JP5152626B2 - vehicle - Google Patents

Description

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

A vehicle using the posture control of an inverted pendulum (hereinafter, simply referred to as an inverted pendulum vehicle) has attracted attention, and for example, a conveyance measure of Patent Document 1 has been proposed.
JP 2004-129435 A

In the transport device proposed in Patent Document 1, the control unit controls the operation of the rotating body so that the transport device is stationary or moved while detecting the balance state and the operation state of the housing by the sensor unit. Posture control is performed by moving a counterweight (balancer) according to the inclination angle of the vehicle body.

In the vehicle described in Patent Document 1, attitude control is performed by moving the balancer back and forth, but a specific control method during acceleration / deceleration of the vehicle is not disclosed.
Also, during acceleration / deceleration, inertial force accompanying the acceleration and reaction torque of the drive wheels act on the vehicle body (inverted support portion), so that the center of gravity of the vehicle body is moved in the acceleration direction in order to maintain the balance of the vehicle body. There is a need.
In general, the mass of the balancer is smaller than that of the vehicle body (if the mass is increased for posture control, the fuel consumption is reduced), and the moving distance is limited. Therefore, the center-of-gravity movement amount due to the balancer movement is relatively small. For this reason, in order to maintain the balance of the vehicle body at the time of high acceleration / deceleration, it is necessary to further tilt the vehicle body even if the balancer is moved. On the other hand, when the balancer is increased in order to cope with acceleration or to suppress the inclination of the vehicle body, since the mass with respect to the vehicle body increases, it becomes necessary to increase the rigidity of the vehicle body. As a result, problems such as an increase in the weight of the entire vehicle, an increase in the size of the vehicle body, and a reduction in fuel consumption arise, which is not realistic.
For example, when a balancer is not used, it is necessary to tilt the vehicle body forward by 20 degrees or more with respect to an acceleration of 0.4 G.
As the vehicle body is tilted, it is necessary for the occupant to tilt greatly at the time of sudden acceleration or sudden deceleration, and the sight of the occupant moves greatly up and down.

  SUMMARY OF THE INVENTION An object of the present invention is to provide a vehicle using posture control of an inverted pendulum that is comfortable to ride.

(1) In order to achieve the above object, according to the first aspect of the present invention, a drive wheel, a vehicle body rotatably supported on a rotation shaft of the drive wheel, and a relative movement to the vehicle body are disposed. A boarding unit, a target acquisition unit that acquires a vehicle target acceleration corresponding to a travel target input by the passenger, a driving unit that drives the drive wheel, a boarding unit moving unit that moves the boarding unit, and the vehicle Travel control for controlling travel based on target acceleration by controlling at least one of driving by the driving means and movement of the riding section by the riding section moving means, while adjusting the position of the center of gravity of the vehicle body and means, wherein the running control means, the frequency components of changes in the vehicle target acceleration, the frequency filter is divided into high-frequency components above the low-frequency components below the frequency of the frequency filter, said low circumferential Determining the driving torque of the drive wheel in accordance with the component, it determines the movement thrust force for moving the riding section according to the high-frequency component, to provide a vehicle, characterized in that.
(2) In invention of Claim 2, it has a designation | designated means which designates sensory acceleration, and the said travel control means determines the said driving torque and the said movement thrust further according to the said specified sensory acceleration, The vehicle according to claim 1 is provided.
(3) In the invention described in claim 3, the pre-Symbol low frequency component, the target inclination angle determination means for determining a target inclination angle by the vehicle body rotation, on the basis of the vehicle target acceleration and the target inclination angle And a target position determining means for determining a target position for moving the riding section, wherein the travel control means determines a driving torque of the driving wheel from the determined target inclination angle, and from the determined target position. The vehicle according to claim 1 or 2, wherein a moving thrust for moving the riding section is determined.

(1) In the first aspect of the present invention, the frequency components of changes in the vehicle target acceleration, the frequency filter is divided into frequency components higher than the low-frequency components below the frequency of the frequency filter, depending on the low-frequency component determining the driving torque of the driving wheel Te, because it determines the movement thrust force for moving the riding section according to the high frequency components to prevent sudden vehicle body inclination, it is possible to provide a vehicle with ride cardiac locations.
(2) In the invention according to claim 2, by enabling the designation of the body acceleration, the body acceleration can be quantitatively adjusted according to the “preference” of the passenger.
(3) In the invention according to claim 3, the vehicle body inclination angle is kept constant by determining the target position and driving torque of the riding section according to the target inclination angle determined from the low frequency component of the change in the vehicle target acceleration. The speed can be adjusted as it is, and the target value can be determined and controlled giving priority to the rider's comfort.

Hereinafter, a preferred embodiment of a vehicle according to the present invention will be described in detail with reference to FIGS.
(1) Outline of Embodiment FIG. 1 shows a state in which acceleration is performed with a small inclination angle by movement of the riding section in the present embodiment.
In the present embodiment, the balance (inverted state) of the vehicle body is maintained by relatively translating the riding section including the passenger in the longitudinal direction of the vehicle.
That is, as shown in FIG. 1 (a), the counter torque of the driving wheel acting on the vehicle body by the acceleration / deceleration according to the target traveling state (acceleration, deceleration, stop, etc.) based on the passenger's operation, and the inertial force accompanying the acceleration In order to maintain the balance, the boarding part including the passenger is translated in the acceleration direction.
Thereby, the inclination angle of the vehicle body with respect to acceleration / deceleration can be reduced, and a comfortable and safe inverted vehicle can be provided.

In the second embodiment, in determining the target vehicle body posture (vehicle target inclination angle, riding section position target value), the vehicle body inclination angle and the riding section movement amount are determined so as to adjust the degree of sensory acceleration. For example, when a strong acceleration feeling is desired, the riding section is moved while suppressing the vehicle body inclination. Thereby, according to a passenger | crew's liking, the inclination of a vehicle body with respect to acceleration and sensory acceleration can be adjusted.
Furthermore, in 3rd Embodiment, the front-back direction driving | running | working and attitude | position control of an inverted type vehicle using a riding part moving mechanism and a balancer moving mechanism are performed.
That is, according to the target travel state, the vehicle body inclination, the riding section position, and the balancer position are controlled to achieve the target travel state while maintaining the balance of the vehicle body. Specifically, when the vehicle target acceleration is smaller than a predetermined value, the balance of the vehicle body is maintained by the movement of the balancer and the inclination of the vehicle body. On the other hand, when the vehicle target acceleration is larger than a predetermined value, the balance of the vehicle body is maintained by the inclination of the vehicle body and the movement of the riding section while the balancer is moved to the maximum.

(2) Details of First Embodiment FIG. 2 illustrates an external configuration of a vehicle in the present embodiment in a state where an occupant is traveling and traveling forward.
As shown in FIG. 2, the vehicle includes two drive wheels 11a and 11b arranged on the same axis.
Both drive wheels 11a and 11b are driven by drive motors 12a and 12b, respectively.
In addition, about the drive wheel and drive motor of a vehicle, you may make it arrange | position not only the case where two are arrange | positioned coaxially but one, or three or more, respectively.

Boarding on which driving loads 11a and 11b (referred to as driving wheels 11 when referring to both driving wheels 11a and 11b. The same applies to other configurations hereinafter) and the driving motor 12 are loaded with heavy loads, passengers, etc. A portion 13 (sheet) is arranged.
The riding section 13 includes a seat surface section 131 on which a driver sits, a backrest section 132, and a headrest 133.

The riding section 13 is supported by the support member 14 via the moving mechanism 63. The support member 14 is fixed to a drive motor housing in which the drive motor 12 is accommodated.
As the moving mechanism 63, for example, a low-resistance linear moving mechanism such as a linear guide device is used, and the relative position between the riding section 13 and the support member 14 is changed by the driving torque of the riding section drive motor. ing.

The linear guide device includes a guide rail fixed to the support member 14, a slider fixed to the riding section drive motor, and a rolling element.
In the guide rail, two track grooves are formed linearly along the longitudinal direction on the left and right side surfaces thereof.
The slider has a U-shaped cross section, 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 element is incorporated between the raceway grooves described above and rolls in the raceway groove with the relative linear motion of the guide rail and the slider.
The slider has a return passage that connects both ends of the raceway groove, and the rolling elements circulate between the raceway groove and the return passage.
The linear guide device is provided with a brake (clutch) for fastening the movement of the linear guide device. When the operation of the riding section is unnecessary, such as when the vehicle is stopped, the slider is fixed to the guide rail by a brake, and the slider is fixed by fixing the guide rail to the support member 14. The relative position with respect to the riding section 13 is maintained. When the operation is necessary, the brake is released and the distance between the reference position on the support member 14 side and the reference position on the riding section 13 side is controlled to be a predetermined value.

An input device 30 is disposed beside the riding section 13, and a joystick 31 is disposed on the input device 30.
The driver operates the joystick 31 to give instructions for vehicle acceleration, deceleration, turning, in-situ rotation, stop, braking, and the like.
The input device 30 in the present embodiment is fixed to the seat surface portion 131, but may be configured by a remote controller connected by wire or wirelessly. Moreover, an armrest may be provided and the input device 30 may be arranged on the upper part thereof.

  Further, although the input device 30 is arranged in the vehicle of this embodiment, in the case of a vehicle that automatically travels according to predetermined travel command data, a travel command data acquisition unit is arranged instead of the input device 30. Established. The travel command data acquisition unit may be configured by, for example, a reading unit that acquires travel command data from various storage media such as a semiconductor memory, and / or a communication control unit that acquires travel command data from the outside through wireless communication. .

  In FIG. 2, the boarding unit 13 shows a case where a person is on board. However, the boarding part 13 is not necessarily limited to a vehicle driven by a person, and is loaded with only luggage or anything. In such a state, the vehicle may be run or stopped according to an external remote control operation or travel command data.

A control unit 16 is disposed between the riding section 13 and the drive wheel 11.
In the present embodiment, the control unit 16 is attached to the support member 14.
The control unit 16 may be attached to the lower surface of the seat surface portion 131 of the riding section 13. In this case, the control unit moves back and forth with the riding section 13 by the moving mechanism 63.

  The vehicle according to the present embodiment includes a battery as another device. The battery is disposed on the support member 14 and supplies drive and calculation power to the drive motor 12, the riding section drive motor, the control ECU 20, and the like.

In the following description, the driving wheel 11 and a portion fixed to the driving wheel 11 and rotating together are referred to as a “driving wheel”, a portion excluding the driving wheel from the entire vehicle including the passenger is referred to as a “vehicle body”, the riding portion 13, and A portion (including the passenger) that is fixed and moved in translation is referred to as a “boarding portion”.
In the present embodiment, the “boarding unit” is configured by a part of the boarding unit 13, the input device 30, and the moving mechanism 63 (linear guide), but by arranging the control unit 16 and the battery in the boarding unit 13. , May be added to the “boarding section”. As a result, the weight of the “boarding part” and the effect of the movement can be increased.

FIG. 3 shows the configuration of the control system in the first embodiment.
The control system includes a control ECU (electronic control unit) 20 that functions as a traveling posture control means, a joystick 31, a vehicle body tilt sensor 41, a drive wheel sensor 51, a drive motor 52 (same as the drive motor 12), a riding section sensor 61, a boarding Part motor 62 (boarding part drive motor) and other devices.

The control ECU 20 includes a main control ECU 21, a drive wheel control ECU 22, and a riding section control ECU 23, and performs various controls such as vehicle travel and posture control by drive wheel control, vehicle body control (inverted control), and the like.
The control ECU 20 is configured by a computer system including a ROM storing various programs such as a travel / posture control processing program and data in this embodiment, a RAM used as a work area, an external storage device, an interface unit, and the like. Yes.

The main control ECU 21 is connected to a drive wheel sensor 51, a vehicle body tilt sensor 41, a riding section sensor 61, and a joystick 31 as an input device 30.
The joystick 31 supplies a travel command (control operation amount) based on the operation of the passenger to the main control ECU 21.
The joystick 31 is set to the neutral position in the upright state, and instructs acceleration / deceleration by inclining in the front-rear direction, and instructs lateral acceleration during cornering by inclining left and right. The required acceleration / deceleration and lateral acceleration increase according to the inclination angle.

The vehicle body inclination sensor 41 functions as an inclination detection unit that detects the inclination angle of the vehicle body, and detects the inclination state of the vehicle body in the front-rear direction around the axle of the drive wheels 11.
The vehicle body inclination sensor 41 includes an acceleration sensor that detects acceleration and a gyro sensor that detects the vehicle body inclination angular velocity. By calculating the vehicle body inclination angle θ ₁ from the detected vehicle body inclination angle velocity at the same time as calculating the vehicle body inclination angle θ ₁ from the detected acceleration, the accuracy is improved. Only one of the sensors may be arranged, and the vehicle body inclination angle and the angular velocity may be calculated from the detected value.

  The main control ECU 21 functions as a target travel state acquisition unit that acquires a target travel state. Furthermore, it functions as output determining means for determining the driving torque of the driving wheels and the moving thrust of the riding section according to the acquired target traveling state.

The main control ECU 21 functions as a target posture determination unit that determines a target vehicle body inclination angle and a target riding section position according to a target travel state based on a signal from the joystick 31.
Further, the main control ECU 21 determines the feedforward output of each actuator (the drive motor 52 and the riding section motor 62) according to the target traveling state and the target posture (target vehicle body inclination angle and target riding section position). Functions as output determining means.
Further, the main control ECU 21 determines the feedback output of the drive motor 52 according to the deviation between the target value of the vehicle body inclination angle and the actual measurement value, and also determines the riding section according to the deviation between the target value of the riding section position and the actual measurement value. It functions as a feedback output determining means for determining the feedback output of the motor 62.

The main control ECU 21 functions as drive means together with the drive wheel control ECU 22 and the drive motor 52, and further includes a drive wheel sensor 51 to constitute a drive wheel control system 50.
The drive wheel sensor 51 detects the drive wheel rotation angle (rotation angular velocity) that is the rotation state of the drive wheel 11 and supplies the detected value to the main control ECU 21. The drive wheel sensor 51 of the present embodiment is configured by a resolver and detects the drive wheel rotation angle. The rotational angular velocity is calculated from the driving wheel rotational angle.
The main control ECU 21 supplies a drive torque command value to the drive wheel control ECU 22, and the drive wheel control ECU 22 supplies an input voltage (drive voltage) corresponding to the drive torque command value to the drive motor 52. The drive motor 52 functions as a drive wheel actuator that applies drive torque to the drive wheels 11 in accordance with the input voltage.

