JP4802692B2 - Traveling body - Google Patents

Description

  The present invention relates to a traveling body that has a vehicle body on which an occupant rides and drive wheels that are rotatable with respect to the vehicle body and that travels while driving the drive wheels while maintaining the vehicle body in an inverted state. Here, in the present specification, the “inverted state” means that the vehicle body is mainly supported by the driving wheel with respect to the ground contact surface, torque is appropriately applied to the driving wheel, and the absolute value of the inclination angle of the vehicle body with respect to the vertical direction. It means that it is kept so as not to increase beyond a certain value.

  A traveling body that travels while maintaining the vehicle body in an inverted state has been developed (for example, Patent Document 1). The traveling body includes a vehicle body on which an occupant rides, drive wheels that are rotatable with respect to the vehicle body, a drive device that applies torque to the drive wheels, and a drive control unit that outputs a torque command value to the drive device. Yes. The drive control unit outputs a torque command value for maintaining the vehicle body in an inverted state and a torque command value for causing the traveling body to travel in accordance with the travel command value. The drive device applies torque to the drive wheels based on each torque command value output from the drive control unit, and thereby the traveling body travels while maintaining an inverted state. The travel command value may be input automatically by a predetermined travel command value, or may be input by a driver who remotely operates the traveling body or a passenger of the traveling body.

Japanese Patent Laid-Open No. 4-201793

In this type of traveling body, the magnitude of the torque command value output to the drive device by the drive control unit, the upper limit value of the absolute value of the target speed of the traveling body, and the absolute value of the target acceleration are determined by the control program of the drive control unit. An upper limit is set. If these values are set to large values, the traveling body can be driven more lightly, but if these values are too large, the vehicle body will not be able to maintain an inverted state, or may fall over or It gives anxiety that the car body will fall. For this reason, in the conventional traveling body, these values are set to small values so that the vehicle body can stably run while maintaining the inverted state, and the majority of humans do not feel uneasy. It was.
However, there are some passengers who ride on the traveling body that can react quickly to changes in the tilt angle of the vehicle body and change the position of the center of gravity so that the vehicle body is maintained in an inverted state. Some people are slow to respond to changes in the tilt angle of the car body and cannot balance well. In addition, the degree of anxiety that the traveling body may fall may vary from person to person, and even if some people feel anxiety, others may not feel anxiety. . Therefore, the conventional traveling body is capable of moving the traveling body at a higher acceleration and speed for those with excellent physical abilities and those who are difficult to feel anxiety. There was a problem that was set low.
The present invention has been made in view of the above-described circumstances, and an object of the present invention is to make the traveling body stably maintain an inverted state, or to travel the traveling body more lightly without giving a sense of anxiety to the occupant. It is providing the traveling body which can be.

The traveling body of the present invention has a vehicle body on which an occupant rides and drive wheels that are rotatable with respect to the vehicle body, and the vehicle travels by driving the drive wheels while maintaining the inverted state. The traveling body detects a state of the vehicle body, a drive device that applies torque to the drive wheels, a drive control unit that maintains a vehicle body in an inverted state and outputs a torque command value for traveling the vehicle to the drive device. An initial command value output unit that outputs an initial torque command value having a preset waveform to the drive device in a state where the occupant gets on the vehicle body and the vehicle body is maintained in an inverted state by the drive control unit; A correction unit that corrects the control program of the drive control unit based on a response waveform of a sensor detection value with respect to an initial torque command value.
The “torque command value having a preset waveform” may be a pulse waveform, a rectangular waveform, a sine waveform having a specific frequency, or the like.
“Correcting the control program” may be a modification of a part or all of the control program, or a modification of a control variable such as a gain inherent in the control program.
Note that “the state of the vehicle body” means, for example, the inclination angle of the vehicle body, the position, speed, acceleration, or the like of the drive wheels. Furthermore, the concept includes the state of the occupant that can be measured by the sensor, such as the pressure applied to the back or seat of the seat provided by the occupant and the sweating amount of the occupant. The expression “state” is used.

  In this traveling body, a preset initial torque command value is input to the driving device and a driving wheel is driven in a state where an occupant is on the vehicle body and the vehicle body is maintained in an inverted state by the drive control unit. . As a result, the vehicle body swings, and the state of the vehicle body at this time is detected by the sensor. When the vehicle body swings, the occupant tries to balance by changing the center of gravity of the occupant, so the state of the vehicle body detected by the sensor differs depending on the occupant's physical ability (for example, balance ability, etc.). . Therefore, based on the response waveform of the sensor detection value with respect to the initial torque command value, for example, the magnitude of the torque command value output by the drive control unit to the drive device, the upper limit value of the absolute value of the target speed of the traveling body, If the upper limit value of the absolute value of the target acceleration is corrected, the corrected control program corresponds to the physical ability of the occupant. For this reason, the traveling body can stably maintain the inverted state, and the traveling body can travel more lightly.

  In the traveling body, the sensor may be a sensor that detects an inclination angle or an inclination angular velocity of the vehicle body with respect to a vertical direction. When the traveling body is swung, the occupant balances the traveling body so that the traveling body maintains an inverted state. Therefore, the inclination angle or the inclination angular velocity of the vehicle body with respect to the vertical direction changes depending on the behavior of the occupant. Therefore, by correcting the control program based on the response waveform of the vehicle body inclination angle or the inclination angular velocity detected by the sensor, the control program after the correction can be adapted to the physical ability of the occupant.

Alternatively, the sensor may be a sensor that detects the position, speed, or acceleration of the vehicle body in a horizontal plane. When the traveling body swings, the drive control unit drives the drive device to maintain the traveling body in an inverted state, and the position, speed, or acceleration of the vehicle body in the horizontal plane changes. Therefore, the output of the drive control unit for maintaining the traveling body in an inverted state changes depending on the behavior of the occupant, and the position, speed, or acceleration of the vehicle body in the horizontal plane also changes. For this reason, by correcting the control program based on the response waveform of the position, speed or acceleration of the vehicle body in the horizontal plane detected by the sensor, the corrected control program may correspond to the physical ability of the occupant. it can.
Furthermore, the sensor may be a sensor that detects the occupant's pulse or sweat rate in the occupant state. The occupant's pulse or sweat volume varies depending on whether the occupant feels anxiety. Therefore, by correcting the control program based on the response waveform of the occupant's pulse or sweating amount detected by the sensor, the traveling body can be driven lightly within a range in which the occupant does not feel uneasy.

In the traveling body, the drive control unit maintains the vehicle body in an inverted state in accordance with the inclination angle or the inclination angular velocity of the vehicle body, and the vehicle body in accordance with the position, speed, or acceleration in the horizontal plane of the vehicle body. The torque command value can be output to the drive device so as to achieve the target acceleration.
In this traveling body, the torque command value is output to the drive device in accordance with the inclination angle or the inclination angular velocity of the vehicle body, so that the vehicle body can be stably maintained in an inverted state, and the position and speed of the vehicle body in the horizontal plane can be maintained. Alternatively, since the vehicle body outputs a torque command value to the driving device according to the target position, target speed, or target acceleration according to the acceleration, the vehicle body can be moved at a desired position, speed, or acceleration.

  In the traveling body, the correction unit includes a torque that maintains an inverted state with respect to an upper limit value of the absolute value of the target acceleration of the traveling body, an upper limit value of the absolute value of the target speed of the traveling body, and an inclination angle in the control program. It is preferable to correct at least one of the gains for calculating the command value. By correcting these values, the traveling body can be driven lightly according to the physical ability of the occupant.

