JP5061943B2 - vehicle - Google Patents

Description

  The present invention relates to a vehicle using posture control of an inverted pendulum.

  Conventionally, a technique related to a vehicle using posture control of an inverted pendulum has been proposed. For example, a vehicle that has two drive wheels arranged on the same axis, detects a change in the posture of the vehicle body due to the movement of the center of gravity of the driver, and drives the vehicle body attached to a single spherical drive wheel. Techniques for vehicles that move while being controlled have been proposed (see, for example, Patent Document 1).

In this case, the vehicle is stopped or moved by controlling the operation of the rotating body while detecting the balance of the vehicle body and the state of the operation with the sensor.
JP 2007-219986 A

  However, the conventional vehicle may perform step elevation control, which is a control operation for adding drive torque for raising and lowering the step, contrary to the intention of the passenger who is operating the vehicle. For example, if the driving wheel is stopped in contact with an ascending step, even if the occupant does not operate the joystick, the step up / down control is executed, and in some cases, the vehicle may ride on the step. . Also, for example, if the passenger touches an ascending step at a relatively low vehicle speed, the occupant commands braking by operating the joystick, i.e., when the vehicle stops and touches the step rather than climbing the step. Despite being instructed to be desirable, step elevation control is executed, and the step may be raised.

  On the other hand, even when the occupant commands braking, it may be better not to perform step elevation control. For example, if the passenger is in contact with an ascending step at a relatively high vehicle speed, and the rider does not intend to stop and commands braking that merely decelerates gently, and the step elevation control is not executed, The vehicle suddenly stops at a step, contrary to the passenger's intention. However, when the occupant has commanded braking intended for sudden stop, it is better to execute step elevation control.

  Further, for example, when the vehicle enters a down step, if the step up / down control is not performed regardless of the intention of the rider, the rider may receive an impact at the moment when the vehicle goes down the step.

  The present invention solves the problems of the conventional vehicle, estimates the driver's steering intention based on the operation state of the vehicle and the traveling command, and drives the drive torque to move up and down the step according to the estimated steering intention To provide a vehicle that can be operated as desired by the operator by selecting execution or prohibition of the control operation, and that can safely and comfortably travel even in a stepped place. With the goal.

  Therefore, in the vehicle of the present invention, based on a vehicle body, a drive wheel rotatably attached to the vehicle body, an input device for inputting a travel command, and the travel command input from the input device, the drive wheel A vehicle control device that controls the posture of the vehicle body by controlling the drive torque applied to the vehicle, and the vehicle control device estimates the steering intention based on the operation state of the vehicle and the travel command. And a step elevation control for adding a driving torque for raising and lowering the step according to the steering intention estimated by the steering intention estimation unit.

  In another vehicle of the present invention, the steering intention estimation means estimates the steering intention based on target values of vehicle speed and vehicle acceleration.

  In another vehicle of the present invention, the steering intention estimation means further includes a steering intention estimation map indicating a region with a plurality of predetermined functions related to the target values of the vehicle speed and the vehicle acceleration, and the vehicle speed and the vehicle acceleration. When the point defined by the target value is within the region defined in the steering intention estimation map, it is estimated that the steering intention is prohibited from step elevation control.

  In still another vehicle of the present invention, the steering intention estimation means may further increase or decrease the steering intention when the target values of the vehicle speed and the vehicle acceleration satisfy predetermined conditions when entering the rising step. When it is estimated that the control is prohibited and the target values of the vehicle speed and the vehicle acceleration do not satisfy the predetermined conditions, it is estimated that the steering intention is the execution of the step elevation control.

  In still another vehicle according to the present invention, the steering intention estimation unit may further control the steering intention when the vehicle is in a stopped state and the target value of the vehicle acceleration is a value for commanding the maintenance of the stopped state of the vehicle. It is estimated that step elevation control is prohibited.

  In still another vehicle of the present invention, the steering intention estimation means is further configured such that the absolute value of the vehicle speed is equal to or less than a speed threshold value, and the target value of the vehicle acceleration is a value for commanding maintenance or braking of the traveling speed. In some cases, it is presumed that the steering intention is prohibition of step elevation control.

  In still another vehicle of the present invention, the speed threshold value is determined according to the value of the step resistance torque.

  In still another vehicle of the present invention, the steering intention estimation means further determines that the steering intention is a step when the target value of the vehicle acceleration in the traveling direction is a value commanding sudden braking with a predetermined negative threshold value or less. It is estimated that lifting control is prohibited.

  In still another vehicle of the present invention, the vehicle control device further performs step elevation control regardless of the steering intention estimated by the steering intention estimation means at the descending step.

  In still another vehicle of the present invention, the vehicle control device further includes a step resistance torque estimating unit that estimates a step resistance torque, which is a resistance due to the step, based on a posture of the vehicle body when the vehicle steps up and down. The steering intention determining means determines whether the step is an up step or a down step according to the step resistance torque, and estimates the steering intention based on the determination result.

  In still another vehicle of the present invention, the vehicle control means further changes the value from zero to 1 when the steering intention estimation means determines that the steering intention is execution of step elevation control, When it is determined that the steering intention is prohibition of the step lifting control, the step lifting torque rate determining means for determining the step lifting torque rate whose value changes from 1 to zero in a predetermined time is provided. A product value of the step resistance torque, which is the resistance due to the step, is added as a driving torque for raising and lowering the step.

  According to the configuration of the first aspect, the vehicle can be operated as intended by the operator, and the vehicle can travel safely and comfortably even at a stepped place.

  According to the configuration of claim 2, it is possible to appropriately estimate the steering intention.

  According to the configuration of the second aspect, it is possible to easily consider the complicated determination condition of the set steering intention.

  According to the configuration of the third aspect, it is possible to appropriately estimate the steering intention and to appropriately determine whether or not the step elevation control is executed or prohibited particularly when entering a rising step.

  According to the configuration of the fourth aspect, when the vehicle is stopped, the control that accurately reflects the driver's intention to control is performed, so that the driver can operate the vehicle at will.

  According to the configuration of claim 5, when the vehicle is traveling, control that accurately reflects the driver's intention to operate is performed in consideration of the traveling speed. You can steer.

  According to the configuration of the fifth aspect, since the control that accurately reflects the driver's intention to control is performed in consideration of the traveling speed more appropriately, the driver can operate the vehicle at will.

  According to the configuration of the sixth aspect, when the driver requests sudden braking, control that accurately reflects the driver's intention to operate is performed, so that the driver can drive the vehicle at will.

  According to the structure of Claim 6, the impact which generate | occur | produces when descending a level | step difference can be relieve | moderated, and riding comfort can be improved.

  According to the structure of Claim 6, the impact which generate | occur | produces when descending a level | step difference can be relieve | moderated, and riding comfort can be improved.

  Furthermore, since the shape of the step is easily and appropriately determined and control suitable for the step is performed, the driver can steer the vehicle at will.

  Furthermore, a sudden change in the driving state and the posture of the vehicle body at the moment when the determination result of the pilot's steering intention is switched can be suppressed, and the riding comfort can be improved.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

  FIG. 1 is a schematic diagram showing the configuration of a vehicle in a first embodiment of the present invention, and shows a state in which an occupant is moving forward in an accelerated state, and FIG. 2 is a first embodiment of the present invention. 1 is a block diagram showing a configuration of a vehicle control system in FIG.

  In FIG. 1, reference numeral 10 denotes a vehicle according to the present embodiment, which includes a body portion 11, a drive wheel 12, a support portion 13, and a riding portion 14 on which an occupant 15 rides. Can be tilted. Then, the posture of the vehicle body is controlled similarly to the posture control of the inverted pendulum. In the example shown in FIG. 1, the vehicle 10 is accelerating in the direction indicated by the arrow A, and the vehicle body is tilted in the traveling direction.

  The drive wheel 12 is rotatably supported with respect to a support portion 13 that is a part of the vehicle body, and is driven by a drive motor 52 as a drive actuator. The axis of the drive wheel 12 exists in a direction perpendicular to the plane shown in FIG. 1, and the drive wheel 12 rotates around that axis. The drive wheel 12 may be singular or plural, but in the case of plural, the drive wheels 12 are arranged on the same axis in parallel. In the present embodiment, description will be made assuming that there are two drive wheels 12. In this case, each drive wheel 12 is independently driven by an individual drive motor 52. As the drive actuator, for example, a hydraulic motor, an internal combustion engine, or the like can be used, but here, the description will be made assuming that the drive motor 52 that is an electric motor is used.

  The main body 11 that is a part of the vehicle body is supported from below by the support 13 and is positioned above the drive wheels 12. The main body 11 has a riding section 14 that functions as an active weight section so that it can move relative to the main body 11 in the front-rear direction of the vehicle 10, in other words, relative to the tangential direction of the vehicle body rotation circle. It is attached so as to be movable.

  Here, the active weight part has a certain amount of mass, and actively corrects the position of the center of gravity of the vehicle 10 by moving it back and forth with respect to the main body part 11. The active weight portion does not necessarily need to be the riding portion 14. For example, the active weight portion may be a device in which a heavy peripheral device such as a battery is movably attached to the main body portion 11, a weight, a weight (Weight), a device in which a dedicated weight member such as a balancer is movably attached to the main body 11 may be used. Moreover, you may use together the boarding part 14, a heavy peripheral device, an exclusive weight member, etc.