The main control ECU 21 constitutes a riding section control system 60 together with the riding section control ECU 23, the riding section sensor 61, and the riding section motor 62.
The riding section sensor 61 functions as position detection for detecting the relative position of the riding section, and supplies data of the detected riding section position (movement speed) to the main control ECU 21. The riding section sensor of the present embodiment is composed of an encoder and detects the riding section position. The moving speed of the riding section is calculated from the detected value of the riding section position.
The main control ECU 21 supplies a riding section thrust command value to the riding section control ECU 23, and the riding section control ECU 23 supplies an input voltage (drive voltage) corresponding to the riding section thrust command value to the riding section motor 62. The riding section motor 62 functions as a riding section actuator that applies a thrust force to translate the riding section 13 according to the input voltage.

Next, the traveling / posture control processing by the vehicle configured as described above will be described.
FIG. 4 is a flowchart showing the contents of the travel / posture control process.
First, an overview of the entire processing by the running / posture control processing will be described.
In the running / posture control in the present embodiment, the vehicle body inclination and the riding section position are controlled according to the target driving state such as acceleration / deceleration, stop, etc., and the target driving state is realized while maintaining the balance of the vehicle body. .

  First, the main control ECU 21 determines how to move the vehicle, that is, a traveling target of the vehicle according to the will of the passenger (step 110 to step 130).

Next, the main control ECU 21 determines a vehicle body target posture (a target vehicle body inclination angle and a target riding section position) that maintains the balance of the vehicle body (takes an inverted posture) with respect to the determined travel target (step 140).
As described above, by optimizing the vehicle body inclination amount and the riding section position, it is possible to reduce the vehicle body inclination and prevent the ride comfort from deteriorating, and to give the passenger a suitable acceleration feeling.

  Then, the main control ECU 21 determines output values of the drive motor 52 and the riding section motor 62 necessary for realizing the target vehicle running state and vehicle body posture. In accordance with the values, the actual outputs of the drive motor 52 and the riding section motor 62 are controlled by the driving wheel control ECU 22 and the riding section control ECU 23 (step 150 to step 200).

Next, details of the travel / posture control process will be described.
The main control ECU 21 acquires a steering operation amount (travel command) of the joystick 31 by the passenger (step 110).
Then, the main control ECU 21 determines a vehicle acceleration target value (vehicle target acceleration) α ^* based on the acquired operation amount (step 120). For example, a value proportional to the front / rear operation amount of the joystick 31 is set as the value of the vehicle target acceleration α ^* .

The main control ECU 21 calculates a drive wheel angular velocity target value (drive wheel target angular velocity) [θω ^* ] from the determined vehicle target acceleration α ^* (step 130).
The symbol [n] represents the time derivative of n. For example, the vehicle target acceleration α ^* is integrated over time, and a value obtained by dividing the vehicle target acceleration α ^* by a predetermined driving wheel grounding radius is calculated as the driving wheel target angular velocity [θω ^* ].

Next, the main control ECU 21 determines target values for the vehicle body inclination angle and the riding section position (step 140). That is, the target value (target vehicle body tilt angle) θ ₁ ^* of the vehicle body tilt angle is determined by the following formulas 1 to 3 corresponding to the magnitude of the vehicle target acceleration α ^* determined in step 120.
Then, based on the determined target vehicle body inclination angle θ ₁ ^* , the riding section position target value (passing section target position) λ _S ^* is determined by Expressions 4 to 6 corresponding to the magnitude of the vehicle target acceleration α ^* .

(Formula 1) θ ₁ ^* = φ ^* −β _Max + sin ⁻¹ (γ sin φ ^* cos β _Max ) (α ^* <− α _Max )
(Formula 2) θ ₁ ^* = (1-C _Sense ) φ ^* (−α _Max ≦ α ^* ≦ α _Max )
(Formula 3) θ ₁ ^* = φ ^* + β _Max + sin ⁻¹ (γ sin φ ^* cos β _Max ) (α ^* > α _Max )

(Formula 4) λ _S ^* = − λ _{S, Max} (α ^* <− α _Max )
(Formula 5) λ _S ^* = l ₁ (m ₁ / m _S ) {tan (φ ^* −θ ₁ ^* ) + γ (sin φ ^* / cos (φ ^* −θ ₁ ^* ))}} (−α _Max ≦ α ^* ≦ α _Max )
(Formula 6) λ _S ^* = λ _{S, Max} (α ^* > α _Max )

In Equations 1 to 6, φ ^* , β _Max , and γ are as follows.
φ ^* = tan ^-1 α ^*
β _Max = tan ^-1 (m _S λ _{S, Max} / m ₁ l ₁ )
γ = M˜R _W / m ₁ l ₁ , M˜ = m ₁ + m _W + I _W / R _W ²

α ^* is the vehicle target acceleration (G). Also, λ _{S, Max} is a set value that is the maximum value of the riding section movement amount.
The threshold α _Max is the vehicle target acceleration α ^* when λ ^* = λ _{S, Max} in Equation 5, that is, when the riding section is moved to the limit. Although this threshold value α _Max is a predetermined value, it cannot be obtained analytically, so it is determined by using iterative calculation, an approximate expression, or the like.

FIG. 5 illustrates the relationship between the vehicle target acceleration α ^* (horizontal axis), the target vehicle body inclination angle θ ₁ ^*, and the riding section target position λ _S ^* given by Expressions 1 to 6.
When the vehicle target acceleration α ^* is between the threshold values ± α _Max (−α _Max ≦ α ^* ≦ α _Max ), the target vehicle body inclination angle θ ₁ ^* is determined by Formula 2, and the riding section target position λ _S ^* is expressed by Formula Determined by 5.
As a result, in the range of -α _Max ≦ α ^* ≦ α _Max , the vehicle body is tilted to θ ₁ ^* and the riding section is also moved to λ _S ^* , thereby maintaining the balance of the vehicle body and providing an appropriate acceleration to the passenger. You can feel it.

Thus, within the range of the threshold value ± α _Max , the movement of the center of gravity necessary for realizing the vehicle target acceleration α ^* is performed by both the vehicle body inclination and the riding section movement, but the share of the center of gravity movement is determined. Is the passenger acceleration sensitivity coefficient C _Sense in Equations 2 and 5. The value of C _Sense is 0 ≦ C _Sense ≦ 1, and is set in advance.
When the value of the set value C _Sense is increased with respect to a certain vehicle target acceleration α ^* , the target vehicle body inclination angle θ ₁ ^* is increased (Formula 2), and the riding section target position λ _S ^* is decreased (Formula 5).

C _Sense corresponds to the extent that the passenger feels acceleration.
That is, if C _Sense = 1, the target vehicle body inclination angle θ ₁ ^* = 0 (Equation 2), and the vehicle body is not inclined at all, so that the passenger feels the inertial force due to the acceleration / deceleration of the vehicle as it is.
On the other hand, when C _Sense = 0, θ ₁ ^* = φ ^* = tan ⁻¹ α ^* , and the vehicle body is tilted to the equilibrium tilt angle (the resultant angle of gravity and inertial force), so the passenger does not feel the inertial force. (However, downward force increases for passengers.)

In this embodiment, C _Sense = p is set in advance as a value that makes the passenger feel the optimum acceleration.
For example, when C _Sense = 1, all the movements of the center of gravity necessary for realizing the vehicle target acceleration α ^* are realized by the movement of the riding section 13, and the vehicle body is controlled to be kept upright. While driving.

When the riding section movement amount reaches the limit ± λ _{S, Max} , that is, when the vehicle target acceleration α ^* <− α _Max or α ^* > α _Max , as shown in FIG. Therefore, the balance is maintained (Equations 1 and 3).
In addition, when there is a margin in the riding section movement amount, the vehicle body inclination angle may be limited.

(Modification of determination of target vehicle body inclination angle θ ₁ ^* and riding section target position λ _S ^* )
In the description of the above embodiment, any one of Formulas 1 to 3 and Formulas 4 to 6 is selected from the relationship between the vehicle target acceleration α ^* and the threshold value ± α _Max, and the target vehicle body inclination angle θ ₁ ^*. The case where the riding section target position λ _S ^* is determined has been described.
In contrast, the target vehicle body inclination angle θ ₁ ^* and the riding section target position λ _S ^* may be determined by the target value determination process shown in FIG.

FIG. 6 is a flowchart showing the contents of the target value determination process in the first embodiment.
The main control ECU 21 first calculates a target vehicle body inclination angle θ ₁ ^* corresponding to the vehicle target acceleration α ^* from Equation 2 (step 10).
Then, the riding section target position λ _S ^* is calculated from Formula 5 using the determined θ ₁ ^* (step 11), and the calculated value λ _S ^* is −λ _{S, Max} ≦ λ _S ^* ≦ where the riding section is movable. It is determined whether it is within the range of λ _{S, Max} (step 12).
If the calculated value λ _S ^* is within the movable range of the riding section (step 12; Y), the main control ECU 21 sets λ calculated in step 11 to θ ₁ ^* calculated in step 10 as the target vehicle body inclination angle. Each of _S ^* is determined as the riding section target position (step 13), and the process is terminated.

On the other hand, when the calculated value λ _S ^* is outside the range in which the riding section can move (step 12; N), the main control ECU 21 sets the riding section movement amount maximum value ± λ _{S, Max} to the riding section target position λ _S ^*. (Step 14).
Then, θ ₁ ^* corresponding to the vehicle target acceleration α ^* is calculated again using Formula 1 or Formula 3, and this is determined as the target vehicle body inclination angle θ ₁ ^* (step 15), and the process ends.

According to the above target value determination process, the target vehicle body inclination angle θ ₁ ^* and the threshold value α _Max for determining which one of Formulas 1 to 3 and Formulas 4 to 6 should be used are determined. The riding section target position λ _S ^* can be determined.
In the present embodiment, the vehicle body target posture is determined using Formulas 1 to 6 which are strict theoretical formulas, but may be determined using a simpler formula. For example, an expression obtained by linearizing Expressions 1 to 6 may be used. Further, instead of the mathematical expression, the relationship between the vehicle target acceleration α ^* and the vehicle body target posture may be prepared in advance as a map, and the vehicle body target posture may be determined using the map.
On the other hand, more complicated relational expressions may be used. For example, if the absolute value of the vehicle target acceleration α ^* is less than or equal to a predetermined threshold, the relational expression is set so that only the riding section is moved without tilting the vehicle body and the vehicle body begins to tilt when the threshold value is exceeded. May be.
In the present embodiment, the maximum forward movement amount and the maximum backward movement amount from the reference position of the riding section are assumed to be the same, but they may be different. For example, by increasing the maximum rearward movement amount, the braking performance can be increased compared to the acceleration performance. In this case, the same control can be easily realized by correcting the threshold value α _Max so as to correspond to each limit value.

Returning to the description of the travel / posture control process (FIG. 4), the main control ECU 21 calculates the remaining target values using the determined target values (step 150).
That is, the target wheel rotation angle target value θ _W ^* , the vehicle body inclination angular velocity target value [θ ₁ ^* ], and the riding section movement speed target value [λ _S ^* ] are obtained by time differentiation or time integration of each target value. Calculate each.

Next, the feedforward output of each actuator is determined (step 160).
The main control ECU 21 determines the feedforward output τ _{W, FF} of the drive motor 52 that is expected to be required to realize the vehicle target acceleration α ^* by the following formula 7. Incidentally, M˜ in Equation 7 is the total mass of the vehicle in consideration of the rotational inertia of the drive wheels.
Further, the feedforward output S _{S, FF} of the riding section motor 62 is determined from each target value according to Formula 8. This S _{S, FF} corresponds to the riding section thrust necessary for the riding section to remain at the target position without moving by the gravity with respect to the target vehicle body inclination angle θ ₁ ^* .

(Formula 7) τ _{W, FF} = M˜R _W g α ^*
(Formula 8) S _{S, FF} = −m _S g sin θ ₁ ^*

By giving a feedforward output such as Expressions 7 and 8, each state quantity can be controlled with higher accuracy.
Although this method is particularly effective for reducing the steady-state deviation of the state quantity, an integral gain may be given by feedback control (step 190) instead.

Next, the main control ECU 21 acquires each state quantity from each sensor (step 170). That is, the drive wheel rotation angle (rotation angular velocity) is acquired from the drive wheel sensor 51, the vehicle body inclination angle (inclination angular velocity) is acquired from the vehicle body inclination sensor 41, and the riding section position (movement speed) is acquired from the riding section sensor 61.
The main control ECU 21 calculates the remaining state quantity (step 180). That is, the remaining state quantity is calculated by integrating or differentiating the driving wheel rotation angle (rotation angular velocity), the vehicle body inclination angle (inclination angular velocity), and the riding section position (movement velocity).

Next, the main control ECU 21 determines the feedback output of each actuator (step 190).
That is, from the deviation between each target value and the actual state quantity, the feedback output τ _{W, FB} of the drive motor 52 is determined by Expression 9 and the feedback output S _{S, FB} of the riding section motor 62 is determined by Expression 10.
In Equations 9 and 10, K _** is a feedback gain, and for each feedback gain K _** , for example, an optimal regulator value is set in advance. Further, as described above, an integral gain may be introduced in order to eliminate the steady deviation.

