to the differentiator 233R together with the subtractor 230R. Since the same applies to the left wheel 3L, the description thereof is omitted.

  The power management circuit 206 is connected to, for example, a 24V battery 207, supplies 24V and 1A control power to the control device 16, and supplies 24V and 30A motor power to the motor drivers 203R and 203L, respectively. The power management circuit 206 is supplied with regenerative power of the motors 10R and 10L via the motor drivers 203R and 203L, and the power management circuit 206 charges the battery 207 using this regenerative power.

  As described above, in the coaxial two-wheeled vehicle 1 previously proposed by the present inventor, the motor torque Tgyr for controlling the angle of the base 4 using the gyro sensor 13 and the acceleration sensor 14 and the load load torque using the pressure sensor 15. A posture controller common to the left and right wheels 3R and 3L, and a left and right independent motor controller that generates motor torque for running control using the pressure sensor 15. Since they are provided and perform independent control, it is possible to achieve both stable posture control and stable travel control.

  Moreover, in the coaxial two-wheeled vehicle 1 previously proposed by the inventor of the present application, traveling control is performed according to the center of gravity coordinates of the load on the base 4, but stops in the X coordinate range and the Y coordinate range of the ground contact surface with the road surface of the wheel 3. Since the area (dead zone) is provided, the aircraft can be prevented from moving forward, backward, and turning due to a slight movement of the center of gravity that is not intended by the passenger.

Further, in the coaxial two-wheeled vehicle 1 previously proposed by the present inventor, the actual traveling direction and turning speed are detected by the gyro sensor 13 that detects the angular velocity ωyaw around the yaw axis, and the rotational speeds of the left and right motors 10R and 10L are independent. By controlling to, the deviation between the target direction (turning speed) and the traveling direction (turning speed) can be eliminated.
The applicant of the present application has previously proposed a traveling device using such a coaxial two-wheeled vehicle.
Further, as a traveling device using a coaxial two-wheeled vehicle as described above and including a handle that a passenger grips and a seat that is seated, a traveling device has been proposed, for example, by the technique described in Japanese Patent Laid-Open No. 4-201793.

  By the way, in the traveling apparatus as described above, there is no speed indicator and mileage indicator, and therefore, it is very inconvenient when taking into consideration safety of traveling and maintenance of the traveling apparatus, and it is not possible to respond to traffic regulations. . Also, assuming that a speed indicator and a mileage indicator are attached, simply calculating the speed and mileage of the traveling device from the rotational speed of the wheel is a human being because the traveling device itself is a two-wheel structure arranged in parallel. There is a problem that an accurate speed and travel distance cannot be calculated due to the influence of the pitch axis angular velocity of the step board on which the board is boarded, that is, the fluctuation of the step board in the pitch direction.

  The present invention has been made in view of the above-described points, and does not require the installation of a new sensor, and is not affected by the swing of the step base in the pitch direction. An object of the present invention is to obtain a traveling device that calculates a speed and a travel distance and can display the speed and the travel distance on a speedometer and a travel distance meter.

In order to achieve the object of the present invention, a travel device according to a first aspect of the present invention includes a speed indicator for displaying a travel speed and a travel distance of a travel device from combined rotation information of wheels and the housing, and An odometer is provided.

Further, according to the traveling device of the second aspect of the present invention, the traveling speed is calculated by adding or subtracting the pitch axis angular speed by the gyro sensor from the attitude detecting means, that is, the rotation information of the housing. And displaying on a speed indicator.

Moreover, according to the traveling device according to the third aspect of the present invention, the traveling speed is obtained by using the rotation average value of the pair of wheels as the traveling speed.

Moreover, according to the traveling device which concerns on the 4th aspect of this invention, the traveling distance calculates the integral value of traveling speed, It displays on a odometer.

Moreover, according to the traveling apparatus which concerns on the 5th aspect of this invention, the speed indicator and the odometer are attached to the upper end part of the stay, and the said handle | steering-wheel part.