  Further, in the present embodiment, for convenience of explanation, an example in which the riding part 14 in a state in which the occupant 15 is boarded functions as an active weight part will be described, but the occupant 15 is not necessarily in the riding part 14. For example, when the vehicle 10 is operated by remote control, the occupant 15 may not be on the riding section 14, or cargo may be loaded instead of the occupant 15.

  The riding section 14 is the same as a seat used in automobiles such as passenger cars and buses, and includes a seat surface section 14a, a backrest section 14b, and a headrest 14c, and is attached to the main body section 11 through a moving mechanism (not shown). ing.

  The moving mechanism includes a low-resistance linear moving mechanism such as a linear guide device and an active weight part motor 62 as an active weight part actuator. The active weight part motor 62 drives the riding part 14, and the main body part 11. The vehicle is moved back and forth in the vehicle traveling direction. As the active weight actuator, for example, a hydraulic motor, a linear motor, or the like can be used. However, here, the description will be made assuming that the active weight motor 62 that is a rotary electric motor is used.

  The linear guide device includes, for example, a guide rail attached to the main body 11, a carriage attached to the riding part 14 and sliding along the guide rail, a ball, a roller, and the like interposed between the guide rail and the carriage. Rolling elements. In the guide rail, two track grooves are formed linearly along the longitudinal direction on the left and right side surfaces thereof. Moreover, the cross section of the carriage is formed in a U-shape, and two track grooves are formed on the inner sides of the two opposing side surfaces so as to face the track grooves of the guide rail. The rolling elements are incorporated between the raceway grooves, and roll in the raceway grooves with the relative linear motion of the guide rail and the carriage. The carriage is formed with a return passage that connects both ends of the raceway groove, and the rolling elements circulate through the raceway groove and the return passage.

  The linear guide device includes a brake or a clutch that fastens the movement of the linear guide device. When the operation of the riding section 14 is unnecessary, such as when the vehicle 10 is stopped, the relative positional relationship between the main body section 11 and the riding section 14 is maintained by fixing the carriage to the guide rail with a brake. . When the operation is necessary, the brake is released and the distance between the reference position on the main body 11 side and the reference position on the riding section 14 is controlled to be a predetermined value.

  An input device 30 including a joystick 31 as a target travel state acquisition device is disposed beside the boarding unit 14. The occupant 15 controls the vehicle 10 by operating a joystick 31 as a control device, that is, inputs a travel command such as acceleration, deceleration, turning, in-situ rotation, stop, and braking of the vehicle 10. ing. If the occupant 15 can operate and input a travel command, other devices such as a pedal, a handle, a jog dial, a touch panel, and a push button can be obtained instead of the joystick 31 to obtain a target travel state. It can also be used as a device.

  In addition, when the vehicle 10 is steered by remote control, it can replace with the said joystick 31, and can use the receiver which receives the driving | running | working command from a controller with a wire communication or a radio | wireless as a target driving | running | working state acquisition apparatus. Further, when the vehicle 10 automatically travels according to predetermined travel command data, a data reader that reads travel command data stored in a storage medium such as a semiconductor memory or a hard disk is used as a target travel instead of the joystick 31. It can be used as a status acquisition device.

  In addition, the vehicle 10 includes a control ECU (Electronic Control Unit) 20 as a vehicle control device, and the control ECU 20 includes a main control ECU 21, a drive wheel control ECU 22, and an active weight unit control ECU 23. The control ECU 20, main control ECU 21, driving wheel control ECU 22 and active weight unit control ECU 23 include calculation means such as a CPU and MPU, storage means such as a magnetic disk and semiconductor memory, input / output interfaces, and the like. A computer system that controls the operation. For example, the computer system is disposed in the main body 11, but may be disposed in the support portion 13 or the riding portion 14. The main control ECU 21, the drive wheel control ECU 22, and the active weight control ECU 23 may be configured separately or may be configured integrally.

  The main control ECU 21 functions as a part of the drive wheel control system 50 that controls the operation of the drive wheel 12 together with the drive wheel control ECU 22, the drive wheel sensor 51, and the drive motor 52. The drive wheel sensor 51 includes a resolver, an encoder, and the like, functions as a drive wheel rotation state measuring device, detects a drive wheel rotation angle and / or rotation angular velocity indicating a rotation state of the drive wheel 12, and transmits it to the main control ECU 21. To do. The main control ECU 21 transmits a drive torque command value to the drive wheel control ECU 22, and the drive wheel control ECU 22 supplies an input voltage corresponding to the received drive torque command value to the drive motor 52. The drive motor 52 applies drive torque to the drive wheels 12 in accordance with the input voltage, thereby functioning as a drive actuator.

  The main control ECU 21 functions as a part of the active weight part control system 60 that controls the operation of the riding part 14 that is the active weight part together with the active weight part control ECU 23, the active weight part sensor 61, and the active weight part motor 62. To do. The active weight part sensor 61 is composed of an encoder or the like, functions as an active weight part movement state measuring device, detects the active weight part position and / or movement speed indicating the movement state of the riding part 14, and transmits it to the main control ECU 21. To do. Further, the main control ECU 21 transmits an active weight part thrust command value to the active weight part control ECU 23, and the active weight part control ECU 23 sends an input voltage corresponding to the received active weight part thrust command value to the active weight part motor. 62. The active weight motor 62 applies thrust to the riding section 14 to translate the riding section 14 in accordance with the input voltage, thereby functioning as an active weight actuator.

  Further, the main control ECU 21 functions as a part of the vehicle body control system 40 that controls the posture of the vehicle body together with the drive wheel control ECU 22, the active weight unit control ECU 23, the vehicle body inclination sensor 41, the drive motor 52, and the active weight unit motor 62. . The vehicle body tilt sensor 41 includes an acceleration sensor, a gyro sensor, and the like, and functions as a vehicle body tilt state measuring device. The main control ECU 21 transmits a drive torque command value to the drive wheel control ECU 22 and transmits an active weight portion thrust command value to the active weight portion control ECU 23.

  The main control ECU 21 receives a travel command from the joystick 31 of the input device 30. Then, the main control ECU 21 transmits a drive torque command value to the drive wheel control ECU 22 and transmits an active weight portion thrust command value to the active weight portion control ECU 23.

  Further, the control ECU 20 functions as a step resistance torque estimating means for estimating the step resistance torque based on the travel state of the vehicle 10 and the time change of the vehicle body posture. Further, it functions as a target vehicle body posture determination means for determining a target vehicle body posture, that is, a vehicle body tilt state and / or an active weight portion movement state, according to the target travel state and the step resistance torque. Furthermore, it functions as an actuator output determining means that determines the output of each actuator according to the traveling state and vehicle body posture of the vehicle 10 acquired by each sensor, and the target traveling state, target vehicle body posture, and step resistance torque. Specifically, it functions as step elevation torque determining means for determining the drive torque to be added according to the step resistance torque, and center of gravity correction amount determining means for determining the center of gravity correction amount of the vehicle body according to the step elevation torque.

  Each sensor may acquire a plurality of state quantities. For example, an acceleration sensor and a gyro sensor may be used together as the vehicle body tilt sensor 41, and the vehicle body tilt angle and the vehicle body tilt angular velocity may be determined from the measured values of both.

  Next, the operation of the vehicle 10 configured as described above will be described. First, an outline of the travel and attitude control process will be described.

  FIG. 3 is a schematic view showing the step-up / down operation of the vehicle in the first embodiment of the present invention, and FIG. 4 is a flowchart showing the operation of the vehicle travel and attitude control processing in the first embodiment of the present invention. . FIG. 3A shows an example of operation according to the prior art for comparison, and FIG. 3B shows the operation according to the present embodiment.

  In the case of a conventional vehicle as described in the “Background Art” section, as shown in FIG. 3A, the reaction of the drive torque applied to the drive wheels 12 to climb up the step, that is, the anti-torque is applied to the vehicle body. The vehicle body tilts backward. For this reason, it is not possible to perform stable vehicle body posture and travel control when riding on a step.

  In contrast, in the present embodiment, the riding section 14 functions as an active weight section, and as shown in FIG. 3B, the center of gravity position of the vehicle 10 is set by moving the riding section 14 back and forth. Actively correct. As a result, the center of gravity of the vehicle body is moved forward when riding on the step, so that the reaction when the driving torque for riding on the step is applied to the drive wheel 12, that is, even if the anti-torque acts on the vehicle body, It will not tilt backwards. Therefore, stable vehicle body posture and travel control can be performed even when riding on a step. This embodiment is particularly effective when entering a step from a stopped state and a low-speed traveling state.

  Further, the driving torque for climbing up the step is estimated in real time during the climbing operation and applied to the drive wheels 12. Thereby, it is possible to stably ride on a step having an arbitrary shape.

  In other words, in the present embodiment, the vehicle 10 can move up and down in a stable manner by executing the travel and posture control processing including the correction of the center of gravity of the vehicle 10 and the application of drive torque.

  In the running and posture control process, the control ECU 20 first executes a state quantity acquisition process (step S1), and the driving wheel is driven by each sensor, that is, the driving wheel sensor 51, the vehicle body tilt sensor 41, and the active weight sensor 61. 12 rotation states, vehicle body inclination states, and riding portion 14 movement states are acquired.