(Formula 9) τ _{W, FB} = −K _W1 (θ _W −θ _W ^* ) − K _W2 ([θ _W ] − [θ _W ^* ]) − K _W3 (θ ₁ −θ ₁ ^* ) − K _W4 ( [θ ₁ ] − [θ ₁ ^* ]) − K _W5 (λ _S −λ _S ^* ) − K _W6 ([λ _S ] − [λ _S ^* ])
(Formula 10) S _{S, FB} = −K _S1 (θ _W −θ _W ^* ) − K _S2 ([θ _W ] − [θ _W ^* ]) − K _S3 (θ ₁ −θ ₁ ^* ) − K _S4 ( [θ ₁ ] − [θ ₁ ^* ]) − K _S5 (λ _S −λ _S ^* ) − K _S6 ([λ _S ] − [λ _S ^* ])

It may be simplified by setting some feedback gains to zero. For example, instead of Equation 9, τ _{W, FB} = −K _W2 ([θ _W ] − [θ _W ^* ]) − K _W3 (θ ₁ −θ ₁ ^* ), and instead of Equation 10, S _{S, FB} = -K _S5 (λ _S -λ _S ^* ) may be used.

Finally, the main control ECU 21 gives a command value to each element control system (step 200), and returns to the main routine.
That is, the main control ECU 21 uses the sum (τ _{W, FF} + τ _{W, FB} ) of the feedforward output τ _{W, FF} determined in step 160 and the feedback output τ _{W, FB} determined in step 190 as the drive torque command value τ. _W is supplied to the drive wheel control ECU 22 as _W. Further, the sum (S _{S, FF} + S _{S, FB} ) of the feedforward output S _{S, FF} and the feedback output S _{S, FB} is supplied to the riding section control ECU 23 as the riding section thrust command value S _S.

Thus, the drive wheel control ECU 22 supplies the drive motor 52 with the drive torque τ _W by supplying the drive motor 52 with the input voltage (drive voltage) corresponding to the drive torque command value τ _W.
Also, the riding section control ECU23 is, by supplying an input voltage corresponding to the riding section thrust force command value S _S (drive voltage) to the riding section motor 62, moves the riding section.

(3) Second Embodiment In the first embodiment, the passenger acceleration sensation coefficient C _Sense is set to a preset value, so that the ratio of the sensory acceleration to the vehicle acceleration (target value) is made constant.
On the other hand, in the second embodiment, the degree of sensory acceleration can be quantitatively adjusted according to the passenger's preference. That is, in determining the target vehicle body posture, the vehicle body inclination angle and the riding section movement amount are determined so as to adjust the degree of body acceleration according to the passenger's preference. For example, in order to obtain a strong feeling of acceleration, the riding section 13 is moved while suppressing the vehicle body inclination. And this is implement _| achieved by making the passenger acceleration sensitive count _CSense in Numerical formula 2 variable.
Thus, by changing the occupant acceleration sensitivity coefficient C _Sense , it is possible to respond to various requests by various occupants while ensuring the stability of posture control, and to provide a more comfortable inverted vehicle. Can do.

FIG. 7 shows the configuration of the control system in the second embodiment. In addition, the same code | symbol is attached | subjected to the part similar to the control system in 1st Embodiment shown in FIG. 3, and the description is abbreviate | omitted suitably.
As shown in FIG. 7, in the second embodiment, a control mode input device 32 is arranged in the input device 30.
The control mode input device 32 is provided with a switch for selecting a control mode. The control mode is provided with a smooth mode in which the body acceleration is increased but the vehicle body inclination is further suppressed, and an active mode in which the body acceleration is decreased but the vehicle body inclination is increased.
From the control mode input device 32, the control mode selected by the passenger is supplied to the main control ECU 2121.

FIG. 8 is a diagram showing the correspondence between selectable control modes and the passenger acceleration sensation coefficient C _Sense .
As shown in FIG. 8, in the smooth mode, by setting C _Sense (Equation 2) to a value close to 1, for example, 0.75, the sensory acceleration increases, but the vehicle body tilt decreases (instead of Increase the forward / backward movement of the boarding area).
On the other hand, in the active mode, by setting C _Sense to a value close to 0, for example, 0.25, the sensory acceleration is reduced, but the vehicle body inclination is increased (instead, the back-and-forth movement width of the riding section is reduced).

In the second embodiment, two types of control modes are provided, but more modes (for example, three modes including C _Sense = 0.5 and five modes including C _Sense = 1 and 0). Etc.) may be provided.
Alternatively, the passenger may input a numerical value (required vehicle body inclination) and change the coefficient C _Sense according to the value. In this case, a dial type analog input device or a touch panel type digital input device is provided in the control mode input device 32.

The travel / posture control process in the second embodiment configured as described above will be described with reference to the flowchart of FIG. In the description of the flowchart in the second embodiment, the same reference numerals and step numbers are assigned to the same parts as those in the first embodiment, and the description of the same parts is appropriately omitted.
In the travel / posture control in the second embodiment, the main control ECU 21 first determines how to move the vehicle according to the will of the passenger, that is, the travel target of the vehicle, as in the first embodiment ( Steps 110-130).

Then, the main control ECU 21 acquires a control mode signal (step 131) and determines a passenger acceleration sensitivity coefficient (step 132). That is, the control mode commanded by the passenger using the control mode input device 32 is recognized, and a value corresponding to the control mode is set in the passenger acceleration sensitivity coefficient C _Sense (see FIG. 8).

Next, the main control ECU 21 determines the target vehicle body inclination angle θ ₁ ^* and the riding section target position λ _S ^* (step 140). In the second embodiment, the vehicle body target posture is determined using the vehicle target acceleration α ^* and the set passenger acceleration sensitivity coefficient C _Sense . That is, the target vehicle body inclination angle θ ₁ ^* is determined by Expressions 1 to 3, and the riding section target position λ _S ^* is determined by Expressions 4 to 6.
In the second embodiment, the target vehicle body inclination angle θ ₁ ^* and the riding section target position λ _S ^* are determined by the target value determination process described with reference to FIG. 6 as in the first embodiment. Good.

  Hereinafter, as in the first embodiment, the main control ECU 21 determines the output values of the drive motor 52 and the riding section motor 62 necessary for realizing the target vehicle running state and vehicle body posture, and according to the values. The actual outputs of the drive motor 52 and the riding section motor 62 are controlled by the driving wheel control ECU 22 and the riding section control ECU 23 (steps 150 to 200), and the process returns to the main routine.

According to the second embodiment, acceleration / deceleration can be performed by tilting the vehicle body, or acceleration / deceleration can be performed by moving the seat, or can be quantitatively adjusted according to the “preference” of the passenger.
Since “preference” changes depending on the mood and situation at that time, it is necessary to adjust it accordingly. In addition, it is difficult for passengers to adjust complicated control system parameters, and in order to ensure the stability of vehicle body posture control during sudden acceleration / deceleration, the seats and vehicle It is necessary to tilt greatly. In order to deal with these problems, in the present embodiment, it is possible to easily adjust the ride comfort by changing one parameter, to perform sequential adjustment, and to realize control that ensures stability during high acceleration / deceleration.

(4) Third Embodiment Next, a third embodiment will be described.
In the first and second embodiments, the case where the movement of the center of gravity position with respect to the vehicle target acceleration α ^* is performed by the vehicle body inclination and the riding section movement is described. In the third embodiment, a weight different from that of the riding section is used. By moving the balancer, which is an object, back and forth, traveling / posture control in the longitudinal direction of the inverted vehicle is performed.
That is, the vehicle body inclination, the riding section position, and the balancer position are controlled according to the target travel state such as acceleration / deceleration and stop, and the target travel state is realized while maintaining the balance of the vehicle body.
Although omitted in the description of the third embodiment, as in the second embodiment, the passenger acceleration perception count C _Sense may be variable according to the passenger's preference for the body acceleration.

FIG. 10 shows the configuration of the control system in the third embodiment. In addition, the same code | symbol is attached | subjected to the part similar to the control system in 1st Embodiment shown in FIG. 3, and the description is abbreviate | omitted suitably.
As shown in FIG. 10, the control system in the third embodiment further includes a balancer control ECU 24, a balancer sensor (balancer movement state measuring device) 71, and a balancer motor (balancer actuator) 72. It functions as a balancer control system 70 together with each part.

The balancer sensor 71 supplies balancer position data to the main control ECU 21. The main control ECU 21 supplies a balancer thrust command value to the balancer control ECU 24, and the balancer control ECU 24 supplies an input voltage (drive voltage) corresponding to the balancer thrust command value to the balancer drive actuator 62.
Other configurations are the same as those of the first embodiment described in FIG.

FIG. 11 shows a configuration example of a balancer moving mechanism that moves the balancer 134 to an arbitrary position.
This balancer moving mechanism functions as a weight body moving means and constitutes a part of the vehicle body. The balancer moving mechanism moves the center of gravity of the vehicle body by moving the balancer 134, which is a heavy body, in the front-rear direction.
The balancer 134 is disposed between the riding section 13 and the drive wheel 11. The balancer 134 is configured to be movable in the front-rear direction (a direction perpendicular to the vehicle body central axis and the axle) by the balancer drive actuator 62.

  The balancer moving mechanism of FIG. 11A according to the present embodiment linearly moves the balancer 134 on the slider by the slider type actuator 135.

As another embodiment, the balancer moving mechanism shown in FIGS. 11B and 11C is a mechanism using a rotationally moving balancer. A balancer 134 is disposed at one end of the support shaft 136, and the rotors of the balancer support shaft rotation motors 137 and 138 are fixed to the other end of the support shaft 136. Then, the balancer support shaft motors 137 and 138 move the balancer 134 on a circumferential path whose radius is the support shaft 136.
In the balancer moving mechanism shown in FIG. 11B, the balancer support shaft rotation motor 137 is disposed below the seat surface portion 131, and the balancer 134 moves on the lower side of the circumferential track.
In the balancer moving mechanism of FIG. 11 (c), the balancer support shaft rotating motor 138 is disposed coaxially with the drive wheels 11, and the balancer 134 moves on the upper side of the circumferential track.

As another example of the balancer moving mechanism, the balancer 134 may be moved by a telescopic actuator.
For example, one end of each of the two telescopic actuators is fixed to the front and rear of the vehicle, the other end is fixed to the balancer 134, one of the two telescopic actuators is extended, and the other is contracted, thereby making the balancer 134 straight. It may be moved.

FIG. 12 illustrates a dynamic model of a vehicle attitude control system including the balancer of the present embodiment. In addition, about the other part except the balancer in this dynamic model, it is applicable also to other embodiment.
The balancer 134 in FIG. 12 illustrates the case of FIG. 12A that moves in a direction perpendicular to the axle and the vehicle center axis.

Each symbol in FIG. 12 is as follows. The same applies to the symbols in the mathematical expressions in this description.
(A) State quantity θ _W : Drive wheel rotation angle [rad]
θ ₁ : body inclination angle (vertical axis reference) [rad]
λ ₂ : Balancer position (vehicle center point reference) [m]
λ _S : Riding part position (vehicle center point reference) [m]
(B) Input τ _W : Driving torque (total for two wheels) [Nm]
S _B : Balancer thrust [N]
S _S : riding section thrust [N]
(C) Physical constant g: Gravitational acceleration [m / s ² ]
(D) Parameter m _W : Drive wheel mass (total of 2 wheels) [kg]
R _W : Driving wheel contact radius [m]
I _W : Moment of inertia of drive wheel (total of 2 wheels) [kgm ² ]
D _W : Viscosity damping coefficient [Ns / rad] with respect to drive wheel rotation
m ₁ : Car body mass (including the riding section and balancer) [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 [Ns / rad] with respect to vehicle body tilt
m ₂ : Balancer mass [kg]
l ₂ : Balancer reference center of gravity distance (from axle) [m]
I ₂ : Balancer moment of inertia (around the center of gravity) [kgm ² ]
D ₂ : Viscosity damping coefficient for balancer translation [Ns / m]
m _S : Mass of riding section [kg]
l _S : riding section reference center of gravity distance (from axle) [m]
I _S: riding section moment of inertia (center of gravity around) [kgm ^2]
D _S: viscous damping coefficient relative to riding section translation [Ns / m]

A travel / posture control process in the third embodiment configured as described above will be described.
The travel / posture control process in the third embodiment is processed in substantially the same manner as in the first embodiment described with reference to FIG. 4, and therefore, with reference to FIG. The description of the same part will be omitted as appropriate.

  In the travel / posture control in the third embodiment, the main control ECU 21 first determines how to move the vehicle according to the will of the passenger, that is, the travel target of the vehicle, as in the first embodiment ( Steps 110-130).

Then, the main control ECU 21 determines the target vehicle body inclination angle θ ₁ ^* , the riding section target position λ _S ^* , and the balancer target position λ ₂ ^* , which are target values of the respective state quantities (step 140).
That is, the target vehicle body inclination angle θ ₁ ^* is calculated by the following formulas 11 to 13 corresponding to the magnitude of the vehicle target acceleration α ^* determined in step 120, and the riding section target position λ _S ^* is calculated by the formulas 14 to 18. The balancer target position λ ₂ ^* is determined by Expression 19 to Expression 21, respectively.

(Formula 11) θ ₁ ^* = φ ^* −β _{S, Max} + sin ⁻¹ (γ sin φ ^* cos β _{S, Max} ) (α ^* <− α _{S, Max} )
(Formula 12) θ ₁ ^* = (1−C _Sense ) φ ^* (−α _{S, Max} ≦ α ^* ≦ α _{S, Max} )
(Formula 13) θ ₁ ^* = φ ^* + β _{S, Max} + sin ⁻¹ (γ sin φ ^* cos β _{S, Max} ) (α ^* > α _{S, Max} )

(Formula 14) λ _S ^* = − λ _{S, Max} (α ^* <− α _{S, Max} )
(Formula 15) λ _S ^* = l ₁ (m ₁ / m _S ) [tan (φ ^* −θ ₁ ^* ) + γ (sin φ ^* / cos (φ ^* −θ ₁ ^* ))] + (m ₂ / m _S ) Λ _{2, Max} (−α _{S, Max} ≦ α ^* <−α _{2, Max} )
(Formula 16) λ _S ^* = 0 (−α _{2, Max} ≦ α ^* ≦ α _{2, Max} )
(Formula 17) λ _S ^* = l ₁ (m ₁ / m _S ) [tan (φ ^* −θ ₁ ^* ) + γ (sin φ ^* / cos (φ ^* −θ ₁ ^* ))] − (m ₂ / m _S ) Λ _{2, Max} (α _{2, Max} <α ^* ≦ α _{S, Max} )
(Formula 18) λ _S ^* = λ _{S, Max} (α ^* > α _{S, Max} )

(Formula 19) λ ₂ ^* = − λ _{2, Max} (α ^* <− α _{2, Max} )
(Formula 20) λ ₂ ^* = l ₁ (m ₁ / m ₂ ) [tan (φ ^* −θ ₁ ^* ) + γ (sin φ ^* / cos (φ ^* −θ ₁ ^* ))]] (−α _{2, Max} ≦ α ^* ≦ α _{2, Max} )
(Formula 21) λ ₂ ^* = λ _{2, Max} (α ^* > α _{2, Max} )

In Equations 11 and 13, β _{S, Max} is as follows.
β _{S, Max} = tan ⁻¹ ((m _S λ _{S, Max} + m ₂ λ _{2, Max} ) / m ₁ l ₁ )
Also, λ _{2, Max} is a set value which is the maximum balancer movement amount.
Other symbols in Expressions 11 to 21 are the same as Expressions 1 to 6 in the first embodiment.