In addition, the correction unit is a convergence time from when the initial torque command value is input to when the response waveform is stabilized, from when the initial torque command value is input until the response waveform deviates from a preset expected response waveform. The control program is modified according to at least one of the amplitudes of the response waveforms after inputting the reaction time and the initial torque command value .
According to the inventors' investigation, the convergence time from the input of the initial torque command value to the stabilization of the response waveform has a correlation with the passenger's balance ability. The response time until deviation from the preset expected response waveform correlates with the agility of the occupant, and the amplitude of the response waveform after inputting the initial torque command value correlates with the occupant's adaptability to the body shake. . Therefore, by modifying the control program in accordance with these values, the control program can be adapted to the passenger's physical ability (balance ability, agility, adaptability).

As one aspect of the traveling body, the correction unit corrects the upper limit value of the absolute value of the target acceleration of the traveling body to a smaller value as the maximum amplitude of the response waveform of the sensor output value with respect to the initial torque command value is larger. Is preferred.
The amplitude of the response waveform after inputting the initial torque command value correlates with the adaptability of the occupant to the body shake. A highly adaptable occupant can adjust his / her shaking so that the shaking becomes smaller with respect to the shaking of the vehicle body. As a result, the maximum amplitude of the response waveform is reduced. On the other hand, an occupant with low adaptability does not know how to move his / her body in response to the shaking of the vehicle body, and feels anxiety and moves his / her body regardless of the shaking of the vehicle body. As a result, the maximum amplitude of the response waveform tends to increase. On the other hand, the amount of shaking of the vehicle body is influenced by the acceleration / deceleration of the traveling body. For this reason, it is preferable that the upper limit of acceleration / deceleration is increased for an occupant who is highly adaptable to the shaking of the vehicle body so as to emphasize the light running performance of the traveling body. It is preferable for an occupant with low adaptability to reduce the upper limit of acceleration / deceleration so as not to cause anxiety to the occupant.

As another aspect of the traveling body, it is preferable that the correction unit corrects the gain to a smaller value as the convergence time until the response waveform of the sensor with respect to the initial torque command value is stabilized is longer.
The convergence time from the input of the initial torque command value to the stabilization of the response waveform has a correlation with the passenger's balance ability. An occupant with high balance ability can move the body in a direction that reduces the shaking of the vehicle body. As a result, the response waveform convergence time is reduced. For such an occupant, it is possible to give comfort to the occupant by setting the gain large and improving the running characteristics of the vehicle body even if the vehicle body is greatly shaken. On the other hand, a passenger with low balance ability is not good at moving the body in a direction to reduce the shaking of the vehicle body. As a result, the convergence time of the response waveform becomes long. The passengers are more likely to feel anxiety when the time the vehicle is shaking is longer. For such an occupant, by setting the gain to be small, it is possible to reduce the shaking of the vehicle body and reduce anxiety for the occupant.

The initial torque command value outputs a first initial torque command value including a first frequency as a component and a second initial torque command value including a second frequency higher than the first frequency as a component to the driving device,
The correction unit corrects the upper limit value of the absolute value of the target acceleration of the traveling body to a smaller value as the maximum amplitude of the response waveform with respect to the first initial torque command value increases.
It is preferable that the gain is corrected to a smaller value as the convergence time of the response waveform with respect to the second initial torque command value is longer.

  In order to check the adaptability of the occupant, it is better to input a torque command value including a relatively low frequency component and to swing the vehicle body slowly. In order to see the sense of balance of the occupant, it is better to input a torque command value including a relatively high frequency component to swing the vehicle body at high speed. Therefore, the second frequency included in the second initial torque command value for correcting the gain in accordance with the sense of balance of the occupant is the first frequency for setting the upper limit value of the absolute value of the target acceleration in accordance with the adaptability of the occupant. A higher value than the first frequency included in the initial torque command value can set the upper limit value of the absolute value of the gain or target acceleration more accurately.

  It is preferable that the correction unit corrects the upper limit value of the absolute value of the target speed of the traveling body to a smaller value as the reaction time is longer. The reaction time from when the initial torque command value is input until the response waveform deviates from the preset expected response waveform correlates with the agility of the occupant. Therefore, the upper limit value of the target speed of the traveling body can be set to such an extent that the occupant does not feel uneasy by correcting the upper limit value of the absolute value of the target speed of the traveling body to a smaller value as the reaction time is longer. .

  According to the present invention, the traveling body that travels while maintaining the inverted state of the vehicle body on which the occupant is placed can be reduced in giving anxiety that varies depending on the occupant, and the traveling body can be traveled more easily. A technique for correcting a control program for a traveling body can be provided.

A traveling body that travels while maintaining the vehicle body in an inverted state can travel more easily if the control program is appropriately constructed. The “inverted state” means that the vehicle body is mainly supported by the drive wheels against the ground surface, and torque is appropriately applied to the drive wheels, and the absolute value of the vehicle body tilt angle with respect to the vertical direction exceeds a certain value. It means that it is kept so as not to increase. In other words, the “inverted state” means that if the torque cannot be applied to the drive wheels properly, the tilt angle of the vehicle body will increase in one direction, resulting in contact with the ground contact surface. A state where a part of the traveling body that should not be grounded is grounded.
When the traveling body is driven lightly, it is necessary to increase the inclination angle of the vehicle body or to change it quickly. Hereinafter, the performance of the traveling body defined by the control program is referred to as traveling performance.
On the other hand, since such a traveling body travels while maintaining the vehicle body in an inverted state, when the vehicle travels at a high speed or the acceleration has a large absolute value, the occupant may feel anxiety that the vehicle body will fall over. You may feel Higher speeds, because the inclination angle of the vehicle body is greatly changed even by a slight unevenness of the ground surface of the drive wheel. This is also because the inclination angle of the vehicle body increases when acceleration is high. There are individual differences in how much driving performance feels uneasy. If the control program is set so that the running performance is lowered from the beginning so that the majority of people do not feel uneasy, the light running performance of the running body is impaired. Therefore, a technique for correcting the control program in accordance with the occupant is desired so that the traveling body can easily travel within a range that does not cause the occupant to worry. The correction of the control program is, for example, a control program such as a gain for calculating a torque command value output by the drive control unit, an upper limit value of the absolute value of the target speed of the traveling body, or an upper limit value of the absolute value of the target acceleration. It is conceivable to modify the variables inherent in.

According to the study by the inventors, it has been found that when the inclination angle of the vehicle body changes, the occupant tends to move his / her body on the vehicle body in an attempt to maintain the vehicle body in an inverted state. It was also found that the speed and size of the occupant moving the body on the car body differed depending on individual differences in the motor skills such as balance and agility of the occupant. The behavior of the occupant on the vehicle body maintained in an inverted state has a considerable influence on the response waveform of the vehicle body inclination angle. This is because when the occupant moves on the vehicle body, the position of the center of gravity and the moment of inertia of the vehicle body including the occupant change. That is, the response waveform of the inclination angle of the vehicle body including the behavior of the occupant differs significantly depending on individual differences in the occupant's athletic ability. For example, an occupant with an excellent sense of balance has a shorter time from when the vehicle body is inclined until the inclination angle converges to the original state than an occupant with less sense of balance than the occupant. This is because the behavior of the occupant with a good sense of balance contributes to the improvement of the stability of the control for maintaining the vehicle body in an inverted state.
Furthermore, passengers with excellent athletic ability tend to feel less anxious even with the same running performance. It is considered that a passenger who has excellent exercise ability recognizes that his / her own body can be moved so as to assist the control for maintaining the vehicle body in an inverted state. On the other hand, if the occupant does not have excellent motor ability, when the tilt angle of the vehicle body changes, the occupant cannot move well so that the tilt angle of the vehicle body is restored, and as a result, the response of the tilt angle of the vehicle body It seems that the waveform is disturbed and the user feels uneasy.