  Next, the control ECU 20 executes a step elevation torque determination process (step S2), and obtains the state quantity obtained by the state quantity obtaining process, that is, the rotation state of the drive wheels 12, the lean state of the vehicle body, and the riding section 14. The step resistance torque is estimated by the observer based on the movement state and the output values of the actuators, that is, the output values of the drive motor 52 and the active weight motor 62, and the step elevation torque is determined. Here, the observer is a method of observing the internal state of the control system based on a dynamic model, and is configured by wired logic or soft logic.

  Next, the control ECU 20 executes a target travel state determination process (step S3), and based on the operation amount of the joystick 31, the target value of the acceleration of the vehicle 10 and the target value of the rotational angular velocity of the drive wheels 12 are obtained. decide.

  Next, the control ECU 20 executes a target body posture determination process (step S4), and the step lift torque determined by the step lift torque determination process and the acceleration of the vehicle 10 determined by the target travel state determination process. Based on the target value, the target value of the vehicle body posture, that is, the target value of the vehicle body inclination angle and the active weight portion position is determined.

  Finally, the control ECU 20 executes an actuator output determination process (step S5), each state quantity acquired by the state quantity acquisition process, the step lift torque determined by the step lift torque determination process, and the target travel state The output of each actuator, that is, the output of the drive motor 52 and the active weight motor 62, is determined based on the target travel state determined by the determination processing of the target vehicle body and the target vehicle body posture determined by the determination processing of the target vehicle body posture. To do.

  Next, details of the traveling and attitude control processing will be described. First, the state quantity acquisition process will be described.

  FIG. 5 is a diagram showing a vehicle dynamic model and its parameters according to the first embodiment of the present invention, and FIG. 6 is a flowchart showing an operation of state quantity acquisition processing according to the first embodiment of the present invention.

In the present embodiment, state quantities and parameters are represented by the following symbols. FIG. 5 shows some of the state quantities and parameters.
θ _W : Drive wheel rotation angle [rad]
θ ₁ : Body tilt angle (vertical axis reference) [rad]
λ _S : Active weight part position (vehicle center point reference) [m]
τ _W : Driving torque (total of two driving wheels) [Nm]
S _S : Active weight part thrust [N]
g: Gravity acceleration [m / s ² ]
m _W : Drive wheel mass (total of two drive wheels) [kg]
R _W : Driving wheel contact radius [m]
I _W : Moment of inertia of driving wheel (total of two driving wheels) [kgm ² ]
D _W : Viscosity damping coefficient [Ns / rad] with respect to drive wheel rotation
m ₁ : Body mass (including active weight) [kg]
l ₁ : Body center-of-gravity distance (from axle) [m]
I ₁ : Body inertia moment (around the center of gravity) [kgm ² ]
D ₁ : Viscous damping coefficient with respect to vehicle body tilt [Ns / rad]
m _S : Active weight part mass [kg]
l _S : Active weight part center of gravity distance (from axle) [m]
I _S : Active weight part inertia moment (around the center of gravity) [kgm ² ]
D _S : Viscosity damping coefficient [Ns / rad] for active weight part translation

  Next, the step elevation torque determination process will be described.

  FIG. 7 is a flowchart showing the operation of the step elevation torque determination process in the first embodiment of the present invention.

In the step elevation torque determination process, the main control ECU 21 first estimates the step resistance torque τ _D (step S2-1). In this case, based on each state quantity acquired in the state quantity acquisition process and the output of each actuator determined in the actuator output determination process in the previous (previous time step) travel and posture control process, The step resistance torque τ _D is estimated from (1).

Subsequently, the main control ECU 21 determines the step elevation torque τ _C (step S2-2). In this case, the estimated value of the step resistance torque τ _D is set as the value of the step lifting torque τ _C. That is, τ _C = τ _D.

  As described above, in the present embodiment, based on the driving torque output from the driving motor 52, the driving wheel rotation angular acceleration indicating the vehicle translational acceleration as the state quantity, the vehicle body inclination angular acceleration, and the active weight moving acceleration. Estimate the step resistance torque. In this case, not only the driving wheel rotation angular acceleration indicating the rotation state of the driving wheel 12, but also the vehicle body inclination angular acceleration and the active weight portion moving acceleration indicating the change in the vehicle body posture are considered. That is, the change in the vehicle body posture, which is a characteristic element of a vehicle using the posture control of the inverted pendulum, that is, the so-called inverted vehicle is taken into consideration.

  Conventionally, since the step resistance torque is estimated based on the drive torque and the driving wheel rotation angular acceleration, a large error may occur in the estimated value of the step resistance torque especially when the posture of the vehicle body is changing. . However, in the present embodiment, the step resistance torque is estimated in consideration of the vehicle body inclination angle acceleration indicating the change in the posture of the vehicle body and the active weight portion moving acceleration, so that a large error does not occur and the step is highly accurate. The resistance torque can be estimated.

  Generally, in an inverted type vehicle, the center of gravity of the vehicle body moves back and forth relative to the drive wheels, so that the center of gravity of the vehicle may move back and forth even when the drive wheels are stopped. Therefore, in order to estimate the step resistance torque with high accuracy from the acceleration of the center of gravity and the driving force or the driving torque, it is necessary to consider such an influence. In a general inverted type vehicle, the weight ratio of the vehicle body with respect to the entire vehicle is high, and the change in posture during the step-up / down operation is large, so such an effect becomes large.

  In the present embodiment, the step resistance torque that changes during the step-up / down operation is always estimated. For example, if a constant drive torque is applied to the drive wheels 12 during the step-up / down operation, the vehicle 10 may be unnecessarily accelerated / decelerated immediately before the end of the lift. This is because, for example, when riding on a step, the step resistance torque decreases as the vehicle 10 climbs the step. Therefore, in this embodiment, the step resistance torque that changes with the step elevation state is estimated in real time, and the value is constantly updated so that the step elevation torque suitable for the step elevation operation is always applied. It has become.

  Note that the high frequency component of the estimated value can be removed by applying a low pass filter to the estimated value of the step resistance torque. In this case, a time delay occurs in the estimation, but the vibration caused by the high frequency component can be suppressed.

  In the present embodiment, only the inertial force is considered, but the rolling resistance of the driving wheel 12, the viscous resistance due to the friction of the rotating shaft, the air resistance acting on the vehicle 10, etc. are considered as secondary effects. May be.

  In the present embodiment, a linear model related to the rotational motion of the drive wheel 12 is used. However, a more accurate nonlinear model may be used, or a model for vehicle body tilting motion or active weight portion translational motion. May be used. For nonlinear models, functions can also be applied in the form of maps.

  Further, in order to simplify the calculation, it is not necessary to consider the change in the body posture.

  Next, the target travel state determination process will be described.

  FIG. 8 is a flowchart showing the operation of the target travel state determination process in the first embodiment of the present invention.

  In the determination process of the target travel state, the main control ECU 21 first acquires a steering operation amount (step S3-1). In this case, the occupant 15 acquires the operation amount of the joystick 31 that is operated to input a travel command such as acceleration, deceleration, turning, on-site rotation, stop, and braking of the vehicle 10.

  Subsequently, the main control ECU 21 determines a target value for vehicle acceleration based on the acquired operation amount of the joystick 31 (step S3-2). For example, a value proportional to the amount of operation of the joystick 31 in the front-rear direction is set as a target value for vehicle acceleration.

Subsequently, the main control ECU 21 calculates the target value of the drive wheel rotational angular velocity from the determined target value of the vehicle acceleration (step S3-3). For example, by integrating the target value of the vehicle acceleration time, a value obtained by dividing the driving wheel contact radius R _W and the target value of the drive wheel rotation angular velocity.

  Next, the target vehicle body posture determination process will be described.

  FIG. 9 is a graph showing changes in the target value of the active weight portion position and the target value of the vehicle body tilt angle in the first embodiment of the present invention, and FIG. 10 shows the target vehicle body posture in the first embodiment of the present invention. It is a flowchart which shows the operation | movement of a determination process.

In the target body posture determination process, the main control ECU 21 first determines the target value of the active weight portion position and the target value of the vehicle body tilt angle (step S4-1). In this case, based on the target value of the vehicle acceleration determined by the determination process of the target traveling state and the step lift torque τ _C acquired by the determination process of the step lift torque, the following expressions (2) and (3) are used: The target value of the active weight portion position and the target value of the vehicle body inclination angle are determined.

  Subsequently, the main control ECU 21 calculates the remaining target value (step S4-2). That is, the target values of the drive wheel rotation angle, the vehicle body inclination angular velocity, and the active weight portion moving speed are calculated by time differentiation or time integration of each target value.

Thus, in the present embodiment, not only the inertial force and drive motor reaction torque acting on the vehicle body in accordance with the vehicle acceleration, but also acting on the vehicle body with the step lifting torque τ _C corresponding to the step resistance torque τ _D. The target value of the vehicle body posture, that is, the target value of the active weight portion position and the target value of the vehicle body tilt angle are determined in consideration of the counter torque.

  At this time, the center of gravity of the vehicle body is moved so that the torque that acts on the vehicle body to tilt the vehicle body, that is, the vehicle body tilt torque is canceled out by the action of gravity. For example, when the vehicle 10 climbs a step, the riding section 14 is moved forward, or the vehicle body is further tilted forward. Further, when the vehicle 10 goes down the step, the riding section 14 is moved rearward, or the vehicle body is further tilted rearward.