The threshold α _{2, Max} is the vehicle target acceleration α ^* when λ ₂ ^* = λ _{2, Max} in Equation 20, that is, when the balancer is moved to the limit, and the threshold α _{s, Max} is given in Equation 17. When λ _S ^* = λ _{S, Max} , that is, the vehicle target acceleration α ^* when the riding section is moved to the limit.
These threshold values α _{2, Max} , α _{S, Max} are default values as in the first embodiment, but cannot be obtained analytically, and are determined by using iterative calculations, approximate expressions, or the like.

FIG. 13 illustrates the relationship between the vehicle target acceleration α ^* (horizontal axis) given by Expressions 11 to 21 and the target vehicle body inclination angle θ ₁ ^* , the riding section target position λ _S ^* , and the balancer target position λ ₂ ^*. It is.

When the vehicle target acceleration α ^* is between the threshold values ± α2 _{, Max} (−α2 _{, Max} ≦ α ^* ≦ α2 _{, Max} ), the riding section target position is set to λ _S ^* = 0 (Equation 16), and the vehicle The movement of the center of gravity necessary for realizing the target acceleration α ^* is realized by the balancer movement and the vehicle body tilt.
That is, the balancer target position λ ₂ ^{* is determined} by Equation 20 and the target vehicle body inclination angle θ ₁ ^* is determined by Equation 12.

When the vehicle target acceleration α ^* is between the threshold value ± α _{2, Max} and the threshold value ± α _{S, Max} (−α _{S, Max} ≦ α ^* ≦ −α _{2, Max} or α _{2, Max} ≦ α ^* ≦ α _{S, Max} ), and the balancer is fixed to the balancer target position λ ₂ ^* = ± λ _{2, Max} (Formula 19, Formula 21) which is the movement limit according to the direction of the target acceleration (+ or −), Further movement of the center of gravity necessary for realizing the vehicle target acceleration α ^* is realized by moving the riding section and tilting the vehicle body.
That is, when the vehicle target acceleration alpha ^* is + (acceleration), the limit value of the balancer position lambda ^* a +, vehicle target acceleration alpha ^* is - fixed to the limit value - in the case of (deceleration), the balancer position lambda ^* a To do.
That is, the riding section target position λ _S ^{* is determined} by Expression 15 and Expression 17, and the target vehicle body inclination angle θ ₁ ^* is determined by Expression 12.

When the vehicle target acceleration α ^* is outside the range of the threshold value ± α _{S, Max} (α ^* <− α _{S, Max} or α _{S, Max} <α ^* ), the balancer target position λ that is the movement limit of the balancer ₂ ^* = ± λ _{2, Max} (Equation 19 and Equation 21), and the riding section is fixed to the riding portion target position λ _S ^* = ± λ _{S, Max} (Equation 14 and Equation 18), which is the movement limit, Further movement of the center of gravity necessary for realizing the vehicle target acceleration α ^* is realized by tilting the vehicle body.
That is, the target vehicle body inclination angle θ ₁ ^* is determined by Equations 11 and 13.

As described above, in the third embodiment, at the time of low acceleration, the riding section does not move, and the balance is maintained by moving only the balancer, and when the balancer movement amount reaches the limit, the riding section also moves to maintain the balance.
Accordingly, it is possible to make the occupant feel an appropriate acceleration without moving the riding section with respect to the low acceleration and with a small vehicle body inclination.

(Modification of determination of target vehicle body inclination angle θ ₁ ^* , balancer target position λ ₂ ^* , and riding section target position λ _S ^* )
In the description of the above embodiment, Formula 11 to Formula 13, Formula 14 to Formula 18, Formula 19 to Formula 21 is selected from the relationship between the vehicle target acceleration α ^* and threshold values ± α _{2, Max} , ± α _{S, Max.} Thus, the case where each target value (target vehicle body inclination angle θ ₁ ^* , balancer target position λ ₂ ^* , riding section target position λ _S ^* ) is determined has been described.
On the other hand, similarly to the modification in the first embodiment, each target value may be determined by the target value determination process shown in FIG.

FIG. 14 is a flowchart showing the contents of target value determination processing in the third embodiment.
First, the main control ECU 21 calculates a target vehicle body inclination angle θ ₁ ^* corresponding to the vehicle target acceleration α ^* from Equation 12 (step 30).
Then, the balancer target position λ ₂ ^* is calculated from Equation 20 using the determined θ ₁ ^* (step 31), and the calculated value λ ₂ ^* is −λ _{2, Max} ≦ λ ₂ ^* ≦ λ ₂ where the balancer is movable. ^* _, It is determined whether it is within the range of _Max (step 32).
If the calculated value λ ₂ ^* is within the range in which the balancer is movable (step 32; Y), the main control ECU 21 sets λ ₂ calculated in step 31 to θ ₁ ^* calculated in step 30 as the target vehicle body inclination angle. ^* Is determined as each balancer target position (step 33), and the process ends.

On the other hand, when the calculated value λ ₂ ^* is outside the range in which the riding section can move (step 32; N), the main control ECU 21 determines the balancer movement amount maximum value ± λ _{2, Max} as the balancer target position λ ₂ ^* . (Step 34).

Then, using the θ ₁ ^* determined in step 30 again, the riding section target position λ _S ^* is calculated from Expression 15 or Expression 17 (step 361), and the calculated value λ _S ^* is −λ where the riding section is movable. It is determined whether or not _{S, Max} ≦ λ _S ^* ≦ λ _{S, Max} is satisfied (step 36).
If the calculated value λ _S ^* is within the movable range of the riding section (Step 36; Y), the main control ECU 21 sets λ ₁ ^* calculated in Step 30 as the target vehicle body tilt angle and λ calculated in Step 35. _S ^* is determined as the riding section target position (step 37), and the process is terminated.

On the other hand, when the calculated value λ _S ^* is outside the range in which the riding section can move (step 36; N), the main control ECU 21 sets the riding section movement amount maximum value ± λ _{S, Max} to the riding section target position λ _S ^*. (Step 38).
Then, θ ₁ ^* corresponding to the vehicle target acceleration α ^* is calculated again using Formula 11 or Formula 13, and this is determined as the target vehicle body inclination angle θ ₁ ^* (step 39), and the process is terminated.

According to the above target value determination processing, the threshold values α _{2, Max} , α _{S, Max} for determining which of the mathematical expressions 11 to 13, 14 to 18, and 19 to 21 are used. The target vehicle body inclination angle θ ₁ ^* , the balancer target position λ ₂ ^* , and the riding section target position λ _S ^* can be determined without using.
In the present embodiment, the vehicle body target posture is determined using Formulas 11 to 21 which are strict theoretical formulas, but may be determined using a simpler formula. For example, an expression obtained by linearizing Expressions 11 to 21 may be used. Further, instead of the mathematical expression, the relationship between the vehicle target acceleration α ^* and the vehicle body target posture may be prepared in advance as a map, and the vehicle body target posture may be determined using the map.
On the other hand, more complicated relational expressions may be used. For example, when the absolute value of the vehicle target acceleration α ^* is less than or equal to a predetermined threshold, the relational expression is such that the balancer and the riding section are moved without tilting the vehicle body at all, and the vehicle body begins to tilt when both of the threshold values are exceeded. May be set.
In the present embodiment, the maximum forward movement amount and the maximum rearward movement amount from the reference position of the riding section or the balancer are assumed to be equal, but they may be different. For example, by increasing the maximum rearward movement amount, the braking performance can be increased compared to the acceleration performance. In this case, the same control can be easily realized by correcting the threshold value α _Max so as to correspond to each limit value.

Returning to the description of the travel / posture control process (FIG. 4), the main control ECU 21 calculates the remaining target values by using the determined target values θ ₁ ^* , λ ₂ ^* , λ _S ^* (step 150).
That is, each target value is time-differentiated or time-integrated so that the drive wheel rotation angle target value θ _W ^* , the vehicle body inclination angular velocity target value [θ ₁ ^* ], the balancer moving speed target value [λ ₂ ^* ], boarding Part moving speed target value [λ _S ^* ] is calculated.

Next, the feedforward output of each actuator is determined (step 160). As in the first embodiment, the main control ECU 21 determines the feedforward outputs τ _{W, FF} and S _{S, FF} of the drive motor 52 and the riding section motor 62 using Formula 7 and Formula 8, respectively. Further, the feedforward output S _{B, FF} of the balancer motor 72 is determined by Equation 22.
Similar to the feed forward output S _{S , FF} of the riding section motor 62, S _{B, FF} corresponds to the balancer thrust required to keep the balancer at the target position with respect to the target vehicle body inclination angle θ ₁ ^* .

(Formula 22) S _{B, FF} = −m ₂ g sin θ ₁ ^*

By giving feedforward outputs like Equation 7, Equation 8, and Equation 22, each state quantity can be controlled with higher accuracy.
As in the first embodiment, instead of this, an integral gain may be given by feedback control (step 190).

Next, the main control ECU 21 acquires each state quantity from each sensor (step 170). That is, the driving wheel rotation angle (rotational angular velocity) from the driving wheel sensor 51, the vehicle body inclination angle (inclination angular velocity) from the vehicle body inclination sensor 41, the riding section position (movement speed) from the riding section sensor 61, and the balancer sensor 71 from the balancer sensor 71. Each position (moving speed) is acquired.
The main control ECU 21 calculates the remaining state quantity (step 180). That is, the remaining state quantity is calculated by integrating or differentiating the driving wheel rotation angle (rotation angular velocity), the vehicle body inclination angle (inclination angular velocity), the riding section position (movement velocity), and the balancer position (movement velocity).

Next, the main control ECU 21 determines the feedback output of each actuator (step 190).
That is, from the deviation between each target value and the actual state quantity, the feedback output τ _{W, FB} of the drive motor 52 is calculated by Formula 23, the feedback output S _{S, FB} of the riding section motor 62 by Formula 24 _, and the balancer motor by Formula 25. 72 feedback outputs S _{B and FB} are respectively determined.
In Equations 23 to 25, K _** is a feedback gain, and for each feedback gain K _** , for example, a value of an optimum regulator is set in advance. Further, as described above, an integral gain may be introduced in order to eliminate the steady deviation.

(Formula 23) τ _{W, FB} = −K _W1 (θ _W −θ _W ^* ) − K _W2 ([θ _W ] − [θ _W ^* ]) − K _W3 (θ ₁ −θ ₁ ^* ) − K _W4 ( [θ ₁ ] − [θ ₁ ^* ]) − K _W5 (λ _S −λ _S ^* ) − K _W6 ([λ _S ] − [λ _S ^* ]) − K _W7 (λ ₂ −λ ₂ ^* ) − K _W8 ([λ ₂ ] − [λ ₂ ^* ])

(Formula 24) S _{S, FB} = −K _S1 (θ _W −θ _W ^* ) − K _S2 ([θ _W ] − [θ _W ^* ]) − K _S3 (θ ₁ −θ ₁ ^* ) − K _S4 ( [θ ₁ ] − [θ ₁ ^* ]) − K _S5 (λ _S −λ _S ^* ) − K _S6 ([λ _S ] − [λ _S ^* ]) − K _S7 (λ ₂ −λ ₂ ^* ) − K _S8 ([λ ₂ ] − [λ ₂ ^* ])

(Expression 25) S _{B, FB} = −K _B1 (θ _W −θ _W ^* ) − K _B2 ([θ _W ] − [θ _W ^* ]) − K _B3 (θ ₁ −θ ₁ ^* ) − K _B4 ( [θ ₁ ] − [θ ₁ ^* ]) − K _B5 (λ _S −λ _S ^* ) − K _B6 ([λ _S ] − [λ _S ^* ]) − K _B7 (λ ₂ −λ ₂ ^* ) − K _B8 ([λ ₂ ] − [λ ₂ ^* ])

It may be simplified by setting some feedback gains to zero. For example, instead of Equation 23, τ _{W, FB} = −K _W2 ([θ _W ] − [θ _W ^* ]) − K _W3 (θ ₁ −θ ₁ ^* ), and instead of Equation 24, S _{S, FB} = -K _S5 (λ _S -λ _S ^* ), and S _{B, FB} = -K _B7 (λ ₂ -λ ₂ ^* ) may be used instead of Equation 25.

Finally, the main control ECU 21 gives a command value to each element control system (step 200), and returns to the main routine.
That is, the main control ECU 21 uses the sum (τ _{W, FF} + τ _{W, FB} ) of the feedforward output τ _{W, FF} determined in step 160 and the feedback output τ _{W, FB} determined in step 190 as the drive torque command value τ. _{As W} , the sum of the feedforward output S _{S, FF} and the feedback output S _{S, FB} (S _{S, FF} + S _{S, FB} ) is used as a riding section thrust command value S _S to the riding section control ECU 23. The sum (S _{B, FF} + S _{B, FB} ) of the feed forward output S _{B, FF} and the feedback output S _{B, FB} is supplied to the balancer control ECU 24 as the balancer thrust command value S ₂ .