The present invention makes use of a characteristic characteristic of a traveling body that maintains the vehicle body in an inverted state, in which individual differences in the occupant's athletic ability are significantly manifested in the response waveform of the vehicle body inclination angle. For a passenger who does not have excellent athletic ability, the tendency that an uneasiness is likely to be given to the passenger by the behavior of the traveling body is utilized unless the driving performance is set low.
The present invention utilizes this characteristic and tendency to utilize the traveling body itself like an occupant's athletic ability measuring device, and to quantify the occupant's athletic ability so as to obtain a running characteristic suitable for the occupant's athletic ability. Next, the control program in the drive control unit is modified. By utilizing the traveling body itself as an occupant's athletic ability measuring device, the control program in the drive control unit can be corrected according to individual differences in the athletic ability of the occupant.

Specifically, after the occupant gets on, a specific minute swing is given to the vehicle body. A response waveform of the tilt angle of the vehicle body at that time is detected. The applied swing is realized by applying a torque command value having a preset waveform to the drive wheels. The control program in the drive control unit is corrected so that the running performance is suitable for the occupant's athletic ability from the correlation between the waveform of the torque command value set in advance and the variable indicating the characteristic of the response waveform of the tilt angle.
For a traveling body that travels while maintaining the body on which the occupant rides in an inverted state, the traveling body itself is used as an occupant's athletic ability measuring device, and the control program in the drive control unit is modified to match the occupant's athletic ability. As a result, the present invention has succeeded in realizing a traveling body that provides good traveling performance, that is, comfort for the occupant within a range in which the occupant is not disturbed.
In addition, even if the same occupant gets used to the operation of the traveling body, the upper limit of the traveling performance that causes anxiety increases. In the present invention, every time an occupant gets on the vehicle, the athletic ability of the occupant at that time depends on the degree of habituation to the same occupant by measuring the athletic ability of the occupant including the habituation of the occupant. The control program in the drive control unit can be modified to meet the above.
In the above description, the response waveform of the vehicle body inclination angle is taken as an example. In addition to the response waveform of the tilt angle of the vehicle body, the occupant's athletic ability can be measured in the same manner by using the response waveform of the drive wheel to the initial torque command value.
In the present specification, the inclination angle of the vehicle body, the position, speed, and acceleration of the drive wheels, or the state of the passenger on the vehicle body is referred to as the state of the vehicle body. In that sense, the state of the vehicle body is a concept including a vehicle body position state in a broad sense including the vehicle body inclination angle speed, the vehicle body speed or acceleration, and the occupant state in addition to the vehicle body inclination angle and position. The state of the occupant on the vehicle body is used in the sense that the state of the vehicle body includes, for example, the pressure applied by the occupant to the back or seat of the seat provided on the vehicle body and the amount of sweating of the occupant. The pressure applied to the backrest or seat surface of the seat provided by the occupant on the vehicle body and the sweating amount of the occupant can be measured by an appropriate sensor. In that sense, the occupant state can be expressed as an occupant state that can be measured by a sensor. The sensor detects the pressure applied to the back or seat of the seat provided on the vehicle body and the sweating volume of the occupant by the sensor, and the control program is also matched to the occupant's motor ability by the response waveform of the sensor detection value. It can be corrected.

The main features of the examples are listed.
(First embodiment) The vehicle body is provided with a seat on which the occupant sits, and the back of the seat is provided with a pressure detector that detects the pressure on the back of the occupant, and the pressure detected by the pressure detector is If the pressure is higher than when the occupant normally sits on the seat, the upper limit value of the target acceleration for accelerating the traveling body backward may be set smaller than the upper limit value of the target acceleration for accelerating the traveling body forward. preferable. The “upper limit value of the target acceleration for accelerating the traveling body rearward” corresponds to a lower limit value of acceleration when the forward direction of the traveling body is a positive direction of acceleration.

First, with reference to FIG. 1, the outline | summary of the traveling body 10 of an Example is demonstrated. FIG. 1 is a diagram schematically illustrating an overall configuration of a traveling body 10 according to the embodiment. The traveling body 10 includes a vehicle body 12, two drive wheels 14L and 14R, and auxiliary wheels 20. The vehicle body 12 includes a vehicle body 12a and a connecting portion 12b that connects the vehicle body 12a and the axles of the drive wheels 14R and 14L. The vehicle body 12a has a battery or the like mounted therein. In FIG. 1, in order to make the device mounted on the vehicle body 12a easier to see, the surface other than the bottom surface of the vehicle body 12a is omitted.
The two drive wheels 14R and 14L are rotatable with respect to the vehicle body 12 around substantially the same axle C. The auxiliary wheel 20 is attached to the vehicle body 12 via the auxiliary wheel moving member 18. The auxiliary wheel 20 is moved to the lower front side of the vehicle body 12 by the auxiliary wheel moving member 18 so as to be grounded to the ground surface together with the drive wheels 14R and 14L when the vehicle body 12 is not controlled to be inverted. FIG. 1 shows a state when the auxiliary wheel 20 moves to the lower front side of the vehicle body 12. When the auxiliary wheel 20 contacts the ground surface together with the drive wheels 14R and 14L, the traveling body 10 does not fall over the vehicle body 12 with respect to the ground surface even when the vehicle body 12 is not controlled to be inverted. A stable posture can be maintained. When the vehicle body 12 of the traveling body 10 is controlled to be maintained in an inverted state by the two drive wheels 14R and 14L, the auxiliary wheel moving member 18 moves the auxiliary wheel 20 upward.

A seat 22 on which an occupant sits is attached to the upper portion of the vehicle body 12. In FIG. 1, the seat 22 attached to the vehicle body 12 is indicated by a two-dot chain line in order to facilitate description of other components mounted on the vehicle body 12 a. In addition, the seat 22 removed from the vehicle body 12a is indicated by a solid line. A pressure sensor 34 for detecting the pressure applied to the backrest by the occupant seated in the seat 22 is attached to the backrest portion of the seat 22. The pressure sensor 34 is connected to a control device 28 described later. The function of the pressure sensor 34 will be described in a modification of the present embodiment described later.
A motor 16R (drive device) for applying torque to the drive wheels 14R is attached to the vehicle body 12. Similarly, a motor 16L (drive device) for applying torque to the drive wheel 14L is attached. An encoder 24R for detecting the rotation angle of the drive wheel 14R is attached in the vicinity of the drive wheel 14R of the vehicle body 12. Similarly, an encoder 24L for detecting the rotation angle of the drive wheel 14L is attached in the vicinity of the drive wheel 14L.