  In the present embodiment, as shown in FIG. 9, first, the riding section 14 is moved without tilting the vehicle body, and when the riding section 14 reaches the active weight movement limit, the tilting of the vehicle body is started. . For this reason, the vehicle body does not tilt forward and backward with respect to fine acceleration / deceleration, so that the ride comfort for the occupant 15 is improved. Further, if the level difference is not particularly high, the vehicle body is kept upright even on the level difference, so that it is easy to secure the field of view for the occupant 15. In addition, if the level difference is not particularly high, the vehicle body does not greatly tilt even on the level difference, so that a part of the vehicle body is prevented from contacting the road surface.

  In the present embodiment, it is assumed that the active weight part movement limit is equal between the front and the rear, but when the front and rear are different, the inclination of the vehicle body is changed according to each limit. The presence or absence may be switched. For example, when the braking performance is set higher than the acceleration performance, it is necessary to set the rear active weight portion movement limit farther than the front limit.

  In this embodiment, when the acceleration is low or the level difference is low, only the movement of the riding section 14 is used, but some or all of the vehicle body tilt torque may be handled by the vehicle body tilt. Good. By tilting the vehicle body, the front-rear inertial force acting on the occupant 15 can be reduced.

  Furthermore, in the present embodiment, an expression based on a linearized dynamic model is used, but an expression based on a more accurate nonlinear model or a model considering viscous resistance may be used. Note that if the equation is nonlinear, the function can be applied in the form of a map.

  Next, the actuator output determination process will be described.

  FIG. 11 is a flowchart showing the operation of the actuator output determination process in the first embodiment of the present invention.

In the actuator output determination process, the main control ECU 21 first determines the feedforward output of each actuator (step S5-1). In this case, the feedforward output of the drive motor 52 is determined by the following equation (4) from each target value and the step lifting torque τ _C, and the feedforward of the active weight motor 62 is determined by the following equation (5). Determine the output.

Thus, by automatically adding the step lifting torque τ _C according to the step resistance torque τ _D , that is, by correcting the driving torque according to the step resistance torque τ _D , when the step is raised or lowered Can also provide the same handling feeling as the flat ground. That is, it is possible to get on and off the level difference by the same steering operation as that on the flat ground. In addition, the vehicle 10 is not unnecessarily accelerated or decelerated when the level difference is raised or lowered with respect to a certain steering operation of the joystick 31.

  Thus, in the present embodiment, more accurate control is realized by theoretically giving a feedforward output.

  Note that the feedforward output can be omitted as necessary. In this case, the feedback control indirectly gives a value close to the feedforward output with a steady deviation. Further, the steady deviation can be reduced by applying an integral gain.

  Subsequently, the main control ECU 21 determines the feedback output of each actuator (step S5-2). In this case, the feedback output of the drive motor 52 is determined by the following equation (6) from the deviation between each target value and the actual state quantity, and the feedback output of the active weight unit motor 62 by the following equation (7). To decide.

Note that nonlinear feedback control such as sliding mode control can also be introduced. As simpler control, some of the feedback gains excluding K _W2 , K _W3, and K _S5 may be set to zero. Further, an integral gain may be introduced in order to eliminate the steady deviation.

  Finally, the main control ECU 21 gives a command value to each element control system (step S5-3). In this case, the main control ECU 21 transmits the sum of the feedforward output and the feedback output determined as described above to the drive wheel control ECU 22 and the active weight part control ECU 23 as the drive torque command value and the active weight part thrust command value. .

As described above, in the present embodiment, the step resistance torque τ _D is estimated by the observer, the step lifting torque τ _C is applied, and the riding section 14 is moved in the upper direction of the step. Therefore, the vehicle body can be held upright even on the level difference, and the level difference can be raised and lowered. In addition, an apparatus for measuring a step is not required, and the system configuration can be simplified and the cost can be reduced.

Furthermore, since in view of the vehicle body inclination angle theta ₁ and active weight portion position lambda _S indicates the attitude of the vehicle body is estimated the step lifting torque tau _C, without a large error occurs, the step lifting torque tau _C with extremely high precision Can be estimated.

  Note that this embodiment is effective not only when climbing a step, but also when descending a step. The acceleration of the vehicle when the step is lowered is suppressed by applying the step lifting torque, and the vehicle body is held upright by moving the riding portion 14 backward. The same applies to the second and third embodiments described below.

  Next, a second embodiment of the present invention will be described. In addition, about the thing which has the same structure as 1st Embodiment, the description is abbreviate | omitted by providing the same code | symbol. The description of the same operation and the same effect as those of the first embodiment is also omitted.

  FIG. 12 is a block diagram showing the configuration of the vehicle control system in the second embodiment of the present invention, and FIG. 13 is a schematic diagram showing the operation in raising and lowering the step of the vehicle in the second embodiment of the present invention. .

  In the first embodiment, the riding part 14 is attached so as to be able to translate relative to the main body part 11 in the front-rear direction of the vehicle 10 and functions as an active weight part. In this case, a moving mechanism including the active weight motor 62 is disposed, and thereby the riding section 14 is translated, so that the control system is complicated as the structure becomes complicated and the cost and weight increase. On the other hand, the first embodiment cannot be applied to an inverted vehicle that does not have a moving mechanism for moving the riding section 14.

  Therefore, in the present embodiment, a moving mechanism for moving the riding section 14 is omitted. Also, as shown in FIG. 12, the active weight part control system 60 is omitted from the control system, and the active weight part control ECU 23, the active weight part sensor 61, and the active weight part motor 62 are omitted. Since the configuration of other points is the same as that of the first embodiment, description thereof is omitted.

  In the present embodiment, as shown in FIG. 13, when raising and lowering the step, the driving torque applied to the drive wheel 12 for raising and lowering the step, that is, the reaction to the step raising and lowering torque is applied to the vehicle body. By tilting the vehicle body in the upper direction of the step by an angle corresponding to the step lifting torque with respect to the vehicle body tilting torque acting as an anti-torque, the vehicle body tilting torque is canceled by the action of gravity to maintain a balance.

  In addition, as described in the section of “Background Art”, for example, when a required driving torque is applied to the driving wheel when riding on a step, the reaction acts on the vehicle body, so that the vehicle body is in a direction opposite to the step, that is, It will be greatly inclined in the lower direction of the step. On the other hand, if the posture of the vehicle body is to be maintained upright, the necessary driving torque cannot be applied to the driving wheels, so that it is impossible to ride on the step. In addition, the same phenomenon occurs when getting down the step, and the vehicle body tilts forward.

  In contrast, in the present embodiment, the vehicle body is intentionally tilted in the upper direction of the step by an angle suitable for the height of the step, so that a stable body posture can be maintained even when the step is raised or lowered. It is possible to travel safely and comfortably in places with steps.

  Next, details of the traveling and posture control processing in the present embodiment will be described. The outline of the travel and attitude control process and the determination process of the target travel state are the same as those in the first embodiment, so the description is omitted, the state quantity acquisition process, the step elevation torque determination process, Only the target vehicle body attitude determination process and the actuator output determination process will be described. First, the state quantity acquisition process will be described.

FIG. 14 is a flowchart showing the operation of the state quantity acquisition process in the second embodiment of the present invention.

  Next, the step elevation torque determination process will be described.

  FIG. 15 is a flowchart showing the operation of the step elevation torque determination process in the second embodiment of the present invention.

In the step elevation torque determination process, the main control ECU 21 estimates the step resistance torque τ _D (step S2-11). In this case, based on each state quantity acquired in the state quantity acquisition process and the output of each actuator determined in the actuator output determination process in the previous run (previous time step) travel and posture control process, The step resistance torque τ _D is estimated from equation (8).

Subsequently, the main control ECU 21 determines the step elevation torque τ _C (step S2-12). In this case, the estimated value of the step resistance torque τ _D is set as the value of the step lifting torque τ _C. That is, τ _C = τ _D.

  Thus, in the present embodiment, the step resistance torque is estimated based on the driving torque output from the driving motor 52, the driving wheel rotation angular acceleration and the vehicle body inclination angular acceleration as the state quantities. In this case, not only the driving wheel rotation angular acceleration indicating the rotation state of the driving wheel 12 but also the vehicle body inclination angular acceleration indicating the change in the vehicle body posture is considered. That is, the change in the vehicle body posture, which is a characteristic element of a vehicle using the posture control of the inverted pendulum, that is, the so-called inverted vehicle is taken into consideration.

  Conventionally, since the step resistance torque is estimated based on the driving torque and the driving wheel rotation angular acceleration, a large error may occur in the estimated value of the step resistance torque especially when the posture of the vehicle body changes greatly. However, in the present embodiment, the step resistance torque is estimated in consideration of the vehicle body inclination angle acceleration indicating the change in the posture of the vehicle body, so that a large error does not occur and the step resistance torque can be estimated with high accuracy. it can.

  In the present embodiment, the step resistance torque that changes during the step-up / down operation is always estimated. For example, if a constant drive torque is applied to the drive wheels 12 during the step-up / down operation, the vehicle 10 may be unnecessarily accelerated / decelerated immediately before the end of the lift. This is because, for example, when riding on a step, the step resistance torque decreases as the vehicle 10 climbs the step. Therefore, in this embodiment, the step resistance torque that changes with the step elevation state is estimated in real time, and the value is constantly updated so that the step elevation torque suitable for the step elevation operation is always applied. It has become.