Thus, the drive wheel control ECU 22 supplies the drive motor 52 with the drive torque τ _W by supplying the drive motor 52 with the input voltage (drive voltage) corresponding to the drive torque command value τ _W.
The balancer control ECU 24 moves the balancer by supplying an input voltage (drive voltage) corresponding to the balancer thrust finger S ₂ to the balancer motor 72.
Furthermore, the riding section control ECU 23 moves the riding section by supplying the riding section motor 62 with an input voltage (drive voltage) corresponding to the riding section thrust command value SS.

In each of the embodiments described above and the modifications thereof, the mass m _S of the riding section 13 including the weight body (crew, boarded object, etc.), the mass of the riding section 13 itself and the mass of the passenger and the boarded object assumed in advance. The value set from and is used.
On the other hand, you may make it consider the mass fluctuation | variation of the boarding part 13 based on the difference in the weight body (crew member etc.) of the boarding part 13. FIG. That is, with respect to the riding section mass 13 necessary for target value determination, an actual value is acquired by a measuring instrument or an observer and applied to each formula for target value determination.
In this way, it is possible to perform more accurate posture control by substituting actual values into the respective mathematical expressions.

As a method of obtaining the actual value of the riding section mass, (a) a load meter is provided in the riding section and the measured value is used, and (b) the value obtained by an observer based on each actuator output and each state quantity. There is a way to estimate Each will be described below.
(A) Modification 1 Use of a load meter In the case of this modification, a load meter is provided in the riding section 13 to measure a vertical load W _S (a component perpendicular to the seat portion 131) and supply it to the main control ECU 21. .
Then, the riding section mass m _S including the passenger and the like is calculated according to the following formula 26.
In Equation 26, m _{S, 0} is the non-fluctuating amount of the riding section mass (mass that does not depend on the presence or absence of the passenger; the mass of the riding section 13 alone such as a seat), and g is the gravitational acceleration.

(Equation 26) m _S = m _{S, 0} + (W _S / g cos θ ₁ )

  In this modification, a load meter that measures a vertical load is arranged, but a load meter that can also measure a horizontal component may be used. In this case, the riding section mass can be determined without using the value of the vehicle body inclination angle.

The main control ECU 21 applies a low-pass filter to the value of the riding section mass m _S calculated by Expression 26 to remove high frequency components. Thereby, the vibration of the vehicle body and the seat due to noise can be eliminated.
The vehicle body weight m ₁ is also added with a difference from the standard value of the riding section mass (a value set in advance based on the assumption).
Further, in this modification, the influence of the riding section weight fluctuation is considered with respect to the vehicle body weight m ₁ , but this influence is also taken into consideration for the center of gravity distance l ₁ and the inertia moment I ₁ of the vehicle body. Also good.

Further, not only the parameters (m _S , m ₁ , l ₁ , I ₁ ) that are directly affected by the weight variation of the riding section, but also the feedback gain, for example, is corrected by the following equation 27 in consideration of the influence. May be.
In Equation 27, the symbol “˜” represents a standard value.

(Equation _{27) K S5 = (m S} / m~ S) K~ S5

(B) Modification 2 ... Estimation by Observer In the modification 1 described above, the case where the value of the riding section mass m _S (and the vehicle body mass m ₁ ) is calculated from the actual measurement value by the load meter according to Equation 26 is described. In the second modification, the value of the riding section mass m _S is estimated by an observer based on the movement state λ _S of the riding section, the balancer thrust S _{B and the} like.

The main control ECU 21 estimates the riding section mass m _S by the riding section movement model of the following Expression 28. g represents the acceleration of gravity, and C _S represents the viscous friction coefficient with respect to the sheet movement. Further, the acceleration [[x]] of each state quantity x is obtained by differentiating the velocity [x].
In Formula 28, for example, as the thrust S _S required for the seat movement is larger, the greater riding section mass m _S is estimated.

(Equation _{28) m S = (S S} -D S [λ S]) / ([[λ S]] + λ S [[θ 1]] + acosθ 1 -gsinθ 1)

In the riding section movement model according to Equation 28, dry friction is not considered, but the riding section mass m _S is estimated by using a detailed model that strictly considers them or a plurality of models such as vehicle body inclination. It may be.
Further, by applying a low-pass filter to the estimated value of the riding section mass m _S given by Equation 28 to remove high frequency components, the observer can be stabilized and vibration due to noise can be suppressed.
When entering the travel / posture control processing loop for the first time, a standard value is given to the riding section mass (as an initial value of the observer).

In the second modification, the riding section weight m _S is estimated by an observer based on a mechanical model, but a simpler method may be used. For example, instead of Equation 28, the measurement result of the relationship between the minimum thrust required to move the riding section 13 and the riding section weight m _S at that time is stored in advance as a map, and is estimated using that. You may make it do.

According to the first and second modified examples, a value closer to the actual value is estimated for the mass m _S of the riding section 13 (including the occupant and the like) rather than a set value assumed in advance. Thus, the steady deviation with respect to the vehicle body posture can be suppressed as much as possible, and appropriate control can be performed. Thereby, stability improvement and accuracy improvement of posture control can be realized.

Next, fourth to ninth embodiments will be described.
In addition to the first embodiment, the second embodiment, the third embodiment, and the fourth embodiment to the ninth embodiment, and the modified examples, it is optimal to use a vehicle with all of them. However, it is possible to provide a vehicle in which at least one embodiment or modification is applied to the first embodiment.

In the fourth embodiment, the vehicle body inclination and the riding section movement are selectively used according to the frequency component of the vehicle target acceleration α ^* . Specifically, in determining the target vehicle body posture, the low-frequency component of the vehicle target acceleration α ^* corresponds to the vehicle body inclination, and the high-frequency component corresponds to the movement of the riding section, thereby preventing a sudden vehicle body inclination and improving the riding comfort.

When accelerating / decelerating by tilting the vehicle body, the vehicle body suddenly tilts during sudden acceleration / deceleration, so the ride comfort is poor. That is, when the vehicle body is tilted, a sense of unity with the vehicle may be obtained, but suddenly tilting may be uncomfortable.
In addition, when the vehicle is fast and finely accelerating / decelerating, the vehicle body tilts back and forth in accordance with the acceleration / deceleration.

Therefore, in the fourth embodiment, the vehicle target acceleration α ^* corresponding to the travel target input by the occupant is divided into a low frequency component and a high frequency component by a frequency filter, and the low frequency component is divided into the vehicle body inclination and the high frequency component. By making the components correspond to the movement of the riding section, the vehicle body is prevented from abruptly leaning during rapid acceleration / deceleration.

FIG. 15 shows weighting for each frequency component of the vehicle target acceleration α ^* with respect to the vehicle body inclination and the riding section movement.
As shown in FIG. 15, the vehicle body inclination corresponding to each frequency component of the vehicle target acceleration α ^* is such that the portion corresponding to the vehicle body inclination is large below a predetermined frequency f _c1 and the portion corresponding to the riding section movement is large above f _c1. And determine the weight for boarding movement.
The value of the predetermined frequency f _c1 is a frequency that does not make the passenger feel uncomfortable with respect to the vehicle body tilt, and is set in advance to a predetermined value, for example, 1 Hz.

FIG. 16 shows changes in the state of vehicle body inclination and riding section movement during sudden acceleration according to the fourth embodiment.
Immediately after the passenger's sudden acceleration command, according to the high frequency component (rapid change), as shown in FIG. 16A, the riding section 13 is moved forward, and the center of gravity of the vehicle body is moved forward. By doing so, it responds to rapid acceleration.
Thereafter, when a constant acceleration command is continuously given, the riding section 13 is gradually inclined forward as shown in FIG. 16 (b) according to the low frequency component (constant value or gradual change). Then, the riding section 13 is moved backward (toward the original reference position).
Thus, immediately after the sudden acceleration command, the riding section 13 is moved forward without tilting the vehicle body, and then the vehicle body is slowly tilted forward, thereby realizing rapid acceleration with a comfortable ride.

Next, traveling / attitude control according to the fourth embodiment will be described.
The configuration of the control system in the fourth embodiment is the same as that of the first embodiment described with reference to FIG. 3. FIG. 17 is a flowchart showing the contents of the travel / posture control process according to the fourth embodiment. In the description of the flowchart in the fourth embodiment, the same reference numerals and step numbers are assigned to the same parts as those in the first embodiment, and the description thereof is omitted as appropriate.
In the travel / posture control in the fourth embodiment, the main control ECU 21 first determines how to move the vehicle according to the will of the passenger, that is, the travel target of the vehicle, as in the first embodiment ( Steps 110-130).

Next, the main control ECU 21 calculates a low frequency component α ₁ ^* of the vehicle target acceleration α ^* (step 141). That is expressed by the following equation 29, the low-pass filter to calculate the low-frequency component alpha ₁ ^* is a vehicle body inclination corresponding component of the vehicle target acceleration alpha ^*.

(Formula 29)
α ₁ ^* = ξα ^* + (1-ξ) α ₁ ^{* (k-1)}

In Equation 29, α ^* is the value of the current vehicle target acceleration (in this time step), and α ₁ ^{* (k−1)} is the value of the low frequency component of the vehicle target acceleration at the time before Δt.
When Δt is a control calculation cycle and T _C (= 1 / f _C1 ) is a time constant of a low-pass filter, ξ = Δt / T _C. That is, the value of the ξ is small, the low-frequency component alpha ₁ ^* change becomes gentle, so that also slowly changing vehicle body inclination that varies depending on the low-frequency component alpha ₁ ^*. Note that the time constant T _C of the low-pass filter or the cut-off frequency f _C1 may be changed according to the passenger's preference.
Note that the above formula 29 corresponds to a first-order finite impulse type low-pass filter, but another type or a higher-order filter may be used.

Next, the main control ECU 21 determines the target vehicle body inclination angle θ ₁ ^* from the low frequency component α ₁ ^* of the vehicle target acceleration α ^* (step 142).
That is, the main control ECU 21 changes the target vehicle body inclination angle θ ₁ from the low-frequency component α ₁ ^* of the vehicle target acceleration α ^{* using} the following equations 30 to 32 instead of the equations 1 to 3 in the first embodiment. ^* Is determined (step 142).
In Equation 31, φ ₁ ^* = tan ⁻¹ α ₁ ^* , α ₁ ^* is a low-frequency component of the vehicle target acceleration α ^* calculated in Step 141, and other symbols are the same as those in Equations 1 to 3. .

(Formula 30) θ ₁ ^* = φ ^* −β _Max + sin ⁻¹ (γ sin φ ^* cos β _Max ) (α ^* <− α _Max )
(Formula 31) θ ₁ ^* = (1-C _Sense ) φ ₁ ^* (− α _Max ≦ α ^* ≦ α _Max )
(Formula 32) θ ₁ ^* = φ ^* + β _Max + sin ⁻¹ (γ sin φ ^* cos β _Max ) (α ^* > α _Max )

Note that if the vehicle target acceleration α ^* exceeds the acceleration α _Max corresponding to the riding section movement limit, the riding section 13 cannot be moved, so that the vehicle body inclination is supported regardless of the frequency of the vehicle target acceleration α ^*. This ensures the stability of the vehicle body posture control.
However, since the time during which the high frequency component exceeds the limit is short, this limit may be ignored. In this case, Formula 31 is always applied regardless of the vehicle target acceleration α ^* .

Next, the main control ECU 21 determines the riding section target position λ _S ^* (step 143).
That is, as in the first embodiment, the main control ECU 21 determines the riding section target position λ _S ^* from the vehicle target acceleration α ^* and the target vehicle body inclination angle θ ₁ ^{* according} to Expressions 4 to 6.

In the first embodiment and the third embodiment, the modified example of the method for determining the target vehicle body inclination angle θ ₁ ^* and the riding section target position λ _S ^* has been described according to the target value determination processing of FIGS. In the fourth to ninth embodiments, it may be determined in the same manner as the modified example described.
That is, the main control ECU 21 calculates the target vehicle body inclination angle θ ₁ ^* corresponding to the vehicle target acceleration α ^* from the equation (equation 31 in the fourth embodiment) when −α _Max ≦ α ^* ≦ α _Max is satisfied.
Then, the riding section target position λ _S ^* is calculated from Formula 5 using the calculated θ ₁ ^* , and if the riding section is movable within the range of −λ _{S, Max} ≦ λ _S ^* ≦ λ _{S, Max.} The calculated θ ₁ ^* is determined as the target vehicle body inclination angle, and λ _S ^* is determined as the riding section target position.
On the other hand, if the calculated value λ _S ^* is outside the range in which the riding section can move, the riding section movement maximum value ± λ _{S, Max} is determined as the riding section target position λ _S ^* and Formula 1 or Formula 3 is used. Then, θ ₁ ^* corresponding to the vehicle target acceleration α ^* is calculated again, and this is determined as the target vehicle body inclination angle θ ₁ ^* .

After determining the target vehicle body inclination angle θ ₁ ^* and the riding section target position λ _S ^* , the main control ECU 21 is necessary for realizing the target vehicle traveling state and vehicle body posture, as in the first embodiment. The output values of the drive motor 52 and the riding section motor 62 are determined, and the actual outputs of the driving motor 52 and the riding section motor 62 are controlled by the driving wheel control ECU 22 and the riding section control ECU 23 according to the values (steps 150 to 150). Step 200), the process returns to the main routine.

Thus, according to the fourth embodiment, the following effects can be obtained.
(1) The vehicle body does not tilt suddenly during sudden acceleration / deceleration, and the ride comfort is good.
(2) The vehicle body does not swing back and forth during fast and fine acceleration / deceleration.
(3) Instead, the boarding part moves suddenly, but this does not cause the passenger's field of view to move up and down, and the boarding part moves in the acceleration direction required by the passenger. The feeling of acceleration at the start and the feeling of deceleration immediately after the braking operation can be felt more strongly.

As a modification of the fourth embodiment, for example, when the movable speed (or acceleration) of the riding section movement is lower than the movable speed (or acceleration) of the vehicle body inclination, the low frequency component is used for the riding section movement and the high frequency component is used. You may make it distribute to a vehicle body inclination.
In this way, the attitude control can be further stabilized by adapting to the dynamic structure of the vehicle and the performance of each system element.