According to the first aspect of the present invention, the accurate speed and travel distance of the travel device can be calculated and displayed on the speedometer and travel distance meter without being affected by the swing of the step base in the pitch direction. it can. As a result, it is possible to meet the safety of travel of the travel device, compliance with traffic regulations, and grasp the travel state, and it is possible to estimate the maintenance time of the travel device, which is suitable for maintenance and inspection.

Further, according to the second aspect of the present invention, an accurate speed and travel distance can be calculated and displayed on the speedometer and travel distance meter even if the step base swings in the pitch axis direction.

Further, according to the third aspect of the present invention, the traveling speed can be easily calculated from the rotation average value of the inner wheel and the outer wheel even when the traveling device is turning.

Further, according to the fourth aspect of the present invention, the travel distance can be easily calculated with the integral value of the travel speed.

Further, according to the fifth aspect of the present invention , the speed indicator and the odometer can be easily visually recognized during traveling of the traveling device, and traveling safety can be ensured.

  Embodiments of a traveling device according to the present invention will be described below with reference to the drawings. FIG. 1 is an overall perspective view showing the configuration of an embodiment of a coaxial two-wheeled vehicle to which a traveling device according to the present invention is applied, FIG. 2 is a rear view of the whole, and FIG. 3 is a right side view of the whole.

  1 to 3, a pair of left and right wheels 101 and 102 are provided. These left and right wheels 101 and 102 are arranged so that the center of each wheel is in a straight line, and supported by a step base (housing) 103 on which a passenger rides. The step base 103 is at a position where the center of gravity is lower than the center of the wheels 101 and 102. The configuration of the wheels 101 and 102 and the step base 103 and their relationship will be described later.

  At the end of the step base 103 (the right end side in FIG. 3 which is the traveling direction of the traveling device), a stay 104 is suspended upward, and a handle 105 is provided at the upper end of the stay 104. A display meter 106 in which a speedometer and an odometer are integrated is attached to the handle post at the upper end of the stay 104.

  Here, the configuration of the wheels 101 and 102 and the step base 103 will be described. Since the wheels 101 and 102 have the same configuration, one wheel 101 and the step base 103 will be described with reference to FIGS.

  The wheel 101 is coupled to a motor shaft and a motor rotor 109 constituting a wheel drive motor 100L via an output shaft 108 of a speed reducer 107 fixed to a step base 103. A disk for detecting a rotor angle is provided at the other end of the motor rotor 109. A rotating plate 110 is attached. The rotation speed of the rotating plate 110 is detected by the detection unit 111.

  The detection unit 111 is mounted on a circuit board 112, and the circuit board 112 is fixed to a motor case 114 to which a motor stator 113 constituting the wheel drive motor 100L is fixed. The motor case 114 is fixed to the step base 103 via the housing of the speed reducer 107.

  With this configuration, the wheel 101 and the step base 103 described above are rotated integrally with the motor rotor 109 on the wheel 101 side, and the step base 103 side is integrated with the motor stator 113, so that the step base 103 travels. As shown by the arrow in FIG. 5, the apparatus is configured to be rotated (oscillated) by a pitch about the wheel shaft center O as indicated by an arrow in FIG. 5. Therefore, the rotating plate 110 and the detection unit 111 are relatively affected.

  FIG. 6 shows a block diagram of the system configuration of the traveling apparatus described above. The wheel drive motor 100L having the rotor angle detector 115L and the wheel drive motor 100R having the rotor angle detector 115R are respectively connected to the drive circuits 116 and 117. Connected to a calculation device 120 having a calculation circuit (CPU) 118 and a storage device (memory) 119, the calculation device 120 has a posture detection sensor 121 for detecting the posture of a passenger who has boarded the step base 103 of the traveling device. It is connected.

  The posture detection sensor 121 detects the pitch axis angular velocity, the yaw axis angular velocity, the roll axis angular velocity by the gyro sensor 122 and the X axis acceleration, the Y axis acceleration, and the Z axis acceleration by the acceleration sensor 123 in order to detect the posture of the step base 103. To do. Thereby, the traveling device outputs a signal for maintaining a predetermined traveling state to the drive circuits 116 and 117 from the signal from the posture detection sensor 121 described above, and drives the wheels 101 and 102.