The vehicle body 12a includes a tilt angle sensor 26 for detecting the tilt angle of the vehicle body 12 with respect to the vertical direction, a control device 28 for controlling the entire traveling body, and a power source for the control device 28 and motors 16R and 16L. A battery 30 for supply is mounted. The tilt angle sensor 26 is actually a gyro that detects the tilt angular velocity of the vehicle body 12. The tilt angle velocity of the vehicle body 12 output by the gyro is integrated in the control device 28 to obtain the tilt angle of the vehicle body 12. In this specification, in order to simplify the description, the description will be continued assuming that the tilt angle sensor 26 detects the tilt angle of the vehicle body 12 with respect to the vertical direction.
Connected to the control device 28 is an input device 32 for an occupant seated in the seat 22 to input a start / stop command of the traveling body 10 and a travel command.

Next, an outline of the operation of the traveling body 10 will be described. In the following description, when the two drive wheels 14R and 14L are collectively referred to, the English letters R and L are abbreviated as the drive wheels 14. The motors 16R and 16L are also referred to as the motor 16 when collectively referred to. The encoders 24R and 24L are also referred to as an encoder 24 when collectively referred to.
When the passenger sits on the seat 22 and turns on the start-up switch of the input device 32, the control device 28 starts operating. The control device 28 moves the auxiliary wheel 20 upward. At the same time, the torque command value is output to the motor 16 so as to acquire the tilt angle of the vehicle body 12 from the tilt sensor 26 and maintain the tilt angle substantially constant. The motor 16 drives the drive wheels 14 according to the torque command value. When the driving wheel 14 is driven, that is, rotated, the inclination angle of the vehicle body 12 is maintained substantially constant. That is, the vehicle body 12 is maintained in an inverted state.
When the vehicle body 12 is maintained in the inverted state, the control device 28 performs a correction process for the control program that defines the running performance. The control program correction process means that the motor 16 is driven to cause the vehicle body 12 to swing slightly, and based on the response waveform of the inclination angle of the vehicle body 12 including the passenger at that time, the occupant's ability to move This is a process for correcting the control program in the control device in accordance with the above.
When the correction process of the control program is completed, the control device receives a travel command from the occupant. For example, when the occupant inputs a travel command to the input device 32 so as to turn the traveling body 10 forward, backward, or turn, the control device 28 causes the traveling body 10 to travel according to the traveling command while maintaining the vehicle body 12 in an inverted state. The torque command value is output to each motor 16. By the correction process of the control program, the traveling performance of the traveling body 10 is modified so as not to give the passenger anxiety, so that the passenger can travel the traveling body 10 comfortably.
The correction of the control program in the present embodiment is a process for correcting the control variable inherent in the control program. In this sense, hereinafter, the expression “control variable modification” is used instead of the expression “control program modification”. Control variables to be corrected in this embodiment will be described later.

  Next, the inclination angle of the vehicle body 12 will be described with reference to FIG. FIG. 2 is a schematic side view of the traveling body 10 in a state where the occupant 60 gets on and the vehicle body 12 is maintained in an inverted state. In FIG. 2, illustrations of components other than those necessary for explaining the inclination angle of the vehicle body 12 are omitted. In the traveling body 10 of the present embodiment, an imaginary line L extending from the axle C of the drive wheel 14 in the direction along the connecting portion 12b of the vehicle body 12 is assumed. An angle formed by the imaginary line L and the vertical direction G is an inclination angle θ. Since the traveling body 10 of this embodiment has two drive wheels 14 having substantially the same axle C, the inclination angle θ of the vehicle body 12 is an angle in the front-rear direction of the vehicle body 12 with respect to the vertical direction G. The inclination angle θ is detected by an inclination angle sensor 26 attached to the vehicle body 12.

Next, the control of the traveling body 10 will be described with reference to the block diagram of FIG.
The control device 28 includes a drive control unit 40, an initial command value output unit 42, a correction unit 44, and a correction data storage unit 46 therein.
The drive control unit 40 calculates a torque command value for causing the traveling body 10 to travel according to the travel command from the input device 32 while maintaining the vehicle body 12 in an inverted state, and outputs the calculated torque command value to the motor 16. .
The initial command value output unit 42 outputs an initial torque command value to the motor 16 when the control variable correction process in the drive control unit 40 is performed.
The correction unit 44 calculates a correction value of the control variable in the drive control unit 40 from the response waveform of the inclination angle of the vehicle body 12 with respect to the initial torque command value detected by the inclination angle sensor 26 attached to the vehicle body 12. The control variable in the drive control unit 40 is corrected with the correction value. In addition, the line S drawn diagonally from the correction unit 44 to the drive control unit 40 shown in FIG. 6 indicates that the control variable in the drive control unit 40 is corrected by the correction unit 44. .
In the correction data storage unit 46, the correspondence between the waveform data of various initial torque command values to be output by the initial command value output unit 42, the response waveform of the inclination angle of the vehicle body 12, and the correction values of the control variables are defined. Data is stored.
In the present embodiment, the process of correcting the control program of the drive control unit in accordance with the occupant's athletic ability is to correct the control variable inherent in the control program. Therefore, explanation of the control program itself is omitted. However, when generating the torque command value, first, the target speed of the traveling body is set, and the target acceleration for reaching the target speed is set. Then, the torque command value is set so that the set target acceleration is realized by the traveling body 10. Various algorithms can be used for the algorithm implemented in the drive control unit 40, but any algorithm limits the upper limit value of the absolute value of the target speed of the traveling body 10. A speed limiter 50 is provided. Moreover, the acceleration limiter 52 which restrict | limits the upper limit of the absolute value of the target acceleration of the traveling body 10 is provided. In addition, a gain multiplier 54 for converting the target acceleration value into the torque command value is provided. In FIG. 3, although the detailed algorithm in the drive control unit 40 is not shown, the speed limiter 50, the acceleration limiter 52, and the gain multiplier 54 are inherent in the drive control unit 40. For the sake of illustration, a speed limiter 50, an acceleration limiter 52, and a gain multiplier 54 are drawn in the drive control unit 40. The upper limit value of the absolute value of the target speed calculated in the drive control unit 40, that is, the initial set value of the speed limiter 50 is set to VL. The upper limit value of the absolute value of the target acceleration, that is, the initial set value of the acceleration limiter 52 is set to GL. The initial gain value of the gain multiplier 54 is set to K. In the traveling body 10 of this embodiment, there are three types of control variables to be corrected: the initial set value VL of the speed limiter 50, the initial set value GL of the acceleration limiter 52, and the initial gain value K.

  Next, the principle of the control variable correction process will be described with reference to FIGS. FIG. 4 schematically shows how the vehicle body 12 swings back and forth when the initial command value output unit 42 shown in FIG. 3 outputs an initial torque command value having a predetermined waveform. Before the initial command value output unit 42 outputs the initial torque command value, the vehicle body 12 is in an inverted state while maintaining a substantially constant tilt angle. Here, when the initial command value output unit 42 outputs, for example, an initial torque command value given by a sine wave having a minute amplitude and continuing for a predetermined period to the motor 16, the drive wheel 14 swings back and forth as indicated by an arrow 56. When the driving wheel 14 rotates clockwise in the drawing, the vehicle body 12 tilts backward due to the reaction. Conversely, when the drive wheel 14 rotates counterclockwise on the drawing, the vehicle body 12 tilts forward due to the reaction. As a result, as indicated by an arrow 58, the imaginary line L fixed to the vehicle body 12 swings back and forth. That is, the vehicle body 12 swings back and forth. In FIG. 4, the posture of the occupant 60 is illustrated as being fixed. However, when the vehicle body 12 is actually swung, the occupant returns the inclination angle of the vehicle body 12 to the original position as shown in FIGS. 5 and 6. Move that body.