Next, a fifth embodiment will be described.
In this fifth embodiment, when the target vehicle body posture is determined, when the vehicle speed is high, the vehicle body posture immediately after sudden deceleration is increased by moving the riding section 13 forward and tilting the vehicle body backward. It is intended to suppress changes.

In the case of an inverted vehicle that decelerates by moving the center of gravity rearward by tilting the vehicle body backward, the vehicle body suddenly tilts backward greatly during sudden braking, so the rider feels uncomfortable and due to the sudden vertical movement of the field of view, It may also affect the driver's braking operation.
On the other hand, the higher the traveling speed of the vehicle, the higher the possibility that the passenger will be required to perform rapid braking, that is, a large deceleration.
Therefore, in the fifth embodiment, when the target vehicle body posture (the target vehicle body inclination angle θ ₁ ^* and the riding section target position λ _S ^* ) is determined according to the vehicle target acceleration α ^* , the riding section 13 is moved forward as the vehicle speed increases. And the vehicle body is tilted backward to prepare for a passenger's sudden braking operation.

FIG. 18 shows the state of vehicle body tilt and riding section movement according to the fifth embodiment.
As shown in FIG. 18 (a), during low speed traveling, the target vehicle body posture (target vehicle body inclination angle θ ₁ ^* and riding section target position λ _S ^* corresponding to the vehicle target acceleration α ^* is the same as in the first embodiment ^. ).
On the other hand, as shown in FIG. 18 (b), when traveling at high speed, the vehicle body is tilted rearward as indicated by arrow A1 in FIG. 18 (b) as the vehicle speed increases, and the riding section as indicated by arrow B1. Move 13 forward. In this case, by making the rearward movement amount of the center of gravity due to the rearward inclination of the vehicle body equal to the forward movement amount of the center of gravity due to the forward movement of the riding section, the center of gravity position P is set to an appropriate position by correcting the target vehicle body posture of the present embodiment. Prevent from slipping off.

When a braking command is received in this state, braking is performed with the target vehicle body posture (target vehicle body inclination angle θ ₁ ^* and riding section target position λ _S ^* ) determined in the same manner as in the first embodiment. When sudden braking is instructed, as shown in FIG. 18 (c), the riding section 13 is moved rearward as indicated by an arrow B2 and the vehicle body is indicated as indicated by an arrow A2 in response to the sudden braking instruction. However, since the vehicle body has already been inclined backward to some extent in preparation for sudden braking, the amount of change in vehicle body inclination can be reduced.

Next, traveling / attitude control according to the fifth embodiment will be described.
In addition, the structure of the control system in 5th Embodiment is the same as that of 1st Embodiment demonstrated in FIG.
FIG. 19 is a flowchart showing the contents of the travel / posture control process according to the fifth embodiment. In the description of the flowchart in the fifth embodiment, the same reference numerals and step numbers are assigned to the same parts as those in the first embodiment, and the description thereof is omitted as appropriate.
In the travel / posture control in the fifth embodiment, the main control ECU 21 first determines how to move the vehicle according to the will of the passenger, that is, the travel target of the vehicle, as in the first embodiment ( Steps 110-130).

Next, the main control ECU 21 acquires the drive wheel rotation angular velocity (step 144). That is, the value of the drive wheel rotation angular velocity [θ _W ] used in the control calculation at the previous time step is acquired.
Note that the value of the drive wheel rotation angular velocity [θ _W ] may be acquired from the drive wheel sensor 51 in advance.

Next, the main control ECU 21 determines the target vehicle body inclination angle θ ₁ ^* (step 145). That is, the target vehicle body inclination angle θ ₁ ^* is determined from the vehicle target acceleration α ^* and the drive wheel rotation angular velocity [θ _W ] by the following equations 33 to 35.

(Formula 33) θ ₁ ^* = φ ^* −β _Max + sin ⁻¹ (γ sin φ ^* cos β _Max ) (α ^* <− α _Max )
(Formula 34) θ ₁ ^* = (1-C _Sense ) φ ^* −ψ (−α _Max ≦ α ^* ≦ α _Max )
(Formula 35) θ ₁ ^* = φ ^* + β _Max + sin ⁻¹ (γ sin φ ^* cos β _Max ) (α ^* > α _Max )

Expressions 33 and 35 are the same as Expressions 1 and 3 in the first embodiment.
Formula 34 is tilted backward by subtracting ψ from the target vehicle body tilt angle θ ₁ ^{* of} Formula 2.
This ψ is determined by the following formulas 36 and 37. ψ˜ is a vehicle body tilt angle reduction amount corresponding to the vehicle speed.

(Expression 36) φ = max (0, φ˜ + (1−C _Sense ) φ ^* ) (α ^* <0)
(Formula 37) ψ = ψ˜ (α ^* ≧ 0)

Here, ψ˜ is expressed by Equation 38. ψ ₀ and V ₀ are reference parameters (set values), and the vehicle body inclination angle is decreased by ψ ₀ at the vehicle speed V ₀ .
Other symbols in Equations 33 to 38 are the same as those in Equations 1 to 3 of the first embodiment.

(Formula 38) ψ˜ = ψ ₀ (R _W [θ _W ] / V ₀ )

Next, the main control ECU 21 determines the riding section target position λ _S ^* (step 146).
That is, as in the first embodiment, the main control ECU 21 determines the riding section target position λ _S ^* from the vehicle target acceleration α ^* and the target vehicle body inclination angle θ ₁ ^{* according} to Expressions 4 to 6.

FIG. 20 illustrates the relationship between the vehicle target acceleration α ^* (horizontal axis), the target vehicle body inclination angle θ ₁ ^*, and the riding section target position λ _S ^* given by Equations 33 to 38 and Equations 4 to 6. It is.
In FIG. 20, the portion indicated by the dotted line is the target vehicle body inclination angle θ ₁ ^* and the riding section target position λ _S ^{* shown} in FIG.
When the vehicle target acceleration α ^* is between the threshold values ± α _Max (−α _Max ≦ α ^* ≦ α _Max ), the target vehicle body inclination angle θ ₁ ^* is determined by the mathematical formula 34, and the riding section target position λ _S ^* is the mathematical formula. Determined by 5. For example, when the vehicle travels at a constant speed without acceleration / deceleration (α ^* = 0), as shown in FIG. 20, the target vehicle body inclination angle θ ₁ ^* is negative, that is, the vehicle is prepared for braking with the vehicle body tilted rearward. .

At this time, as the traveling speed is higher (the driving wheel rotational angular velocity [θ _W ] is larger), the reduction amount ψ˜ of the target vehicle body inclination angle becomes larger, so the vehicle body is tilted more backward.
In the fifth embodiment, the target vehicle body inclination angle reduction amount proportional to the traveling speed is given, but it may be given nonlinearly. (A travel speed-target vehicle body inclination angle reduction amount correspondence map may be used.) For example, the map may be given at a constant speed or higher.

After determining the target vehicle body inclination angle θ ₁ ^* and the riding section target position λ _S ^* , the main control ECU 21 is necessary for realizing the target vehicle traveling state and vehicle body posture, as in the first embodiment. The output values of the drive motor 52 and the riding section motor 62 are determined, and the actual outputs of the driving motor 52 and the riding section motor 62 are controlled by the driving wheel control ECU 22 and the riding section control ECU 23 according to the values (steps 150 to 150). Step 200), the process returns to the main routine.

Thus, according to the fifth embodiment, the following effects can be obtained.
(1) Since the vehicle body is tilted backward in advance for sudden braking during high-speed traveling, the vehicle body does not suddenly tilt backward greatly during sudden braking, and the ride is comfortable and safe.
(2) Instead, the riding section 13 suddenly moves backward, but this does not cause the rider's field of view to move up and down, and the movement direction of the riding section 13 is the braking deceleration required by the rider. Since the direction is the same as the direction, the occupant can feel a stronger feeling of deceleration immediately after the braking operation.
(3) By tilting the vehicle body backward during high-speed traveling and raising the passenger's line of sight, attention to a distant place can be urged.

As a modification of the fifth embodiment, for example, when the movable speed (or acceleration) of the riding section movement is lower than the movable speed (or acceleration) of the vehicle body inclination, the riding section 13 is moved backward in advance, and suddenly You may make it prepare for braking.
As described above, the attitude control can be further stabilized by adapting to the mechanical structure of the vehicle and the performance of each system element.

Next, a sixth embodiment will be described.
In the sixth embodiment, the drive motor 52 and riding section movement are used properly according to the vehicle body posture and the direction of vehicle travel. That is, the reverse operation can be eliminated by moving the riding section 13 when the direction of the driving torque required for the vehicle body posture control and the driving torque required for the vehicle travel control are different.

FIG. 21 is a diagram for explaining the relationship between the vehicle body posture control by the drive motor 52 and the vehicle travel control.
As shown in FIG. 21 (a), in the case of an inverted vehicle, when a driving torque in a forward direction is applied to the driving wheels 11, the vehicle body tilts backward due to the counter torque. For this reason, the direction of the driving torque required for vehicle body posture control and the driving torque required for vehicle travel control may conflict.
That is, the acceleration / deceleration (running control) and the vehicle body tilt (posture control) of the vehicle (drive wheel) are performed by the action / reaction of the drive motor 52. Can not.
For example, when the vehicle body is tilted forward from a stopped state and accelerated, the drive wheels need to be temporarily moved backward to bring the vehicle into a forward leaning posture (the upper right region in FIG. 21B).
Further, when the vehicle body is tilted backward and braked from a traveling state at a constant speed (vehicle speed), it is necessary to temporarily accelerate the drive wheels in order to make the vehicle lean backward. (Lower left area of FIG. 21B).

Therefore, in the sixth embodiment, the reverse operation of the drive wheels is reduced by performing the following (i) and (ii).
(I) In determining the target vehicle body posture according to the vehicle target acceleration alpha ^*, according to the vehicle target acceleration alpha ^*, limits the target vehicle body inclination angle acceleration, make up for it by the riding section movement.
(Ii) In the feedback control of the vehicle travel and the vehicle body posture, one feedback gain is limited according to the deviation of the driving wheel rotation angular velocity and the vehicle body inclination angular velocity.
Only one of (i) and (ii) may be introduced.

Next, traveling / attitude control according to the sixth embodiment will be described.
In addition, the structure of the control system in 6th Embodiment is the same as that of 1st Embodiment demonstrated in FIG.
FIG. 22 is a flowchart showing the contents of the travel / posture control process according to the sixth embodiment. In the description of the flowchart in the sixth embodiment, the same reference numerals and step numbers are assigned to the same parts as those in the first embodiment, and the description thereof is omitted as appropriate.
In the travel / posture control in the sixth embodiment, the main control ECU 21 first determines how to move the vehicle according to the will of the passenger, that is, the travel target of the vehicle, as in the first embodiment ( Steps 110-130).

Next, the main control ECU 21 acquires state quantities of vehicle body tilt and riding section movement (step 140a). That is, the values of the vehicle body inclination angle θ ₁ , the vehicle body inclination angular velocity [θ ₁ ], and the riding section position λ _{S in} the previous time step are acquired.
Each value may be acquired from the drive wheel sensor 51 in advance.

Next, the main control ECU 21 determines a limit value of the target vehicle body inclination angle (step 140b). From the vehicle target acceleration α ^* and the respective state quantities (θ ₁ , [θ ₁ ], λ _S ) acquired in step 140a, the upper limit value θ ₁ ^* _{, Max of the} target vehicle body inclination angle or The lower limit value θ ₁ ^* _{, Min} is determined.
That is, (a) when α ^* ≧ α _sh , the upper limit value θ ₁ ^* _{, Max} is set by Equation 39 to limit the forward leaning of the vehicle body, and (b) when α ^* <α _sh , the lower limit is given by Equation 40. Set the value θ ₁ ^* _{, Min} to limit the back tilt of the car body.

(Formula 39) Upper limit value θ ₁ ^* _{, Max} = θ ₁ ^{* (k−1)} + Δt [θ ₁ ]
(Formula 40) Lower limit value θ ₁ ^* _{, Min} = θ ₁ ^{* (k−1)} + Δt [θ _1]

In Equations 39 and 40, θ ₁ ^{* (k−1)} is the target value of the vehicle body tilt angle at the time Δt. α _sh is a control compatible limit vehicle acceleration, and is expressed by the following equation (41).
C _Limit is the limit strength (set value, 0 or more and 1 or less) and represents the degree to suppress reverse operation.
As shown in Formula 41, by considering the vehicle body tilt angle θ ₁ and the riding section position λ _S , it is possible to appropriately examine the possibility of coexistence of control using only the drive torque even when the vehicle body is tilted or when the riding section is moved.

(Expression 41) α _sh = C _Limit tan ⁻¹ ((m ₁ l ₁ sin θ ₁ + m _S λ _S cos θ ₁ ) / (M˜R _w + m ₁ l ₁ ))

Next, the main control ECU 21 determines the target vehicle body inclination angle θ ₁ ^* (step 140c). That is, from the vehicle target acceleration α ^* and the limit value (upper limit value θ ₁ ^* _{, Max} or lower limit value θ ₁ ^* _{, Min} ) of the vehicle body tilt angle determined in step 140b, Determine θ ₁ ^* .
In Equation 43, θ~ ₁ ^* may, when the (A) α ^* ≧ α _sh determined by Equation 45, is determined by the equation 46 when the (a) α ^* <α _sh.

(Formula 42) θ ₁ ^* = φ ^* −β _Max + sin ⁻¹ (γ sin φ ^* cos β _Max ) (α ^* <− α _Max )
(Equation ^{_{43) θ 1 * = θ~ 1}} * (-α Max ≦ α * ≦ α Max)
(Formula 44) θ ₁ ^* = φ ^* + β _Max + sin ⁻¹ (γ sin φ ^* cos β _Max ) (α ^* > α _Max )

(Equation ^{_{45) θ~ 1 * = min (}} (1-C Sense) φ *, θ 1 *, Max)
(Equation ^{_{46) θ~ 1 * = max (}} (1-C Sense) φ *, θ 1 *, Min)

Next, the main control ECU 21 determines the riding section target position λ _S ^* (step 140d).
That is, as in the first embodiment, the main control ECU 21 determines the riding section target position λ _S ^* from the vehicle target acceleration α ^* and the target vehicle body inclination angle θ ₁ ^{* according} to Expressions 4 to 6.