  As in the first embodiment, a high-frequency component of the estimated value can be removed by applying a low-pass filter to the estimated value of the step resistance torque. In this case, a time delay occurs in the estimation, but the vibration caused by the high frequency component can be suppressed.

  In the present embodiment, only the inertial force is considered, but the rolling resistance of the drive wheel 12, the viscous resistance due to the friction of the rotating shaft, the air resistance acting on the vehicle 10, etc. are secondary effects. You may consider it.

  Further, a more accurate nonlinear model may be used, or a model for vehicle body tilt motion may be used. For nonlinear models, functions can also be applied in the form of maps.

  Further, in order to simplify the calculation, it is not necessary to consider the change in the body posture.

  Next, the target vehicle body posture determination process will be described.

  FIG. 16 is a flowchart showing the operation of target body posture determination processing in the second embodiment of the present invention.

In the determination process of the target vehicle body posture, the main control ECU 21 first determines a target value of the vehicle body inclination angle (step S4-11). In this case, based on the target value of the vehicle acceleration determined by the target travel state determination process and the step lift torque τ _C acquired by the step lift torque determination process, the vehicle body inclination angle is expressed by the following equation (9). Determine the target value.

  Subsequently, the main control ECU 21 calculates the remaining target value (step S4-12). That is, the target values of the drive wheel rotation angle and the vehicle body inclination angular velocity are calculated by time differentiation or time integration of each target value.

Thus, in the present embodiment, not only the inertial force and drive motor reaction torque acting on the vehicle body in accordance with the vehicle acceleration, but also acting on the vehicle body with the step lifting torque τ _C corresponding to the step resistance torque τ _D. The target value of the vehicle body posture, that is, the target value of the vehicle body tilt angle is determined in consideration of the counter torque.

  At this time, the center of gravity of the vehicle body is moved so as to cancel the vehicle body tilt torque by the action of gravity. For example, when the vehicle 10 accelerates and climbs a step, the vehicle body is tilted forward. Further, when the vehicle 10 decelerates and descends a step, the vehicle body is tilted backward.

  In the present embodiment, an expression based on a linearized dynamic model is used, but an expression based on a more accurate nonlinear model or a model considering viscous resistance may be used. Note that if the equation is nonlinear, the function can be applied in the form of a map.

  Next, the actuator output determination process will be described.

  FIG. 17 is a flowchart showing the operation of the actuator output determination process in the second embodiment of the present invention.

In the actuator output determination process, the main control ECU 21 first determines the feedforward output of the actuator (step S5-11). In this case, the feedforward output of the drive motor 52 is determined from the target value and the step elevation torque τ _{C according} to the equation (4) described in the first embodiment.

As shown in the above equation (4), by automatically adding a step lifting torque τ _C corresponding to the step resistance torque τ _D , the same control feeling as on the flat ground is provided even when the step is raised or lowered can do. That is, it is possible to get on and off the level difference by the same steering operation as that on the flat ground. In addition, the vehicle 10 is not unnecessarily accelerated or decelerated when the level difference is raised or lowered with respect to a certain steering operation of the joystick 31.

  In the present embodiment, more accurate control is realized by theoretically giving a feedforward output, but the feedforward output can be omitted if necessary. In this case, the feedback control indirectly gives a value close to the feedforward output with a steady deviation. Further, the steady deviation can be reduced by applying an integral gain.

  Subsequently, the main control ECU 21 determines the feedback output of the actuator (step S5-12). In this case, the feedback output of the drive motor 52 is determined by the following equation (10) from the deviation between each target value and the actual state quantity.

Note that nonlinear feedback control such as sliding mode control can also be introduced. As a simpler control, some of the feedback gains excluding K _W2 and K _W3 may be set to zero. Further, an integral gain may be introduced in order to eliminate the steady deviation.

  Finally, the main control ECU 21 gives a command value to the element control system (step S5-13). In this case, the main control ECU 21 transmits the sum of the feedforward output and the feedback output determined as described above to the drive wheel control ECU 22 as a drive torque command value.

  As described above, in the present embodiment, the vehicle body can be tilted in the upper direction of the step to maintain the balance when the step is raised or lowered. Therefore, it can be applied to an inverted vehicle that does not have a moving mechanism for moving the riding section 14, and the structure and the control system are simplified, so that stable and low-level ingress and egress can be achieved even on an inexpensive and lightweight inverted vehicle. Can be realized.

  Next, a third embodiment of the present invention will be described. In addition, about the thing which has the same structure as 1st and 2nd embodiment, the description is abbreviate | omitted by providing the same code | symbol. Also, the description of the same operations and effects as those of the first and second embodiments is omitted.

  FIG. 18 is a schematic diagram showing the configuration of the vehicle according to the third embodiment of the present invention, showing a state where a step is detected before the step, and FIG. 19 is a vehicle according to the third embodiment of the present invention. FIG. 20 is a block diagram showing a configuration of a vehicle control system according to a third embodiment of the present invention. 18, (b) is an enlarged view of the main part of (a), and (a) to (c) in FIG. 19 show a series of operations.

  If a constant driving torque is applied to the drive wheels 12 during the step-up / down operation, the vehicle 10 may unnecessarily accelerate / decelerate immediately before the end of the step-up / down operation. This is because, for example, when riding on a step, the step resistance torque decreases as the vehicle 10 climbs the step.

  Therefore, in the present embodiment, a step in the traveling direction of the vehicle 10 is detected by a sensor, and the position and height of the step measured by the sensor and the rotation angle of the driving wheel corresponding to the raised / lowered state of the step are determined. The step lifting torque is changed.

  Therefore, in the present embodiment, the vehicle 10 includes a distance sensor 71 as a step measurement sensor, as shown in FIG. The distance sensor 71 uses, for example, laser light, but may be any type of sensor. In the example shown in FIG. 18, two distance sensors 71 are arranged on the lower surface of the riding section 14 so as to be separated from each other in the front-rear direction, and each measures the distance from the lower surface to the road surface. And the level | step difference of a road surface can be detected from the change of the measured value of each distance sensor 71, and the position and height of the detected level | step difference can be acquired. Desirably, one distance sensor 71 is disposed in front of a portion of the driving wheel 12 that contacts the road surface, and the other distance sensor 71 is disposed rearward of a portion of the driving wheel 12 that contacts the road surface. Is done. Thus, since the two distance sensors 71 measure the distance to the road surface at a position away from the contact point of the drive wheel 12, the step difference between the front and rear of the vehicle 10 can be detected.

  Moreover, the vehicle 10 has a level difference measurement system 70 including a distance sensor 71 as shown in FIG. Then, the distance sensor 71 detects the ground distance as the distance to the road surface at two points on the front and rear sides, and transmits it to the main control ECU 21.

  Thus, for example, when riding on a step, as shown in FIG. 19, the amount of movement of the riding section 14, the driving torque for riding on the step, etc. are changed as the vehicle 10 rises, thereby stabilizing the vehicle body posture. And travel control can be performed.

  Next, details of the traveling and posture control processing in the present embodiment will be described. The outline of the travel and attitude control process, the state quantity acquisition process, the target travel state determination process, the target vehicle body attitude determination process, and the actuator output determination process are the same as those in the first embodiment. The description will be omitted, and only the process for determining the step lifting torque will be described.

  FIG. 21 is a diagram showing a geometric condition when measuring an ascending step according to the third embodiment of the present invention, and FIG. 22 is a step ascending / descending resistivity of the ascending step according to the third embodiment of the present invention. FIG. 23 is a diagram showing a geometric condition when measuring a down step in the third embodiment of the present invention, and FIG. 24 is a down view in the third embodiment of the present invention. The figure which shows the change of the level | step difference raising / lowering resistivity of a level | step difference, FIG. 25: is a flowchart which shows the operation | movement of the determination process of the level | step difference raising / lowering torque in the 3rd Embodiment of this invention.

  In the step elevation torque determination process, the main control ECU 21 first acquires the measurement value of the distance sensor 71 (step S2-21). In this case, the measured value of the ground distance is acquired from the two front and rear distance sensors 71.

Subsequently, the main control ECU 21 determines the position and height of the step (step S2-22). In this case, determined by the time history of the ground distance obtained from the distance sensors 71, the vehicle body inclination angle theta _1, the position of the riding section 14, i.e., based on the active weight portion position lambda _S, the position and height of the step To do.

Subsequently, the main control ECU 21 determines the step resistance torque τ _D (step S2-23). In this case, the step resistance torque τ _D is calculated by the following equation (11).
τ _D = ξτ _{D, Max} (11)
Here, τ _{D, Max} is the maximum step resistance torque, and ξ is the step elevation resistance.

As shown in FIG. 21, when the step is ascending, that is, ascending, the maximum step resistance torque τ _{D, Max} and the step elevation resistivity ξ are expressed by the following equations (12) and (13). In FIG. 21, X is the distance to the step when the step is detected, and H is the height of the step. In the case of ascending stage, H is zero or more.

In addition, η ₀ is a virtual climbing angle and corresponds to a driving wheel rotation angle necessary for climbing a step. Θ _{W, S} is the driving wheel rotation angle when the driving wheel 12 contacts the step, and θ _{W, 0} is the driving wheel rotation angle when the step is detected. Further, Δθ _W is the driving wheel rotation angle after the step contact, and the value becomes zero when the driving wheel 12 contacts the step.