For example, FIG. 5 schematically shows the behavior of the occupant 60 when the vehicle body 12 tilts backward. As shown in FIG. 5, when the vehicle body 12 tilts backward, the occupant tilts the upper body forward so as to tilt the vehicle body 12 forward. In some cases, the vehicle body 12 may be inclined forward until the foot is pushed forward.
FIG. 6 schematically illustrates the behavior of the occupant 60 when the vehicle body 12 is tilted forward. As shown in FIG. 6, when the vehicle body 12 tilts forward, the occupant tilts the upper body backward in an attempt to tilt the vehicle body 12 backward. In some cases, the vehicle body 12 may be inclined backwards until the foot is retracted. In FIG. 5 and FIG. 6, the posture of the occupant 60 is exaggerated for easy understanding of the description.

In this way, when the vehicle body 12 swings back and forth, the occupant moves the body on the vehicle body 12 so that the inclination angle of the vehicle body is restored. In a traveling body that maintains the vehicle body 12 in an inverted state, physical characteristics such as the position of the center of gravity of the vehicle body including the occupant and the moment of inertia change depending on the behavior of the occupant on the vehicle body 12. In such a traveling body, the sensitivity of the change in the inclination angle of the vehicle body 12 with respect to the change in the physical characteristics of the vehicle body 12 to be controlled is maintained high. For this reason, the response waveform of the inclination angle of the vehicle body 12 with respect to the initial torque command value varies greatly depending on the behavior of the occupant. The behavior of the occupant varies depending on the individual occupant's athletic ability such as sense of balance, agility and adaptability. Furthermore, the behavior of the occupant on the vehicle body 12 varies depending on how much the passenger feels anxiety with respect to the inclination of the vehicle body 12.
For example, an occupant who has excellent athletic ability and does not feel anxious about swinging the vehicle body 12 back and forth can move the body so as not to move the body or to suppress swinging of the inclination angle. The time (convergence time) until the response waveform of the vehicle body inclination angle converges after the oscillation of the drive wheel 14 by the initial torque command value stops is shortened. Conversely, an occupant who does not have excellent exercise ability and feels uneasy about the swing of the vehicle body 12 moves his body greatly so as to restore the inclination angle. However, if the exercise ability is not excellent, the body cannot move well in the direction to reduce the swing of the tilt angle, and therefore the convergence time becomes long. In summary, the response waveform of the inclination angle of the vehicle body 12 with respect to the initial torque command value converges with a clean waveform as the occupant has excellent athletic ability and does not feel uneasy. Therefore, the occupant's motor ability and the degree of anxiety can be quantified to some extent by the value (for example, convergence time, amplitude, etc.) representing the characteristic of the response waveform of the inclination angle of the vehicle body 12 with respect to the initial torque command value. That is, the traveling body 10 itself can be used as a measuring instrument that quantifies the occupant's athletic ability. Therefore, by correcting the control variable in the drive control unit 40 based on the response waveform of the inclination angle of the vehicle body 12 with respect to the initial torque command value, the traveling body 10 having a traveling performance suitable for the occupant's motor ability is realized. it can.

  According to various experiments by the inventors, the convergence time of the response waveform of the inclination angle of the vehicle body 12 when an initial torque command value including a waveform including a high frequency such as a rectangular wave or a pulse wave is given is an indicator of the occupant's sense of balance. Turned out to be. If the sense of balance of the occupant is good, even if a large torque command value is given to the drive wheels 14 so that the vehicle body 12 is quickly returned to the original stable inverted state when the inclination angle of the vehicle body 12 increases for some reason, It means that it can react. On the other hand, if the occupant's sense of balance is poor, when the vehicle body 12 is tilted to a large angle, if a large torque command value is given to the drive wheels 14 to quickly return to the original stable inverted state, the occupant is balanced. You will feel a sense of anxiety. When the inclination angle of the vehicle body 12 increases, the magnitude of the torque applied to the drive wheels 14 so as to return to the original stable inverted state is a feedback that feeds back the inclination angle and outputs a torque command value to the drive device. It can be defined by the magnitude of the gain of the loop transfer function of the control system (the magnitude of the gain in the gain multiplier 54 shown in FIG. 3). Therefore, the longer the convergence time of the response waveform of the inclination angle of the vehicle body 12 when the initial torque command value of the waveform including the high frequency is given, the gain value set in the gain multiplier 54 is changed from the initial value to the initial value. Correct to a smaller value.

  According to the experiments by the inventors, the time (reaction time) from when the initial torque command value of a waveform including a high frequency such as a rectangular wave or a pulse wave is given until the occupant takes action is an index of the agility of the occupant. Turned out to be. The longer the occupant reaction time, the smaller the upper limit value of the absolute value of the target speed of the traveling body 10 is corrected. This is because as the speed increases, the inclination angle of the vehicle body changes more rapidly when the drive wheel 14 touches the slight unevenness of the ground contact surface.

  Furthermore, according to experiments by the inventors, it has been found that the maximum amplitude of the response waveform of the inclination angle of the vehicle body 12 when an initial torque value having a lower frequency waveform is given serves as an index of passenger adaptability. The adaptability here is close to a sense of balance, but means the ability to synchronize the movement of the body with respect to the case where the inclination angle of the vehicle body 12 changes slowly. For an occupant who is not excellent in flexibility, the upper limit value of the absolute value of the target acceleration is corrected to be small. This is because if the absolute value of acceleration is large, the tilt angle changes greatly.

  Next, with reference to FIGS. 7 to 9, the control variable correction process will be described with a specific example. FIGS. 7 to 9 are diagrams illustrating a process of correcting the control variable in accordance with the exercising ability of the occupant A when a certain occupant A gets on the traveling body 10. FIG. 7 is a diagram illustrating a process for obtaining a correction value for the initial gain value K. FIG. 8 is a diagram illustrating a process for obtaining a correction value of the initial value VL of the upper limit value of the absolute value of the target speed. FIG. 9 is a diagram illustrating a process for obtaining a correction value of the initial value GL of the upper limit value of the absolute value of the target acceleration.

  FIG. 7A is a diagram showing a waveform of an initial torque command value output by the initial command value output unit 42 (see FIG. 3). FIG. 7B is a diagram showing a response waveform of the inclination angle of the vehicle body 12 on which the occupant A has boarded when the initial torque command value having the waveform shown in FIG. 7A is given. 7C shows a correction value of the initial value K of the gain (set in the gain multiplier of FIG. 3), which is one of the control variables, from the response waveform of the vehicle body 12 shown in FIG. 7B. FIG. The vertical axis of the graph in FIG. 7C is a gain correction value. The horizontal axis is the convergence time described later. The graph of FIG. 7C is a graph that is set so that the correction value of the gain becomes smaller as the convergence time becomes longer. The waveform data of the initial torque command value shown in FIG. 7A is stored in the correction data storage unit 46 (see FIG. 3). Similarly, the graph of FIG. 7C, that is, data for defining the correspondence between the response waveform convergence time and the gain correction value is also stored in the correction data storage unit 46 (see FIG. 3).