After determining the target vehicle body inclination angle θ ₁ ^* and the riding section target position λ _S ^* , the main control ECU 21 sets the remaining target value, determines the feedforward output, and determines each state quantity as in the first embodiment. Acquisition and calculation are performed (step 150 to step 180).

Next, the main control ECU 21 changes a part of the feedback gain (step 181). That is, based on the deviation ([θ _W ] − [θ _W ^* ]) of the driving wheel rotation angular velocity and the deviation ([θ ₁ ] − [θ ₁ ^* ]) of the vehicle body inclination angular velocity, the feedback gain K related to the driving wheel rotation angular velocity. _The feedback gain K _W4 related to the vehicle body inclination angular velocity is changed according to the equation 47, and _{W2 is changed according} to the equation 47.

(Equation 47) K _W2 = (1 + ζ) K _W2,0
(Formula 48) K _W4 = (1-ζ) K _W4,0

In Equations 47 and 48, K _W2,0 and K _W4,0 are feedback gain reference values. ζ is a feedback gain correction coefficient and is expressed by the following equation 49. cζ is a correction degree proportional coefficient and represents the degree to which the feedback gain is corrected.
In Formula 49, when the difference between the driving wheel rotation angular velocity (the difference between the actual state value and the target value) and the vehicle body tilt angular velocity deviation are the same, the driving wheel rotation angular velocity is determined according to the magnitude of the deviation. By increasing the feedback gain and reducing the feedback gain of the vehicle body inclination angular velocity, the driving wheel rotation control is relatively strengthened, and the reverse operation of the driving wheel is weakened.

(Formula 49) ζ = cζmax (([θ _W ] − [θ _W ^* ]) ([θ ₁ ] − [θ ₁ ^* ]), 0)

  Next, as in the first embodiment, the main control ECU 21 determines the feedback output (step 190), and controls the actual outputs of the drive motor 52 and the riding section motor 62 from the determined feedforward output and feedback output. Control is performed by the ECU 22 and the riding section control ECU 23 (step 200), and the process returns to the main routine.

Thus, according to the sixth embodiment, the following effects can be obtained.
(1) The “reverse operation” of the drive wheels during acceleration from a stopped state or braking from a constant speed traveling state is reduced, and maneuverability is improved for the passenger.

Note that, in both gain corrections in the sixth embodiment, the correction degree proportional coefficient cζ may have a different value.
Alternatively, one correction coefficient may be set to zero and only the other gain may be increased or decreased. In particular, when the gain of the driving wheel rotational angular velocity is negative, it may not be corrected and only the gain of the vehicle body tilt angular velocity may be reduced. Further, the sign of the gain of the driving wheel rotation angular velocity may be changed.
Furthermore, other nonlinear functions may be used for both deviations. For example, the correction coefficient may be given only when both deviations become large to some extent.
Similar corrections may be made for other feedback gains. For example, the feedback gain of the vehicle body tilt angle may be weakened. Further, the vehicle body inclination gain of the riding motor 62 may be increased while the vehicle body inclination gain of the drive motor 52 is weakened.
On the other hand, by reducing the gain of the driving wheel and increasing the gain of the vehicle body tilt, the stability of the vehicle body posture control may be improved even if the driving wheel control is sacrificed to some extent.

Next, a seventh embodiment will be described.
In the seventh embodiment, the drive motor 52 and the riding section movement are selectively used according to the frequency component of the disturbance. Specifically, in the feedback control, the low frequency component of the deviation is made to correspond to the riding section movement, and the high frequency component is made to correspond to the drive motor 52, thereby suppressing vibration against disturbance.

When the movement of the riding section 13 is used for controlling the posture of the vehicle body, high-frequency vibration may occur, which may affect the ride comfort. This is due to the fact that there is a “delay” in the vehicle body posture control by moving the riding section and it is not suitable for fine control.
Further, when falling into a balanced state in a posture different from the target posture, for example, there may be a case where the vehicle body is inclined more than the target angle and the riding portion 13 is moved in the opposite direction. This is because the attitude control of the drive motor 52 and the attitude control of the riding section movement are offset.

Therefore, in the seventh embodiment, the deviation between the actual state value and the target value of the vehicle body inclination angle is divided into a low frequency component and a high frequency component by a frequency filter, the low frequency component is moved to the riding section, and the high frequency component is driven to the drive motor 52. To correspond to each.
Thereby, only the vehicle body inclination suitable for high frequency vibration can be made to respond. In addition, by shifting the corresponding frequency band between the vehicle body inclination and the riding section movement, it is possible to prevent both from interfering with each other and fall into an incorrect balanced state.

FIG. 23 shows the weighting for each frequency component of the disturbance component corresponding to the drive motor 52 and the riding section movement.
As shown in FIG. 23, large corresponding amount of the riding section movement is less than a predetermined frequency f _c2, so as to increase the corresponding set of drive motor 52 is f _c2 above, the drive motor for each frequency component of the disturbance component 52 and the weighting for the riding section movement are determined.
Here, the value of the predetermined frequency _fc2 is a frequency at which posture control by riding section movement is effective to some extent, and a predetermined value, for example, 5 Hz is set in advance. In general, this value is set to be larger than the frequency f _c1 that is a threshold value in the fourth embodiment.

Next, traveling / attitude control according to the seventh embodiment will be described.
In addition, the structure of the control system in 7th Embodiment is the same as that of 1st Embodiment demonstrated in FIG.
FIG. 24 is a flowchart showing the contents of the travel / posture control process according to the seventh embodiment. In the description of the flowchart in the seventh embodiment, the same reference numerals and step numbers are assigned to the same parts as those in the first embodiment, and the description thereof is omitted as appropriate.

  In the travel / posture control in the seventh embodiment, the main control ECU 21 determines target state quantities, acquisition of state quantities, and feedforward output in the same manner as in the first embodiment (steps 110 to 180).

The main control ECU 21 calculates the low frequency and high frequency components of each deviation (step 191).
In other words, the main control ECU 21 determines the deviation (θ ₁ −θ ₁ ^* ) between the actual state value and the target value for the vehicle body inclination angle by using Formula 50 (low-pass filter) and Formula 51 (corresponding to the high-pass filter). And decompose into high frequency components.
Further, with respect to the vehicle body inclination angular velocity, the deviation ([θ ₁ ] − [θ ₁ ^* ]) between the actual state value and the target value is decomposed into a low-frequency component and a high-frequency component by the same equations 52 and 53.
In the seventh embodiment, a first-order finite impulse type low-pass filter is used, but another type or a higher-order filter may be used.

(Formula 50) (θ ₁ −θ ₁ ^* ) _L = ξ (θ ₁ −θ ₁ ^* ) + (1−ξ) (θ ₁ −θ ₁ ^* ) _L ^(k−1)
(Formula 51) (θ ₁ −θ ₁ ^* ) _H = (θ ₁ −θ ₁ ^* ) − (θ ₁ −θ ₁ ^* ) _L
(Formula 52) ([θ ₁ ] − [θ ₁ ^* ]) _L = ξ ([θ ₁ ] − [θ ₁ ^* ]) + (1−ξ) ([θ ₁ ] − [θ ₁ ^* ]) _L ^(k-1)
(Formula 53) ([θ ₁ ] − [θ ₁ ^* ]) _H = ([θ ₁ ] − [θ ₁ ^* ]) − ([θ ₁ ] − [θ ₁ ^* ]) _L

In Equations 50 to 53, ξ = Δt / T _E , (x) _L ^(k−1) is the value of the low frequency component at the time before Δt, Δt is the control calculation cycle, and T _E (= 1 / f _C2 ) is the filter time constant.

  Next, the main control ECU 21 determines the feedback output of each actuator (step 192). That is, for each state quantity, the feedback output of the drive motor 52 is determined from Formula 54 and the feedback output of the riding section motor 62 is determined from Formula 55 from the deviation between the actual state value and the target value.

(Formula 54) τ _{W, FB} = −K _W1 (θ _W −θ _W ^* ) − K _W2 ([θ _W ] − [θ _W ^* ]) − K _W3 (θ ₁ −θ ₁ ^* ) − K _W4 ( [θ ₁ ] − [θ ₁ ^* ]) _H
(Formula 55) S _{S, FB} = −K _S3 (θ ₁ −θ ₁ ^* ) _L −K _S4 ([θ ₁ ] − [θ ₁ ^* ]) _L −K _S5 (λ _S −λ _S ^* ) − K _S6 ([λ _S ] − [λ _S ^* ])

In the seventh embodiment, in order to clarify the roles of the drive motor 52 and the riding section motor 62, the feedback gains K _W5 , K _W6 , K _S1 , and K _S2 are set to zero. Good. At that time, the deviation of the corresponding state quantity may also be given by frequency decomposition.

  Finally, as in the first embodiment, the main control ECU 21 controls the actual outputs of the drive motor 52 and the riding section motor 62 from the determined feedforward output and feedback output by the driving wheel control ECU 22 and the riding section control ECU 23 ( Step 200), the process returns to the main routine.

According to the seventh embodiment, the following effects can be obtained.
(1) The vibration of the vehicle body and the riding section 13 is suppressed, and the riding comfort is improved.
(2) There is no balanced state in a posture different from the target posture.

  In the seventh embodiment, when fine control of the drive wheel is difficult due to backlash of the drive wheel gear or minute deformation of the drive tire, the low frequency component is moved to the drive motor 52, the high frequency component is moved to the riding section, You may make it respond | correspond, respectively.

Next, an eighth embodiment will be described.
In the eighth embodiment, the technique of the seventh embodiment is applied to a vehicle using the balancer of the third embodiment. The riding section movement, the drive motor 52, and the balancer are selectively used according to the frequency component of the disturbance. Is.
In other words, in the feedback control, the low frequency component of the deviation corresponds to the movement of the riding section, the medium frequency component corresponds to the drive motor 52, and the high frequency component corresponds to the balancer movement, thereby suppressing the vibration of the vehicle against the disturbance and the vibration to the passenger. Do not let you feel.

When the riding section movement or the drive motor 52 is used for posture control of the vehicle body, high-frequency vibration is generated, and the passenger may feel uncomfortable. This is because the movement of the riding section and the drive motor 52 have a large inertia and are not suitable for fine control.
Therefore, in the eighth embodiment, the deviation (θ ₁ −θ ₁ ^* ) between the actual state value θ ₁ and the target value θ ₁ ^* of the vehicle body inclination angle is converted into a low frequency component, a medium frequency component, and a high frequency component by a frequency filter. The low frequency component corresponds to the riding section movement, the medium frequency component corresponds to the drive motor 52, and the high frequency component corresponds to the balancer movement.

FIG. 25 shows weighting for each frequency component of the disturbance component for the riding section movement, the drive motor 52, and the balancer movement.
As shown in FIG. 25, large riding section movement corresponding content is less than a predetermined frequency f _c21, large drive motor 52 corresponding content is less than the frequency f _c21 than f _c22, large balancer movement corresponding component in the frequency f _c22 more Thus, the weighting for the riding section movement, the drive motor 52, and the balancer movement is determined for each frequency component of the disturbance component.
Here, the value of the predetermined frequency f _c21 and f _c22 are each posture control by the riding section movement, the frequency attitude control is effective to some extent by the drive motor, advance a predetermined value, e.g., 1 Hz and 5Hz settings Has been.

Next, traveling / attitude control according to the eighth embodiment will be described.
In addition, the structure of the control system in 8th Embodiment is the same as that of 3rd Embodiment demonstrated in FIG.
FIG. 26 is a flowchart showing the contents of the travel / posture control process according to the eighth embodiment. In the description of the flowchart in the eighth embodiment, the same reference numerals and step numbers are assigned to the same parts as those in the third embodiment, and the description thereof is omitted as appropriate.

  In the travel / posture control in the eighth embodiment, the main control ECU 21 determines target state quantities, acquisition of state quantities, and feedforward output in the same manner as in the third embodiment (steps 110 to 180).

Next, the main control ECU 21 calculates low, medium and high frequency components of each deviation (step 191).
That is, the main control ECU 21 determines the deviation (θ ₁ −θ ₁ ^* ) between the actual state value and the target value with respect to the vehicle body inclination angle by using the frequency filters of Formula 56 to Formula 58 as a low frequency component (Formula 56) and a high frequency component. (Equation 57), which is broken down into medium frequency components (Equation 58).
Further, regarding the vehicle body inclination angular velocity, the deviation ([θ ₁ ] − [θ ₁ ^* ]) between the actual state value and the target value is converted into a low frequency component (Equation 59) and a high frequency component by the frequency filters of Equation 59 to Equation 61. (Equation 60), which is decomposed into medium frequency components (Equation 61).
In the eighth embodiment, a first-order finite impulse type low-pass filter is used, but another type or a higher-order filter may be used.

In the equation, ξ _L = Δt / T _C1 and ξ _H = Δt / T _C2 , (x) _L ^(k−1) is the value of the low frequency component at the time before Δt, and (x) _H ^(k−1 ) ⁾ Is a value of the same high frequency component, Δt is a control calculation cycle, and T _C1 (= 1 / f _c21 ) and T _C2 (= 1 / f _c22 ) are time constants of each frequency filter.