Then, the value of the step resistance torque τ _D changes as shown in FIG. That is, the maximum value τ _{D, Max} is reached when the drive wheel 12 contacts the step, gradually decreases during the ascending step, and reaches the minimum value of zero when the ascending step is finished.

As shown in FIG. 23, when the step is down, that is, when the step is down, the maximum step resistance torque τ _{D, Max} and the step up / down resistivity ξ are expressed by the following equations (14) and (15). Is done. In FIG. 23, X is the distance to the step when the step is detected, and H is the height of the step. In the case of descending, H is less than zero, that is, minus.

Then, the value of the step resistance torque τ _D changes as shown in FIG. That is, the minimum value is zero when the drive wheel 12 contacts the step, gradually decreases during the descending step, and reaches the maximum value τ _{D, Max} immediately before the end of the descending step.

Finally, the main control ECU 21 determines the step elevation torque τ _C (step S2-24). In this case, the estimated value of the step resistance torque τ _D is set as the value of the step lifting torque τ _C. That is, τ _C = τ _D.

In this way, in the step elevation torque determination process, the step resistance torque τ _D is changed in accordance with the step height H. That is, the value of the step resistance torque τ _D is increased as the value of the step height H is increased.

Further, the magnitude of the step resistance torque τ _D is changed in accordance with the step elevation state of the vehicle 10. That is, the elevation state of the vehicle 10 is estimated from the drive wheel rotation angle θ _W and the value of the step elevation resistivity ξ is changed. Thereby, it is possible to cope with a speed change of the vehicle 10.

Specifically, when climbing a step, that is, when the step height H is zero or more, the step resistance torque τ _D (step elevation resistivity ξ) is decreased as the drive wheel rotation angle θ _W increases. This is because the driving torque required to support the vehicle 10 decreases as the level difference is increased.

On the other hand, when descending the step, that is, when the height H of the step is less than zero, the step resistance torque τ _D (step elevation resistivity ξ) is increased as the drive wheel rotation angle θ _W increases. This is because the driving torque required to support the vehicle 10 increases as the level difference is lowered.

  Thereby, the driving | running | working state of the vehicle 10 at the time of level | step difference raising / lowering can be controlled stably.

  In the present embodiment, only the case where the vehicle 10 moves forward and enters the step located in front of the vehicle 10 has been described. However, the same applies to the case where the vehicle 10 moves backward and enters the step located behind the vehicle 10. Control can be implemented.

  In the present embodiment, the case where the distance sensor 71 is not used during the step-up / down operation is described. However, in order to grasp the step-up / down state of the vehicle 10 more accurately, the measurement value of the distance sensor 71 is used. You can also Thereby, stable control can be performed even if the drive wheel 12 slips.

  Further, in the present embodiment, the case where a discontinuous function is used in the determination formula of the step elevation resistivity ξ has been described, but a function in which the discontinuous portion is continuously corrected can also be used. In addition, in order to prevent control chattering or vehicle operation hunting in the discontinuous portion, hysteresis control (for example, two threshold values are set, and the threshold value is changed according to the rotation direction of the drive wheels 12). ) May be introduced.

  Furthermore, in the present embodiment, the case of using a determinant based on a non-linear dynamic model has been described. However, for the sake of simplicity, a linear approximation formula may be used. Further, a more advanced determination formula that considers deformation of the drive wheel 12, rolling friction, slip conditions, and the like may be used.

As described above, in the present embodiment, the step in the traveling direction of the vehicle 10 is detected by the distance sensor 71, and according to the position and height H of the step measured by the distance sensor 71 and the driving wheel rotation angle θ _W. The value of the step elevation torque τ _C is changed. Therefore, the inverted posture of the vehicle body can be kept stable even when the step is raised or lowered. Thereby, the vehicle 10 can drive | work safely and comfortably also in the place with a level | step difference.

  In the present embodiment, the case where a step is detected and the position and height H of the step are measured by the two distance sensors 71 has been described. However, other devices and methods can be used. For example, the detection of the step and the position and height H of the step may be measured by acquiring an image of the traveling direction of the vehicle 10 with a camera and analyzing the acquired image. Further, for example, based on a vehicle position acquisition system that acquires the position of the vehicle 10 using GPS (Global Positioning System), and map data that includes information on the road surface and the level difference, the level difference that exists around the vehicle 10 is determined. Information may be acquired.

  Next, a fourth embodiment of the present invention will be described. In addition, about the thing which has the same structure as the 1st-3rd embodiment, the description is abbreviate | omitted by providing the same code | symbol. Explanation of the same operations and effects as those of the first to third embodiments is also omitted.

  FIG. 26 is a diagram illustrating a boarding intention estimation map according to the fourth embodiment of the present invention, that is, a vehicle acceleration target value and a threshold value of driving wheel rotation angular velocity. FIG. 27 is a vehicle according to the fourth embodiment of the present invention. FIG. 28 is a flowchart showing the operation of the step elevation torque determining process in the fourth embodiment of the present invention.

In the following cases (a) to (c), it is prohibited to prohibit the control operation (hereinafter referred to as “step elevation control”) for adding drive torque for raising or lowering the step, that is, not to execute. Is more appropriate.
(A) When the vehicle 10 stops with the drive wheel 12 raised and in contact with the step, and the occupant 15 is not operating the joystick 31: In this case, the control intention of the occupant 15 maintains the state where the vehicle 10 is stopped. Likely to be.
(B) When the driving wheel 12 rises and contacts a step at a relatively low vehicle speed, and the occupant 15 inputs braking as a travel command by operating the joystick 31: In this case, the occupant 15 intends to steer the vehicle 10 It is highly possible to stop by touching.
(C) When the occupant 15 inputs sudden braking as a travel command by operating the joystick 31: In this case, the occupant 15 intends to steer the vehicle 10 by touching the step, or at a short braking distance. It is likely to stop the vehicle.

In the following cases (d) and (e), it is more appropriate to execute the step elevation control.
(D) When the driving wheel 12 is raised and contacts a step at a relatively high vehicle speed, and the occupant 15 operates the joystick 31 and inputs braking as a travel command: In this case, the occupant 15 contacts the vehicle 10 with the step. There is a high possibility that it is impossible to stop the vehicle, or that the vehicle is intended to stop after passing the step.
(E) When the vehicle 10 descends and enters a step: In this case, unless a driving torque for raising and lowering the step is added, there is a high possibility that the occupant 15 feels uncomfortable when receiving a shock when landing from the step.

  Therefore, in the present embodiment, the control intention of the occupant 15 is estimated based on the traveling state of the vehicle 10 and the travel command, and execution or prohibition of the step elevation control is selected according to the estimated control intention. That is, the control ECU 20 as the vehicle control device includes a steering intention estimation unit that estimates the steering intention of the occupant 15 and selects execution or prohibition of the step elevation control according to the estimated steering intention. Specifically, the steering intention estimation means includes a vehicle speed (driving wheel rotational angular velocity) as a traveling state of the vehicle 10, a vehicle acceleration target value determined according to an operation amount of the joystick 31 as a traveling command, and The intention of maneuvering the occupant 15 is estimated in consideration of the step resistance torque corresponding to the height of the step, and execution or prohibition of the step elevation control is selected.

  The steering intention estimation means estimates that the steering intention is prohibited from step elevation control when the target values of the vehicle speed and the vehicle acceleration satisfy predetermined conditions when entering the ascending step. When the target value of the vehicle acceleration does not satisfy the predetermined condition, it is estimated that the steering intention is execution of step elevation control.

  More specifically, when the vehicle 10 is in a stopped state and the target value of the vehicle acceleration is zero or is a value for commanding the stop, the step elevation control is not executed. Further, when the vehicle speed increases at a relatively low vehicle speed and enters a step, and the target value of the vehicle acceleration is a value for commanding braking, the step elevation control is not executed. On the other hand, when the vehicle rises at a relatively high vehicle speed and enters a step, the step elevation control is executed even if the target value of the vehicle acceleration is a value for commanding braking. Further, when the target value of the vehicle acceleration is a value for commanding sudden braking, the step elevation control is not executed even if the vehicle speed is high. Further, when entering the descending step, the step elevation control is executed regardless of the target values of the vehicle speed and the vehicle acceleration.

  Thereby, the control intention of the passenger 15 can be accurately estimated, and the step elevation control can be appropriately executed. Therefore, it is possible to provide an inverted vehicle that allows the occupant 15 to steer at will even if there is a step.

  Next, an outline of the travel and attitude control processing in the present embodiment will be described.

  In the travel and attitude control process, the main control ECU 21 first executes a process for acquiring a state quantity indicating the operation state of the vehicle 10 (step S11), and each sensor, that is, the drive wheel sensor 51, the vehicle body tilt sensor 41, and the active sensor. The weight sensor 61 obtains the rotation state of the drive wheels 12, the inclination state of the vehicle body, and the movement state of the riding section 14.

  Next, the control ECU 20 executes a target travel state determination process (step S12), and based on the operation amount of the joystick 31, the target value of the acceleration of the vehicle 10 and the target value of the rotational angular velocity of the drive wheels 12 are determined. decide.

  Next, the control ECU 20 executes a step elevation torque determination process (step S13), and obtains the state quantity obtained by the state quantity obtaining process, that is, the rotational state of the drive wheels 12, the inclination state of the vehicle body, and the riding section 14. Based on the movement state and the output value of each actuator, that is, the output value of the drive motor 52 and / or the active weight motor 62, the step resistance torque is estimated by the observer, and further determined by the target travel state determination process. The step elevation torque is determined based on the target acceleration value of the vehicle 10, the rotational angular velocity of the drive wheels 12, and the like.