First, a process for obtaining a gain correction value will be described with reference to FIG.
After the occupant A gets on the seat 22 (see FIG. 1) and inputs the activation switch, when the control device 28 starts operating and the vehicle body 12 is maintained in the inverted state, the initial command value output unit shown in FIG. 42 acquires waveform data of a torque command value to be output with reference to the correction data storage unit 46. The acquired torque command value is output to the motor 16. At this time, the waveform of the initial torque command value output by the initial command value output unit 42 is a rectangular wave that rises at time t0 as shown in FIG. The rectangular wave includes a high frequency component. The gain correction value is obtained from the response waveform of the vehicle body inclination angle with respect to the initial torque command value of the waveform including the high frequency component.
The response waveform of the inclination angle of the vehicle body 12 with respect to the initial torque command value is a waveform that converges at time t1, as shown in FIG. The inclination angle of the vehicle body 12 is detected by the inclination angle sensor 26 shown in FIG. The response waveform shown in FIG. 7B is acquired by the correction unit 44 shown in FIG. Next, the correction unit 44 refers to the graph (FIG. 7C) showing the correspondence between the convergence time of the response waveform and the gain correction value, and obtains the correction value KA of the gain K for the convergence time t1. . Then, the gain in the gain multiplier 54 shown in FIG. 3 is corrected from the initial value K to the correction value KA by the obtained correction value KA of the gain K.
Further, when the convergence time is, for example, t2, which is shorter, the gain correction value corresponding to the convergence time t2 is KB from the graph of FIG. 7C. In this case, the gain in the gain multiplier 54 is corrected to a correction value KB that is larger than the initial value K. In other words, the longer the convergence time, the smaller the gain value is. In other words, the shorter the convergence time, the larger the gain value is corrected.
FIG. 7C also shows the initial gain value K. When the convergence time is between ta shown in FIG. 7C, the gain value remains the initial value K.
Further, the initial torque command value of the rectangular wave shown in FIG. 7A is the frequency of the waveform of another initial torque command value shown in FIG. 9A described later (corresponding to the “first frequency” in the claims). A component having a higher frequency (second frequency) is included. The initial torque command value of the rectangular wave shown in FIG. 7A including the second frequency higher than the first frequency corresponds to one aspect of the second initial torque command value in the claims.

Next, a process for obtaining a correction value of the initial value VL of the upper limit value of the absolute value of the target speed will be described with reference to FIG.
FIG. 8A is the same as the initial torque command value shown in FIG. Therefore, the response waveform of the inclination angle of the vehicle body 12 indicated by the solid line in FIG. 8B is also the same as that in FIG. That is, after the processing described in FIG. 7 is performed, the correction unit 44 performs another process on the absolute value of the target speed from the response waveform of the tilt angle at that time (response waveform shown in FIG. 7B). The correction value of the initial value VL of the upper limit value is obtained.
FIG. 8C is a diagram for obtaining a correction value of the initial value VL of the upper limit value of the absolute value of the target speed from the response waveform of the vehicle body 12 shown in FIG. 8B. The vertical axis of the graph in FIG. 8C is the upper limit value of the absolute value of the target speed. The horizontal axis is the reaction time. The graph of FIG. 8C is a graph that is set so that the correction value of the upper limit value of the absolute value of the target speed becomes smaller as the reaction time becomes longer. The data of the graph shown in FIG. 8C, that is, data defining the correspondence between the reaction time and the correction value of the upper limit value of the target speed is also stored in the data storage unit 46 (see FIG. 3). Yes.
The correction unit 44 shown in FIG. 3 compares the predicted response waveform stored in the correction data storage unit 46 with the response waveform of the occupant A (FIG. 8B). The expected response waveform is a standard response waveform of the inclination angle of the vehicle body 12 when the initial torque command value having the waveform shown in FIG. This expected response waveform is obtained by collecting response waveforms of a plurality of subjects in advance and leveling the collected response waveforms. The expected response waveform is indicated by a dotted line E in FIG. The time t3 from the time t0 when the initial torque command value is output until the response waveform of the inclination angle of the vehicle body when the occupant A gets on the vehicle deviates from the expected response waveform represents the reaction time.
The correction unit 44 refers to data (a graph in FIG. 7C) that defines the correspondence relationship between the response time of the response waveform and the correction value of the upper limit value of the target speed, and corrects the response time t3. The value VA is obtained. The initial value VL of the upper limit value of the absolute value of the target speed in the speed limiter 50 shown in FIG. 3 is replaced by the correction value VA of the upper limit value of the target speed obtained (the initial value VL is replaced with the corrected value VA). To correct).
When the reaction time is shorter t4, for example, the correction value corresponding to the convergence time t4 is VB from the graph of FIG. 8C. In this case, the upper limit value of the absolute value of the target speed in the speed limiter 50 is corrected with a correction value VB larger than the initial value VL. In other words, the longer the response time, the lower the upper limit value of the absolute value of the target speed is corrected. This means that the shorter the response time, the higher the upper limit value is corrected.
FIG. 8C also shows the initial value VL of the upper limit value of the absolute value of the target speed. When the reaction time is tb shown in FIG. 8C, the upper limit value of the absolute value of the target speed remains the initial value VL.

Next, a process for obtaining a correction value of the initial value GL of the upper limit value of the absolute value of the target acceleration will be described with reference to FIG.
When the processing described with reference to FIG. 8 is completed, the initial command value output unit 42 refers to the correction data storage unit 46 and the waveform data of the torque command value to be output next (corresponding to the first initial torque command value). To get. The acquired torque command value is output to the motor 16. FIG. 9A shows a waveform of the torque command value output next to the torque command value of the waveform shown in FIG. The waveform of this torque command value is a sine wave having a constant frequency lower than the waveform shown in FIG. The low-frequency torque command value shown in FIG. 7A corresponds to the “first frequency” in the claims.
A correction value of the initial value GL of the upper limit value of the absolute value of the target acceleration is obtained from the response waveform of the vehicle body inclination angle with respect to the low frequency torque command value.
FIG. 9B shows a response waveform of the vehicle body inclination angle with respect to the torque command value. The correction unit 44 shown in FIG. 3 obtains the maximum amplitude value wA of the waveform from the response waveform of FIG. The correction unit 44 determines the correspondence between the maximum amplitude of the response waveform with respect to the initial torque command value of the waveform shown in FIG. 9A and the correction value of the upper limit value of the absolute value of the target acceleration (in FIG. 9C). Referring to (graph), a correction value GA of the upper limit value of the absolute value of acceleration in the case of the maximum amplitude wA is obtained. FIG. 9C is a diagram for obtaining a correction value of the initial value GL of the upper limit value of the absolute value of the target acceleration from the response waveform of the vehicle body 12 shown in FIG. 9B. The vertical axis of the graph in FIG. 9C is the upper limit value of the absolute value of the target acceleration. The horizontal axis is the maximum amplitude of the response waveform. The graph of FIG. 9C is a graph set so that the correction value of the upper limit value of the absolute value of the target acceleration decreases as the maximum amplitude increases. The data of the graph shown in FIG. 9C is also stored in the correction data storage unit 46 (see FIG. 3).
The correction unit 44 corrects the initial value GL of the upper limit value of the target acceleration set in the acceleration limiter 52 shown in FIG. 3 with the correction value GA of the upper limit value of the obtained acceleration (initial value). The value upper limit value GL is replaced with the correction value upper limit value GA).
When the maximum amplitude is smaller wB, for example, the correction value corresponding to the maximum amplitude wB is GB from the graph of FIG. 9C. In this case, the upper limit value of the absolute value of the target acceleration in the acceleration limiter 52 is corrected with a correction value GB larger than the initial value GL. In other words, as the maximum amplitude is longer, the upper limit value of the absolute value of the target acceleration is corrected to a smaller value, which means that the upper limit value is corrected to a larger value as the maximum amplitude is smaller.
FIG. 9C also shows the initial value GL of the upper limit value of the absolute value of the target acceleration. When the maximum amplitude is wC shown in FIG. 9C, the upper limit value of the absolute value of the target acceleration remains the initial value GL.