  Note that a power source 124 formed of a secondary battery and a switch 125 for emergency stop of the traveling device are connected between the drive circuits 116 and 117 and the arithmetic device 120.

  Next, a method for calculating the traveling speed and the traveling distance in the traveling device configured as described above will be described.

  According to the traveling device of the present invention, the rotational speeds of the wheels 101 and 102 can be detected by detecting the rotational speed of the rotating plate 110 that rotates together with the motor rotor 109 by the detection unit 111. The fact that the accurate speed and travel distance cannot be calculated due to the influence of the pitch axis angular speed 103 has been described in the problem to be solved by the previous invention.

  Therefore, the present invention adds the pitch axis angular velocity of the step base 103 by the gyro sensor 122 from the attitude detection sensor 121, that is, the rotation information of the step base 103, from the combined rotation information of the wheels 101 and 102 and the step base 103, By subtracting, the traveling device inherently accurate traveling can be performed without being affected by the step base 103.

  For example, when the input / output rotation of the speed reducer 107 is in the same direction, the wheel base 101 rotates counterclockwise at a predetermined speed, and the step base 103 is in the state where the traveling device is traveling in the direction of the arrow. The detection unit 111 that detects the rotational speed of the wheel is considered to have increased the rotational speed of the wheel at the moment when it is tilted backward as opposed to the traveling direction as indicated by the one-dot chain line by the weight shift. In this case, the pitch axis angular velocity for which the step base 103 is tilted backward is subtracted.

  On the other hand, at the moment when the step base 103 is tilted forward in the traveling direction as indicated by the two-dot chain line due to the weight shift of the passenger, the detection unit 111 that detects the wheel rotation speed is the wheel rotation speed. Is considered to have slowed down. In this case, the step base 103 adds the pitch axis angular velocity that is tilted forward.

  Here, when the mathematical formula is applied, the rotational speed of the left wheel drive motor is rmL, the pitch axis angular speed of the gyro sensor is rjP, the reduction gear ratio of the reduction gear is n, and the wheel diameter is d, the traveling speed S is

S = ((rmL / n) -rjP) · d · π (34)

 Thus, even if there is a rotational movement of the step base 103 from the above equation, it is possible to obtain the exact traveling inherent to the traveling device.

  In addition, since the traveling device that travels with two wheels arranged in parallel performs the turning by the rotation difference between the left and right wheels 101 and 102, the average value of the left and right wheels is regarded as the traveling speed of the traveling device.

  Expressing this in terms of a formula, the running speed S is

S = (((((rmL / n) + (− rmR / n)) / 2) −rjP) · d · π
  = ((((RmL−rmR) / 2n) −rjP) · d · π (35)

Thus, the average traveling speed of the left and right wheels can be obtained from the above equation. In equation (35) , rmR is the rotational speed of the right wheel drive motor.

Further, the travel distance of the travel device can be obtained from the integral value of the travel speed obtained by the above equation.
Expressing this in the formula, the mileage O is

  It becomes. In [Equation 27], S is the traveling speed, and t is the time.

  The travel speed and travel distance calculated as described above can be viewed on the indicator 106 attached to the handle post at the upper end of the stay 104. FIG. 7 is a plan view of the display meter 104 as viewed from above. The display meter 106 displays a speedometer 126 and an odometer 127 in an integrated manner.

  As described above, the traveling device according to the present invention does not require the installation of a new sensor, and the traveling speed and the traveling distance based on sensor information such as a rotary plate that detects wheel rotation and a rotary encoder that includes a detection unit. Can be calculated and displayed on the display meter 106.

  In addition, the travel speed and travel distance can be displayed on the display meter 106, so that the travel safety of the travel device and the traffic regulations can be complied with, so that the travel state can be grasped and the travel time can be used as a guideline for the maintenance time. Maintenance and inspection of the equipment becomes easy.

  The present invention is not limited to the embodiment described above and shown in the drawings, and various modifications can be made without departing from the scope of the invention.