  Next, the control ECU 20 executes target body posture determination processing (step S14), the step lifting torque determined by the step lifting torque determination processing, and the acceleration of the vehicle 10 determined by the target travel state determination processing. And the target value of the vehicle body posture, that is, the target value of the vehicle body inclination angle and the active weight portion position.

  Finally, the control ECU 20 executes an actuator output determination process (step S15), each state quantity acquired by the state quantity acquisition process, the step lift torque determined by the step lift torque determination process, and the target travel state The output of each actuator, that is, the output of the drive motor 52 and the active weight motor 62, is determined based on the target travel state determined by the determination processing of the target vehicle body and the target vehicle body posture determined by the determination processing of the target vehicle body posture. To do.

  Next, details of the process for determining the step elevation torque in the present embodiment will be described. Note that the state quantity acquisition process, the target travel state determination process, the target vehicle body posture determination process, and the actuator output determination process are the same as those in the first embodiment, and a description thereof will be omitted.

In the step elevation torque determination process, the main control ECU 21 first estimates the step resistance torque τ _D (step S13-1). In this case, as in the first embodiment, each state quantity acquired in the state quantity acquisition process and the actuator output determination process in the previous (previous time step) travel and posture control process are determined. Based on the output of each actuator, the step resistance torque τ _D is estimated by the equation (1).

Subsequently, the main control ECU 21 determines the step elevation torque τ _C (step S13-2). In this case, the step elevation torque τ _C is determined by the following equation (16) based on the step resistance torque τ _D , the target value of the vehicle acceleration, and the driving wheel rotation angular velocity.
τ _C = ρτ _D (16)
Here, ρ is a step elevation torque rate, and is expressed by the following equation (17).

  Thus, the main control ECU 21 prohibits the step elevation control when it is estimated that the occupant 15 does not want to step up, that is, the steering intention is the non-execution of the step elevation control. Do not run.

  Specifically, the target value of the vehicle acceleration determined by the amount of operation of the joystick 31 by the occupant 15, the driving wheel rotation angular velocity indicating the operating state of the vehicle 10, and the estimated value of the step resistance torque corresponding to the height of the step. Based on the above, it is determined whether or not the occupant 15 desires to step on the vehicle 10.

  In this case, the step elevation control is switched between execution and non-execution by multiplying the estimated step resistance torque by the step elevation torque rate. Also, smooth switching between execution and non-execution of the step elevation control is realized by applying a low pass filter to the step elevation torque rate specified value. Thereby, the control intention of the occupant 15 can be appropriately determined, and the step elevation control is executed only when the occupant 15 desires to step on the vehicle.

  When the occupant 15 does not perform the steering operation corresponding to the input of the target value of the vehicle acceleration while the vehicle 10 is stopped, the step elevation control is not executed. This case corresponds to the case of (a) above, and in the steering intention determination map of FIG. 26, the points corresponding to the conditions of the drive wheel angular velocity and the target vehicle acceleration are within the rectangular hatched area including the origin. Exists. That is, the condition that the absolute value of the driving wheel rotational angular velocity is equal to or smaller than the predetermined driving wheel rotational angular velocity first threshold value and the absolute value of the target value of vehicle acceleration is equal to or smaller than the predetermined target vehicle acceleration first threshold value is satisfied. Is the case. In this case, it is determined that the occupant 15 does not want to move the vehicle 10 up and down, and the steering intention determination value is set to zero. As a result, when the vehicle 10 is stopped with the drive wheel 12 raised and in contact with the step, the stop state of the vehicle 10 can be kept stable and the stepping on the step unintended by the occupant 15 can be prevented.

  Further, when the vehicle 10 has a low step approach speed and the occupant 15 inputs braking as a travel command, that is, when braking is requested, the step elevation control is not executed. In this case, it corresponds to the case (b), and in the steering intention determination map of FIG. 26, the points corresponding to the conditions of the drive wheel angular velocity and the target vehicle acceleration are adjacent to the right and left sides of the rectangle including the origin. It exists in the hatched area. In other words, the driving wheel rotation angular velocity is equal to or smaller than the driving wheel rotation angular velocity second threshold value and the absolute value of the target value of the vehicle acceleration is equal to or less than zero in the direction of entering the step.

  In this case, it is determined that the occupant 15 desires to brake and stop the vehicle 10 using the step, and the steering intention determination value is set to zero. The hatched areas on the right side and the left side show the target vehicle acceleration upper limit threshold value in the range where the drive wheel rotation angular velocity is higher than the drive wheel rotation angular velocity first threshold value and not more than the drive wheel rotation angular velocity second threshold value. It includes a region in which the steering intention determination value is 0 for a minute acceleration request of the occupant 15 provided by linearly decreasing from the first acceleration threshold value to zero. Accordingly, it is possible to appropriately determine the steering operation by the occupant 15 intended to stop the vehicle 10 by bringing the driving wheel 12 into contact with the step or to decelerate the vehicle 10 by climbing the step, and easily realize the operation. it can.

  Further, when the vehicle 10 has a high step approach speed and the occupant 15 inputs gentle braking as a travel command, that is, when gentle braking is requested, step elevation control is executed. This case corresponds to the case of (d) above, and in the steering intention determination map of FIG. 26, the point corresponding to the conditions of the drive wheel angular velocity and the target vehicle acceleration is further to the right of the hatched area adjacent to the right. The target value of vehicle acceleration that exists is not negatively hatched, or the target value of vehicle acceleration that exists further to the left of the hatched region adjacent to the left is in a region that is not negatively hatched. . That is, in the direction to enter the step, the drive wheel rotation angular velocity is higher than the drive wheel rotation angular velocity second threshold and the vehicle acceleration target value is larger than the negative target vehicle acceleration upper limit threshold.

  In this case, it is determined that the occupant 15 intends or permits the climbing of the step, and the steering intention determination value is set to 1. In the region where the target value of the vehicle acceleration is not negatively hatched, the target vehicle acceleration upper limit threshold is changed from zero to the target vehicle acceleration second threshold in a range where the drive wheel rotation angular velocity is higher than the drive wheel rotation angular velocity second threshold. It is a region provided by decreasing by an exponential function asymptotically. That is, as the target deceleration required by the occupant 15 is larger, the threshold value for executing the step elevation control, that is, the threshold value of the driving wheel rotational angular velocity with the steering intention determination value being 1, is increased. As a result, the higher the vehicle speed, the easier it is to determine the steering operation by the occupant 15 by appropriately determining that the operation of stopping the vehicle 10 after climbing the step is intended, thereby making the operation easier and more stable. Can be realized.

  Furthermore, the threshold of the vehicle speed for executing the step up / down control is increased as the stepped height increases. That is, the larger the estimated value of the step resistance torque is, the higher the driving wheel rotation angular velocity second threshold, which is a threshold for switching the steering intention determination value during high-speed traveling, can be prevented from unnaturally riding the vehicle 10 over a high step. . In addition, the driving wheel rotation angular velocity second threshold value is based on the minimum driving wheel rotation angular velocity of step-up inertia riding, which is the minimum vehicle speed at which the vehicle 10 can ride on the step with inertia (without using driving torque). By determining, a more natural operation of the vehicle 10 is realized. Accordingly, it is possible to more appropriately determine the handling intention of the occupant 15 considering the height of the step and easily realize the operation.

  Further, when the occupant 15 requests sudden braking, the step elevation control is not executed regardless of the step approach speed of the vehicle 10. This case corresponds to the case of (c) above, and in the steering intention determination map of FIG. 26, the points corresponding to the conditions of the drive wheel angular velocity and the target vehicle acceleration are hatched outside the two dashed lines. Exists in the area. That is, when the driving wheel rotation angular velocity is higher than the driving wheel rotation angular velocity first threshold and the target value of the vehicle acceleration is lower than the negative target vehicle acceleration second threshold in the direction of entering the step, is there.

  In this case, the steering intention determination value is set to zero, and step elevation control for adding drive torque is not executed. As a result, it is possible to appropriately determine the intention of the occupant 15 who refuses to suddenly brake the vehicle 10 or to climb a step, and execute control that helps to realize the operation.

  Further, when descending a step, the step elevation control is always executed. This case corresponds to the case (e). That is, when the positive / negative of the driving wheel rotation angular velocity is different from the positive / negative of the step resistance torque, it is determined that the vehicle 10 is in a state of descending the step, and the step lifting torque rate designation value is set to 1. In this case, the ride comfort can be improved by giving priority to mitigating the impact generated when going down the step rather than using the increase in vehicle acceleration accompanying going down the step.

  In the present embodiment, an example has been described in which the switching between execution and non-execution of the step elevation control is smoothed by applying a low-pass filter to the step elevation torque rate specified value, but the response is more smooth than the switching smoothness. If importance is attached to the performance, it is not necessary to apply a low-pass filter to the step elevation torque factor specified value. In addition, transition bands may be provided in the target vehicle acceleration upper limit threshold and the target vehicle acceleration lower limit threshold, which are functions of the vehicle acceleration target value and the driving wheel rotation angular velocity as shown by a curve in the steering intention determination map of FIG. . That is, in FIG. 26, the curve for switching the step lifting torque rate specified value from 0 to 1 is replaced with a band having a predetermined width, and the step lifting torque rate specified value is linearly changed from 0 to 1 in the band. Also good. Thereby, the smoothness at the time of switching and the responsiveness with respect to the change of the operation amount of the passenger | crew 15 can be reconciled to some extent.