  Thus, the initial torque command value output unit 42 and the correction unit 44 shown in FIG. 3 allow the initial value VL of each control variable in the case of the occupant A, that is, the initial value K of the gain and the initial value VL of the upper limit value of the target speed. The upper limit value GL of the absolute value of the target acceleration is corrected to KA, VA, and GA, respectively. When the control variable correction process ends, the traveling body 10 starts traveling in accordance with a traveling command input from the input device 32 (see FIG. 3) operated by the occupant A. At this time, the control of the traveling body 10 uses the control variable values KA, VA, GA in accordance with the occupant A's athletic ability. The traveling characteristics of the traveling body 10 are commensurate with the athletic ability of the occupant A from the time when the traveling body 10 starts traveling according to the traveling command value. Therefore, it is possible to realize better traveling performance while reducing the possibility that the behavior of the vehicle body 12 during traveling of the traveling body 10 causes the passenger A to feel uneasy.

  The correction process described above is also performed when another occupant gets on the traveling body 10. Since correction processing is performed each time a new occupant gets on, the control variable in the drive control unit 40 (see FIG. 3) is corrected to a value that matches the motion characteristics of each occupant. The possibility that the behavior of the traveling body gives anxiety to a new passenger can be reduced. Further, when the occupant A once stops the traveling body 10 and gets on the traveling body 10 again, the correction process is performed again. If the occupant A gets used to riding the traveling body 10, the response waveform of the inclination angle of the vehicle body 12 in the correction process also changes from that in the previous correction process. If the occupant A gets used to riding the traveling body 10, the convergence time, the reaction time, and the maximum amplitude of the response waveform of the vehicle body inclination angle in the correction process are reduced. Therefore, the correction value of the control variable is also corrected to a value that further improves the running performance. For the same occupant, the value of the control variable corresponding to the habituation of the occupant is corrected for the operation of the traveling body 10. As the occupant gets used to the operation of the traveling body 10, the traveling performance of the traveling body 10 can be corrected to a control variable that improves the traveling performance in a range that does not give the occupant anxiety.

As described above, the traveling body 10 according to the embodiment executes the process of correcting the control variable in the drive control unit 40 after the occupant gets on and the drive control unit 40 maintains the vehicle body 12 in the inverted state. This correction process utilizes the traveling body 10 like an occupant's athletic ability measuring instrument. That is, a minute swing is given to the traveling body, and the occupant's athletic ability is quantified based on values (for example, convergence time, maximum amplitude, etc.) representing characteristics of the response waveform of the tilt angle of the vehicle body at that time. And the control variable in the drive control apparatus 40 is corrected according to the passenger | crew's athletic ability quantified by the value showing the characteristic of a response waveform. By doing so, it is possible to realize a traveling body modified to a control variable more suitable for the occupant's motor ability. That is, it is possible to realize a traveling body having better traveling performance within a range that does not give the passengers anxiety.
The traveling body 10 can be used like an occupant's athletic ability measuring instrument. In a traveling body that maintains the vehicle body in an inverted state, the response waveform of the vehicle body inclination angle is sensitive to the behavior of the vehicle occupant. Based on the feature of changing to. Individual differences in the occupant's athletic ability are noticeable in the response waveform of the tilt angle of the vehicle body. Therefore, individual differences in the occupant's motor ability can be quantified to some extent from the response waveform of the inclination angle of the vehicle body. And since it is possible to quantify the individual differences in the occupant's athletic ability, the control variable in the drive control unit 40 can be corrected to be more suitable for the individual differences of the occupant.

Next, a modification of the above embodiment will be described with reference to FIGS. In this modification, the pressure sensor 34 attached to the backrest of the seat 22 shown in FIG. 1 is used.
In this modified example, the upper limit value of acceleration for accelerating the traveling body 10 backward is set smaller than the upper limit value of acceleration for accelerating the traveling body 10 forward as the degree to which the occupant is applied by the backrest of the seat 22 increases. The “upper limit value of acceleration for accelerating the traveling body backward” corresponds to a lower limit value of acceleration when the forward direction of the traveling body is a positive direction of acceleration.
The fact that the occupant is more likely to be affected by the backrest of the seat 22 is a case where the occupant is sitting so as to leave weight on the backrest of the seat 22. In this case, the occupant tends to feel anxiety with respect to the backward inclination rather than the forward inclination of the vehicle body 12. In such a case, rather than the “upper limit value of the target acceleration for accelerating the traveling body 10 forward” that tilts the vehicle body 12 forward, the “target acceleration for accelerating the traveling body 10 backward” that tilts the vehicle body 12 backward. Correct "Upper limit value" to a smaller value. As a result, the rearward inclination angle of the vehicle body 12 can be made smaller than the forward inclination angle. By correcting the control variable so that the rearward tilt angle of the vehicle body 12 becomes smaller, it is uneasy when the vehicle body 12 tilts backward with respect to an occupant seated so as to leave weight on the back of the seat 22. The possibility of giving a feeling can be reduced.
Whether or not the occupant is greatly affected by the backrest of the seat 22 is determined based on the pressure value output from the pressure-sensitive sensor 34 attached to the backrest of the seat 22. That is, the pressure sensor 34 serves as a sensor that detects the degree to which the occupant, which is one of the occupant states, is affected by the backrest.
FIG. 10 shows the relationship between the pressure value output by the pressure sensor 34 and the correction value of the upper limit value of the target acceleration. The horizontal axis in FIG. 10 indicates the pressure value output by the pressure sensor 34. The vertical axis in FIG. 10 indicates the ratio of “the upper limit value of the target acceleration for accelerating the traveling body 10 backward” to “the upper limit value of the target acceleration for accelerating the traveling body 10 forward” as a percentage. The “upper limit value of the target acceleration for accelerating the traveling body 10 forward” is a value corrected by the method described in FIG.
According to FIG. 10, until the output value of the pressure-sensitive sensor 34 is P1, "the upper limit value of the target acceleration for accelerating the traveling body 10 forward" and "the upper limit value of the target acceleration for accelerating the traveling body 10 backward" It becomes the same value. On the other hand, for example, when the output value of the pressure sensor 34 is P2, “the upper limit value of the target acceleration for accelerating the traveling body 10 backward” is 65 of “the upper limit value of the target acceleration for accelerating the traveling body 10 forward”. It is corrected to the value of%. When the forward direction of the traveling body 10 is set as the positive direction of acceleration, the above-described modified example corrects the lower limit value of the target acceleration to a larger value as the pressure detected by the pressure detector 34 increases. It can also be expressed as

  In the same manner as in the above-described modification, the upper limit value of the target acceleration of the traveling body (when the forward direction of the traveling body is defined as the positive direction of acceleration) is set to the lower limit of the target acceleration as the seating posture of the occupant is tilted forward. It is also preferable to configure so that the value is smaller than the absolute value.

  Specific examples of the present invention have been described in detail above, but these are merely examples and do not limit the scope of the claims. The technology described in the claims includes various modifications and changes of the specific examples illustrated above.