1 is an external perspective view showing the configuration of an embodiment of a coaxial two-wheeled vehicle to which a traveling device according to the present invention is applied. It is a front view of the whole traveling device by the present invention similarly. It is a side view of the whole traveling apparatus by this invention. It is sectional drawing of the detailed structure of a wheel and a step stand. It is a side view of the positional relationship between a wheel and a step base. It is a block diagram of the system configuration of a traveling device. It is the top view which looked at the indicator of travel speed and the odometer from the top. It is an external appearance perspective view which shows embodiment of the coaxial two-wheeled vehicle which this inventor proposed previously. It is a sectional side view for demonstrating the base of a coaxial two-wheel vehicle. It is a figure which shows the pressure sensor provided in the base of the coaxial two-wheeled vehicle, The figure (A) shows a top view, The figure (B) shows a side view. It is a figure which shows the positional relationship of the weight center of a coaxial two-wheeled vehicle, and a wheel shaft. It is a figure explaining balance of load load torque and motor torque. It is a figure explaining posture control in case a human boarded. It is a figure explaining the dynamic model for maintaining an attitude | position on a base. It is a figure explaining the dynamic model for maintaining an attitude | position on a base. It is a figure explaining the dynamic model for maintaining an attitude | position on a base. It is a figure explaining the dynamic model in a coaxial two-wheeled vehicle. It is a figure which shows the control mechanism for attitude | position stability control. It is a figure which shows the control mechanism for attitude | position stability control and driving | running | working control in case there is one wheel. It is a figure explaining the attitude | position command in a coaxial two-wheeled vehicle. It is a block diagram which shows the control mechanism for attitude | position stability control and driving | running | working control in case there is one wheel. It is a figure which shows the block diagram shown in FIG. 22 as a mathematical model. It is a figure which shows the detailed specific example of the mathematical model shown in FIG. It is a block diagram which shows the control mechanism for attitude | position stability control and driving | running | working control in case there are two wheels. It is a figure explaining traveling speed control in the case of advance / retreat. It is a figure explaining the traveling speed control in the case of turning. It is a figure explaining the control method in case the gyro sensor signal around a yaw axis is detected when going straight.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 101,102 ... Wheel, 103 ... Step stand, 100L, 100R ... Wheel drive motor, 104 ... Stay, 105 ... Handle, 106 ... Indicator, 107 ... Reduction gear, 109 ... Motor rotor, 110 ... Rotating plate, 111 ... Detection unit , 113: motor stator, 115L, 115R ... rotor angle detector, 116, 117 ... drive circuit, 120 ... arithmetic unit, 121 ... attitude detection sensor, 122 ... gyro sensor, 123 ... acceleration sensor, 126 ... speedometer, 127 ... Odometer

Claims (5)

A pair of wheels arranged in parallel;
Driving means for independently rotating and driving each of the pair of wheels;
A housing that rotatably supports the pair of wheels;
A travel device comprising:
The travel device further includes:
Control means for generating a control command for the drive means for controlling the travel of the travel device and the posture of the housing;
First detection means for detecting wheel rotation information relating to a relative rotation amount of the pair of wheels with respect to the housing;
A second detecting means for detecting a case rotation information relating to a rotation amount of the case around a rotation axis of the pair of wheels;
Calculation means for calculating at least one of a traveling speed and a traveling distance of the traveling device with respect to a road surface on which the pair of wheels are grounded based on the wheel rotation information and the housing rotation information;
A travel device comprising: The calculation means adds or subtracts the wheel rotation information and the chassis rotation information so as to cancel the influence of the swing of the casing around the rotation axis, thereby at least the traveling speed and the traveling distance. The traveling device according to claim 1, wherein one is calculated. The travel device according to claim 1 or 2, wherein the wheel rotation information and the housing rotation information are shared by the control means for generating a control command. The wheel rotation information is a rotation speed of each of the pair of wheels, an average rotation speed of the pair of wheels, an angular speed of each of the pair of wheels, or an average angular speed of the pair of wheels,
  The casing rotation information is a rotational speed or angular velocity around the rotation axis of the casing.
The traveling device according to any one of claims 1 to 3. The travel device according to any one of claims 1 to 4, further comprising a display meter that displays at least one of the travel speed and the travel distance.

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