  Further, in the present embodiment, the step elevation control that is prohibited with respect to the braking request at the time of the forward rising step contact may be temporarily reexecuted immediately before the vehicle 10 stops. For example, in a state where the driving wheel rotation angular velocity is higher than the first driving wheel rotation angular velocity first threshold value and lower than the second driving wheel rotation angular velocity second threshold value, the vehicle acceleration target value is constant lower than the negative target vehicle acceleration first threshold value. If the value is maintained, the step elevation torque rate specified value is changed from 0 to 1 when the drive wheel rotation angular velocity falls below the drive wheel rotation angular velocity first threshold. Therefore, in order to solve such a problem, the step elevation torque rate designation value may be determined in consideration of the direction in which the target value of the vehicle acceleration and the driving wheel rotation angular velocity change. For example, the target value of the vehicle acceleration changes in a region where the driving wheel rotational angular velocity is higher than zero and equal to or lower than the driving wheel rotational angular velocity first threshold and the target value of the vehicle acceleration is lower than the negative target vehicle acceleration first threshold. If it is entered by switching, the step lifting torque rate specified value is switched from 0 to 1, but if it is entered by changing the driving wheel rotation angular velocity, the step lifting torque rate specified value is maintained at zero. Unnecessary step elevation control can be prevented from being re-executed.

  Furthermore, in the present embodiment, an example of switching between execution and prohibition of the step elevation control based on the measured value of the driving wheel rotational angular velocity has been described. However, the step elevation control is performed based on the target value of the driving wheel rotational angular velocity. And may be switched between prohibition and prohibition. Thereby, it is possible to prevent a minute vibration of the rotational angular velocity of the driving wheel due to disturbance or the like from affecting the switching between execution and prohibition of the step elevation control, and to realize more stable step elevation control.

  Furthermore, in the present embodiment, an example in which a nonlinear function is used to determine a part of the threshold value of the target value of the vehicle acceleration and the minimum driving wheel rotation angular velocity for climbing the step inertia has been described. The calculation may be simplified by using a linear function approximating. Further, a nonlinear function may be applied in the form of a map.

  Furthermore, in the present embodiment, an example in which execution / prohibition of step elevation control is switched on the assumption of various occupant 15 maneuvering intentions has been described. However, depending on the use of the vehicle 10, conditions, and the like, Switching may be omitted. For example, when only traveling at a low speed is performed, the step elevation control at the time of high speed step entry may not be executed, and the step elevation control may be prohibited at all times when a braking request is made.

  Furthermore, in the present embodiment, an example has been described in which the height and height of the step are estimated based on the estimated value of the step resistance torque, and execution and prohibition of the step elevation control are switched based on the values. As described in the embodiment, a step measurement sensor such as the distance sensor 71 may be used to switch between execution and prohibition of the step elevation control based on the measurement result of the step measurement sensor.

  Further, in the present embodiment, an example has been described in which the intention of maneuvering the occupant 15 is estimated based on the target value of the vehicle acceleration corresponding to the amount of operation of the joystick 31 by the occupant 15, but the amount of operation of the joystick 31 is the vehicle speed. In this case, the vehicle acceleration target value may be replaced with a vehicle speed target value, or may be replaced with a time difference between the vehicle speed target values. Further, the intention of the occupant 15 to steer may be estimated based on the operation amount of the joystick 31 itself. For example, an accelerator pedal and a brake pedal may be provided as a control device in the vehicle 10, and execution / prohibition of step elevation control may be switched based on the depression amount of each pedal and the driving wheel rotation angular velocity. Further, a switch for switching the traveling state and the stopped state by the occupant 15 may be provided in the vehicle 10, and the prohibition of the step elevation control when the vehicle is stopped may be selected depending on the operation state of the switch.

  In addition, this invention is not limited to the said embodiment, It can change variously based on the meaning of this invention, and does not exclude them from the scope of the present invention.

It is the schematic which shows the structure of the vehicle in the 1st Embodiment of this invention, and is a figure which shows the state which is carrying out acceleration advance in the state which the passenger | crew got on. It is a block diagram which shows the structure of the control system of the vehicle in the 1st Embodiment of this invention. It is the schematic which shows the level | step difference raising / lowering operation | movement of the vehicle in the 1st Embodiment of this invention. It is a flowchart which shows operation | movement of the driving | running | working and attitude | position control processing of the vehicle in the 1st Embodiment of this invention. It is a figure which shows the dynamic model of the vehicle in the 1st Embodiment of this invention, and its parameter. It is a flowchart which shows the operation | movement of the acquisition process of the state quantity in the 1st Embodiment of this invention. It is a flowchart which shows the operation | movement of the determination process of the level | step difference raising / lowering torque in the 1st Embodiment of this invention. It is a flowchart which shows the operation | movement of the determination process of the target driving state in the 1st Embodiment of this invention. It is a graph which shows the change of the target value of the active weight part position in the 1st Embodiment of this invention, and the target value of a vehicle body tilt angle. It is a flowchart which shows the operation | movement of the determination process of the target vehicle body attitude | position in the 1st Embodiment of this invention. It is a flowchart which shows the operation | movement of the determination process of the actuator output in the 1st Embodiment of this invention. It is a block diagram which shows the structure of the control system of the vehicle in the 2nd Embodiment of this invention. It is the schematic which shows the operation | movement in the raising / lowering of the level | step difference of the vehicle in the 2nd Embodiment of this invention. It is a flowchart which shows the operation | movement of the acquisition process of the state quantity in the 2nd Embodiment of this invention. It is a flowchart which shows the operation | movement of the determination process of the level | step difference raising / lowering torque in the 2nd Embodiment of this invention. It is a flowchart which shows the operation | movement of the determination process of the target vehicle body attitude | position in the 2nd Embodiment of this invention. It is a flowchart which shows the operation | movement of the determination process of the actuator output in the 2nd Embodiment of this invention. It is the schematic which shows the structure of the vehicle in the 3rd Embodiment of this invention, and is a figure which shows the state which has detected the level | step difference before the level | step difference. It is the schematic which shows the operation | movement in the raising / lowering of the level | step difference of the vehicle in the 3rd Embodiment of this invention. It is a block diagram which shows the structure of the control system of the vehicle in the 3rd Embodiment of this invention. It is a figure which shows the geometric conditions when measuring the level | step difference of the up in the 3rd Embodiment of this invention. It is a figure which shows the change of the level | step difference raising / lowering resistivity of the uphill level | step difference in the 3rd Embodiment of this invention. It is a figure which shows the geometric conditions when measuring the level | step difference of the down in the 3rd Embodiment of this invention. It is a figure which shows the change of level | step difference raising / lowering resistivity of the level | step difference of the downward in the 3rd Embodiment of this invention. It is a flowchart which shows the operation | movement of the determination process of the level | step difference raising / lowering torque in the 3rd Embodiment of this invention. It is a figure which shows the boarding intention estimation map in the 4th Embodiment of this invention, ie, the target value of vehicle acceleration, and the threshold value of a driving wheel rotational angular velocity. It is a flowchart which shows operation | movement of the driving | running | working and attitude | position control processing of a vehicle in the 4th Embodiment of this invention. It is a flowchart which shows the operation | movement of the determination process of the level | step difference raising / lowering torque in the 4th Embodiment of this invention.

Explanation of symbols

10 Vehicle 12 Drive wheel 20 Control ECU
30 Input device

Claims (6)

The car body,
A drive wheel rotatably mounted on the vehicle body;
An input device for inputting a travel command;
A vehicle control device for controlling the posture of the vehicle body by controlling a drive torque applied to the drive wheel based on a travel command input from the input device;
The vehicle control device includes a steering intention estimation unit that estimates a steering intention based on an operation state of the vehicle and the travel command, and a driving torque for raising and lowering a step according to the steering intention estimated by the steering intention estimation unit. A vehicle characterized by executing or prohibiting step elevation control for adding a step.   The vehicle according to claim 1, wherein the steering intention estimation unit estimates a steering intention based on target values of vehicle speed and vehicle acceleration.   The steering intention estimation means estimates that the steering intention is prohibited from step elevation control when the target values of the vehicle speed and vehicle acceleration satisfy predetermined conditions when entering a rising step. The vehicle according to claim 1, wherein when the target value of acceleration does not satisfy a predetermined condition, it is estimated that the steering intention is execution of step elevation control.   The steering intention estimation means estimates that the steering intention is prohibited from step elevation control when the vehicle is in a stopped state and the target value of the vehicle acceleration is a value for commanding maintenance of the stopped state. Vehicle described in. According to a step resistance torque that is a resistance due to the step, a speed threshold determining means for determining a speed threshold is provided,
If the absolute value of the vehicle speed is equal to or less than the speed threshold value and the target value of the vehicle acceleration in the traveling direction is a value for commanding to maintain or brake the traveling speed, the steering intention estimation means The vehicle according to claim 3, wherein the vehicle is estimated to be prohibited from being controlled.   2. The vehicle according to claim 1, wherein the vehicle control device executes step elevation control at a descending step regardless of the steering intention estimated by the steering intention estimation unit.

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