For example, the graphs of FIGS. 7C, 8C, and 9C are examples of the correspondence relationship between the value representing the characteristic of the response waveform of the vehicle body inclination angle and the correction value of the control variable. Graphs representing data defining the correspondence between the characteristic of the response waveform of the vehicle body inclination angle and the correction value of the control variable are limited to the graphs of FIGS. 7C, 8C, and 9C. It is not something that can be done. Regarding the correction value of the upper limit value of the absolute value of the target speed of the vehicle, the longer the time it takes for the response waveform of the vehicle body tilt angle to deviate from the expected response waveform, Any correspondence relationship that decreases the value may be used. Regarding the correction value of the upper limit value of the absolute value of the target acceleration of the traveling body, the larger the maximum amplitude in the response waveform of the vehicle body inclination angle with respect to the first initial torque command value including a certain frequency (first frequency) as the component, The correspondence relationship may be such that the correction value of the upper limit value of the absolute value of the target acceleration of the traveling body is small. Regarding the gain correction value, the longer the convergence time from when the response waveform of the inclination angle of the vehicle body starts to change to the second initial torque command value including the frequency higher than the first frequency (second frequency) as a component, until the convergence occurs. The correspondence relationship may be such that the correction value of the gain becomes small.
Further, for example, the frequency of the response waveform of the vehicle body inclination angle with respect to the initial torque command value of the waveform shown in FIG. 7A or 9A is calculated. You may comprise so that it may correct in the direction to reduce. This is because it can be estimated that the lower the frequency of the response waveform, the better the occupant's motor ability.

In the embodiment, as an example of the modification of the control program, the control variable inherent in the control program is modified. An example of the modification of the control program is not limited to the embodiment, and a part or all of the control program may be modified. By modifying the control program itself, the control program in the drive control unit should be a control program that emphasizes the running performance of the traveling body, or a control program that emphasizes not giving the passenger anxiety. It can be corrected.
Further, in the embodiment, in order to obtain a correction value of a control variable (control program), a response waveform of a vehicle body inclination angle which is one of the vehicle body states is used. The state of the vehicle body used for correcting the control program may be a response waveform of the position of the driving wheel or the angular velocity. Further, the occupant state used for correcting the control program may be a response waveform of the sweating amount of the occupant in addition to a response waveform of the pressure applied by the occupant to the backrest.

  The technical elements described in this specification or the drawings exhibit technical usefulness alone or in various combinations, and are not limited to the combinations described in the claims at the time of filing. In addition, the technology exemplified in this specification or the drawings can achieve a plurality of objects at the same time, and has technical usefulness by achieving one of the objects.

It is a schematic diagram which shows the structure of the traveling body of an Example. It is a figure explaining the inclination-angle of a vehicle body. It is a block diagram of a traveling body. It is a figure which shows a mode that a vehicle body rock | fluctuates back and forth. It is a figure explaining a passenger | crew's behavior when a vehicle body inclines back. It is a figure explaining a passenger | crew's behavior when a vehicle body inclines forward. FIG. 7A is a diagram illustrating a waveform of an initial torque command value. FIG. 7B is a diagram showing a response waveform of the vehicle body inclination angle with respect to the initial torque command value of FIG. FIG. 7C is a diagram illustrating the relationship between the convergence time and the gain correction value. FIG. 8A is a diagram illustrating a waveform of an initial torque command value. FIG. 8B is a diagram showing a response waveform of the vehicle body inclination angle with respect to the initial torque command value of FIG. FIG. 8C shows the relationship between the reaction time and the correction value of the target speed upper limit value. FIG. 9A is a diagram showing waveforms of other initial torque command values. FIG. 9B is a diagram showing a response waveform of the vehicle body inclination angle with respect to the initial torque command value in FIG. FIG. 9C is a diagram illustrating the relationship between the maximum amplitude and the correction value of the target acceleration upper limit value. It is a figure which shows the relationship between the pressure added to the backrest of a seat, and the ratio of the lower limit with respect to the upper limit of target acceleration.

Explanation of symbols

10: traveling body 12: vehicle body 12a: vehicle body 12b: connecting portions 14R, 14L: drive wheels 16R, 16L: motor (drive device)
18: Auxiliary wheel moving member 20: Auxiliary wheel 22: Seat 24R, 24L: Encoder 26: Inclination angle sensor 28: Controller 30: Battery 32: Input device 34: Pressure sensor 40: Drive controller 42: Initial command value output Unit 44: Correction unit 46: Correction data storage unit 50: Speed limiter 52: Acceleration limiter 54: Gain multiplier 60: Crew

Claims (9)

A traveling body that has a vehicle body on which an occupant rides and drive wheels that are rotatable with respect to the vehicle body, and that travels while the vehicle body is maintained in an inverted state by driving the drive wheels;
A drive device for applying torque to the drive wheels;
A drive control unit that outputs a torque command value for driving the traveling body to the driving device while maintaining the vehicle body in an inverted state;
A sensor for detecting the state of the vehicle body;
An initial command value output unit that outputs an initial torque command value having a preset waveform to the drive device in a state where the occupant gets on the vehicle body and the vehicle body is maintained in an inverted state by the drive control unit;
Based-out the response waveform of the sensor detected value for the initial torque command value, setting the convergence time until stabilization response waveform Enter the initial torque command value, the response waveform Enter the initial torque command value in advance A correction unit for correcting the control program of the drive control unit according to at least one of the response time after the input of the initial torque command value, the reaction time until the predicted response waveform is deviated , and
A traveling body comprising:   The traveling body according to claim 1, wherein the sensor detects an inclination angle or an inclination angular velocity of the vehicle body with respect to a vertical direction.   The traveling body according to claim 1, wherein the sensor detects a position, speed, or acceleration of a vehicle body in a horizontal plane. The drive control unit maintains the vehicle body in an inverted state according to the inclination angle or the inclination angular velocity of the vehicle body, and the vehicle body becomes a target position, a target speed, or a target acceleration according to the position, speed, or acceleration in the horizontal plane of the vehicle body. as such, the running body according to any one of claims 1 and outputs a torque command value to the driving device 3.   The correction unit includes an upper limit value of the absolute value of the target acceleration of the traveling body, an upper limit value of the absolute value of the target speed of the traveling body, and a torque command value for maintaining an inverted state with respect to the inclination angle in the control program. The traveling body according to claim 4, wherein at least one of gains for calculation is corrected. The travel according to any one of claims 1 to 5, wherein the correction unit corrects the upper limit value of the absolute value of the target acceleration of the traveling body to a smaller value as the maximum amplitude of the response waveform is larger. body. The modifying unit, the longer the convergence time of the response waveform traveling body according to any one of claims 1 5, characterized in that modifying the gain to a small value. The initial torque command value outputs a first initial torque command value including a first frequency as a component and a second initial torque command value including a second frequency higher than the first frequency as a component to the driving device,
The correction unit corrects the upper limit value of the absolute value of the target acceleration of the traveling body to a smaller value as the maximum amplitude of the response waveform with respect to the first initial torque command value increases.
The traveling body according to any one of claims 1 to 5 , wherein the gain is corrected to a smaller value as the convergence time of the response waveform with respect to the second initial torque command value is longer. The traveling body according to any one of claims 1 to 5, wherein the correction unit corrects the upper limit value of the absolute value of the target speed of the traveling body to a smaller value as the reaction time is longer.

Images