(Formula 56) (θ ₁ −θ ₁ ^* ) _L = ξ _L (θ ₁ −θ ₁ ^* ) + (1−ξ _L ) (θ ₁ −θ ₁ ^* ) _L ^(k−1)
(Formula 57) (θ ₁ −θ ₁ ^* ) _H = (θ ₁ −θ ₁ ^* ) − (θ ₁ −θ ₁ ^* ) ^(k−1) + (1−ξ _H ) (θ ₁ −θ ₁ ^* ) _H ^(k-1)
(Formula 58) (θ ₁ −θ ₁ ^* ) _M = (θ ₁ −θ ₁ ^* ) − (θ ₁ −θ ₁ ^* ) _L − (θ ₁ −θ ₁ ^* ) _H

(Formula 59) ([θ ₁ ] − [θ ₁ ^* ]) _L = ξ _L ([θ ₁ ] − [θ ₁ ^* ]) + (1−ξ _L ) ([θ ₁ ] − [θ ₁ ^* ] _L ^(k-1)
(Formula 60) ([θ ₁ ] − [θ ₁ ^* ]) _H = ([θ ₁ ] − [θ ₁ ^* ]) − ([θ ₁ ] − [θ ₁ ^* ]) ^(k−1) + ( 1-ξ _H ) ([θ ₁ ] − [θ ₁ ^* ]) _H ^(k-1)
(Formula 61) ([θ ₁ ] − [θ ₁ ^* ]) _M = ([θ ₁ ] − [θ ₁ ^* ]) − ([θ ₁ ] − [θ ₁ ^* ]) _L − ([θ ₁ ] − [Θ ₁ ^* ]) _H

  Next, the main control ECU 21 determines the feedback output of each actuator (step 192). That is, for each state quantity, the feedback output of the drive motor from Equation 62, the riding section motor 62 from Equation 63, and the balancer motor 72 from Equation 64 is determined from the deviation between the actual state value and the target value.

(Formula 62) τ _{W, FB} = −K _W1 (θ _W −θ _W ^* ) − K _W2 ([θ _W ] − [θ _W ^* ]) − K _W3 (θ ₁ −θ ₁ ^* ) _M −K _W4 ([Θ ₁ ] − [θ ₁ ^* ]) _M
(Formula 63) S _{S, FB} = −K _S3 (θ ₁ −θ ₁ ^* ) _L −K _S4 ([θ ₁ ] − [θ ₁ ^* ]) _L −K _S5 (λ _S −λ _S ^* ) − K _S6 ([λ _S ] − [λ _S ^* ])
(Formula 64) S _{B, FB} = −K _B3 (θ ₁ −θ ₁ ^* ) _H −K _B4 ([θ ₁ ] − [θ ₁ ^* ]) _H −K _B7 (λ ₂ −λ ₂ ^* ) − K _B8 ([λ ₂ ] − [λ ₂ ^* ])

  Finally, as in the third embodiment, the main control ECU 21 controls the actual outputs of the drive motor 52 and the riding section motor 62 from the determined feedforward output and feedback output by the driving wheel control ECU 22 and the riding section control ECU 23 ( Step 200), the process returns to the main routine.

According to the eighth embodiment, the following effects can be obtained.
(1) The vibrations of the vehicle body and the riding section 13 are greatly reduced, and the riding comfort is improved.
(2) There is no balanced state in a posture different from the target posture.

  In the eighth embodiment, when fine control of the drive wheel is difficult due to backlash of the drive wheel gear or minute deformation of the drive tire, the low frequency component is transferred to the drive motor 52 and the intermediate frequency component is moved to the riding section. , Respectively.

Next, a ninth embodiment will be described.
The ninth embodiment relates to control when an actuator fails, and when one of the drive motor 52 and the riding section motor 62 fails, the control is changed (change of the state target value and control gain), and only the other. Thus, the inversion control of the vehicle body is maintained.

When posture control is performed by the drive motor 52 without using the riding section movement or the balancer, when the drive motor 52 breaks down, the posture control of the vehicle body becomes impossible and the inverted state of the vehicle body cannot be maintained.
On the other hand, when performing posture control including riding section movement, when the riding section motor 62 fails, it becomes difficult to control the riding section 13 to the target position, and the vehicle body cannot be maintained in an inverted state.
Therefore, in the ninth embodiment, when the drive motor 52 fails, the inverted state is maintained by appropriately moving the riding section 13 according to the actual vehicle travel acceleration and the vehicle body inclination angle. On the other hand, when the riding section motor 62 breaks down, the vehicle body is also controlled while maintaining the inverted state by appropriately tilting the vehicle body according to the actual riding section position.

Next, traveling / attitude control according to the ninth embodiment will be described.
FIG. 27 is a main flowchart showing the contents of the travel / posture control process according to the ninth embodiment.
The configuration of the control system in the ninth embodiment is the same as that of the first embodiment described in FIG. 3 or the third embodiment described in FIG. 10 according to the contents of the normal processing in step 330.

The main control ECU 21 determines the failure state of each actuator (step 300). That is, a failure state is detected based on the signals indicating the abnormalities from the actuator control ECUs 22 to 24 and the estimation from the input / output relationship by the observer.
For example, the main control ECU 21 estimates the value of the drive torque output from the drive motor 52 from the change in the drive wheel rotation state or the vehicle body tilt state, and the difference between the estimated value and the command value to the drive motor 52 is When the predetermined threshold is exceeded, it is determined that the drive motor 52 is in a failure state.
Similarly, the main control ECU 21 estimates the value of the moving thrust output from the riding section motor 62 from the riding section movement state and the like, and the difference between the estimated value and the command value to the riding section motor 62 has a predetermined threshold value. When it exceeds, it is determined that the riding section motor 62 is in a failure state.

From the determination result of the failure state, it is determined whether the riding section motor 62 is broken (step 310) and the drive motor 52 is broken (step 320). When both are normal (step 310; N, step 320; N ), The main control ECU 21 performs normal control (step 330).
In the normal control, the running / posture control is performed by any one of the first to eighth embodiments or a combination of these.

  On the other hand, when the main control ECU 21 determines that the drive motor 52 has failed (step 320; Y), it performs control when the drive motor fails (step 340), and determines that the riding section motor 62 has failed. (Step 310; Y) Control when the riding section motor fails is performed (Step 350).

FIG. 28 is a flowchart showing the process contents of the drive motor failure control process (step 340).
When detecting a failure of the drive motor 52, the main control ECU 21 first acquires the actual acceleration α of the vehicle and the actual vehicle body inclination angle θ ₁ (step 341).
The actual acceleration α is one of, for example, acquisition from an acceleration sensor, calculation based on the rotation angle and rotation angular velocity acquired from the drive wheel sensor 51, estimation by an observer, use of braking performance specifications of an emergency brake device, etc. It is acquired by the method of.

Next, the main control ECU 21 determines a target value for the riding section position (step 343). That is, from the obtained vehicle acceleration α and the vehicle body inclination angle θ ₁ , the target value of the riding section position (the riding section target position) λ _S ^* is determined from Expressions 65 to 67.
In Formula 66, φ = tan ⁻¹ α.

(Formula 65) λ _S ^* = − λ _{S, Max} (α <−α _Max )
(Formula 66) λ _S ^* = l ₁ (m ₁ / m _S ) [tan (φ−θ ₁ ) + γ (sin φ / cos (φ−θ ₁ ))] (−α _Max ≦ α ≦ α _Max )
(Formula 67) λ _S ^* = λ _{S, Max} (α> α _Max )

When the drive motor 52 is out of order, it is difficult to control the vehicle acceleration and the vehicle body inclination angle with high accuracy, and even when the vehicle acceleration target value α ^* and the vehicle body inclination angle target value θ _{1 *} are not achieved. Therefore, it is necessary to control the posture of the vehicle body to a certain degree of stability using only the riding section movement.
Therefore, as represented by Expressions 65 to 67, the riding section target position λ _S ^* is determined in accordance with the actual vehicle acceleration α and the actual vehicle body inclination angle θ ₁ , and the riding section 13 is moved to that position. In this way, the inverted state is maintained.
Note that the attitude control may be maintained with respect to the vehicle body inclination angle by giving a target value corresponding to the drive motor failure.

Next, the main control ECU 21 calculates the remaining target value (step 343). That is, the riding section target position λ _S ^* is time-differentiated to calculate the riding section moving speed target value [λ _S ^* ].
The main control ECU 21 determines the feedforward output of the riding section motor 62 (step 344). In other words, the feedforward output S _{S, FF} of the riding section motor 62 is determined from Expression 68 from the riding section target position λ _S ^* . The feedforward output S _{S, FF} is a riding section thrust required to keep the riding section 13 at the target position with respect to the actual vehicle body inclination angle θ ₁ .

(Formula 68) S _{S, FF} = −m _S gsin θ ₁

Next, the main control ECU 21 acquires each state quantity from the sensor (step 345). In other words, the driving wheel rotation angle (rotational angular velocity) is acquired from the driving wheel sensor 51, the vehicle body inclination angle (inclination angular velocity) is acquired from the vehicle body inclination sensor, and the riding section position (movement speed) is acquired from the riding section sensor.
The main control ECU 21 calculates the remaining state quantity (step 346). That is, the remaining state quantity is calculated by integrating or differentiating the driving wheel rotation angle (rotation angular velocity), the vehicle body inclination angle (inclination angular velocity), and the riding section position (movement velocity).

The main control ECU 21 determines the feedback output of the riding section motor 62 (step 347).
Based on the deviation between each target value and the actual state quantity, the feedback output of the riding section motor 62 is determined from Equation 69.
The vehicle body posture control may be strengthened by making the values of the feedback gains K _S3 and K _S4 larger than the normal values. Further, the vehicle body inclination angle may be ignored and K _S3 = K _S4 = 0.

(Equation 69) S _{S, FB} = −K _S3 (θ ₁ −θ ₁ ^* ) − K _S4 ([θ ₁ ] − [θ ₁ ^* ]) − K _S5 (λ _S −λ _S ^* ) − K _S6 ( [λ _S ] − [λ _S ^* ])

The main control ECU 21 gives a command value to the riding section control system (step 348), and returns to the main routine.
That is, the sum of the feedforward output and the feedback output is given from the main control ECU 21 to the riding section control ECU 23 as a command value (ride section thrust command value) S _S.
Riding section control ECU23 is, by supplying an input voltage corresponding to the riding section thrust force command value S _S (drive voltage) to the riding section motor 62, moves the riding section 13.
Thereby, posture control by the movement of the riding section 13 is performed. In this case, since the drive motor 52 is out of order, the vehicle gradually decelerates and the attitude control after the stop is executed only by the movement of the riding section 13.

FIG. 29 is a flowchart showing the processing contents of the riding section motor failure control process (step 350).
When the riding section motor 62 fails, travel and attitude control by the drive motor 52 is possible. Therefore, when the failure is detected, the main control ECU 21 controls the amount of maneuvering by the passenger, that is, the joystick 31 by the passenger. An operation amount is acquired (step 351).
Then, the main control ECU 21 determines the vehicle target acceleration α ^* based on the acquired steering operation amount (step 352). The vehicle control may be automatically shifted to the emergency stop mode, and a predetermined deceleration target value may be automatically given.

The main control ECU 21 calculates a target value (drive wheel target angular velocity) [θω ^* ] of the drive wheel angular velocity (step 353). That is, the drive wheel target angular velocity [θω ^* ] is calculated from the target value of deceleration. For example, a target value of deceleration is integrated over time, and a value obtained by dividing by a predetermined driving wheel grounding radius is set as a target value of driving wheel rotation angular velocity.

Next, the main control ECU 21 determines a target value of the vehicle body inclination angle (step 354). That is, the target vehicle body inclination angle θ ₁ ^* is determined from Formula 70 from the vehicle target acceleration α ^* and the actual riding section position λ _S.
In Equation 70, β = tan ⁻¹ (m _S λ _S / m ₁ l ₁ ).
As described above, the vehicle body is appropriately tilted to the target value θ ₁ ^* in accordance with the actual riding section position λ _S and the inverted state is maintained, so that the riding section motor 62 is dealt with.
Note that posture control may be more strongly maintained by giving a target value to the riding section position.

(Equation _{^{70) θ 1 * = φ *}} -β + sin -1 (γsinφ * cosβ)

Next, the main control ECU 21 calculates the remaining target value (step 355).
Each target value is time-differentiated or time-integrated to calculate a drive wheel rotation angle target value θ _W ^* and a vehicle body tilt angular velocity target value [θ ₁ ^* ].

Next, the main control ECU 21 determines the feedforward output of the drive motor 52 (step 356). In other words, the feedforward output τ _{W, FF} of the drive motor 52 is determined from the vehicle target acceleration α ^* from Formula 7 (see the first embodiment).

Next, the main control ECU 21 acquires each state quantity from the sensor (step 357). In other words, the driving wheel rotation angle (rotational angular velocity) is acquired from the driving wheel sensor 51, the vehicle body inclination angle (inclination angular velocity) is acquired from the vehicle body inclination sensor, and the riding section position (movement speed) is acquired from the riding section sensor.
Further, the remaining state quantity is calculated (step 358). The remaining state quantity is calculated by integrating or differentiating the driving wheel rotation angle (rotation angular velocity) and the vehicle body inclination angle (inclination angular velocity) over time.

Next, the main control ECU 21 determines the feedback output of the drive motor 52 (step 359). That is, the feedback output τ _{W, FB} of the drive motor 52 is determined from Equation 71 from the deviation between each target value and the actual state quantity.
In Formula 71, feedback gains K _W5 and K _W6 may be given, and the term (−K _W5 λ _S −K _W6 [λ _S ]) may be added to return the riding section to the neutral position.

(Expression 71) τ _{W, FB} = −K _W1 (θ _W −θ _W ^* ) − K _W2 ([θ _W ] − [θ _W ^* ]) − K _W3 (θ ₁ −θ ₁ ^* ) − K _W4 ( [θ ₁ ] − [θ ₁ ^* ])

Finally, the main control ECU 21 gives a command value to the drive wheel control system (step 360), and returns to the main routine.
That is, the main control ECU 21 uses the determined feedforward output τ _{W, FF} and the determined feedback output τ _{W, FB} (τ _{W, FF} + τ _{W, FB} ) as the drive torque command value τ _{W to} control the drive wheels. It supplies to ECU22.
The drive wheel control ECU 22 supplies the drive motor 52 with an input voltage (drive voltage) corresponding to the drive torque command value τ _W , thereby giving the drive wheel τ _W , thereby controlling the attitude of the drive motor 52. Travel control is performed.

As described above, according to the ninth embodiment, even when the drive motor 52 or the riding section motor 62 fails, the posture control of the vehicle body can be maintained and the safety of the passenger can be sufficiently ensured.
In the present embodiment, the case where both the control when the drive motor 52 fails and the control when the riding section motor 62 fails is shown, but only one of them may be provided.

In the present embodiment, the vehicle may be configured as follows.
(A) a drive wheel, a vehicle body rotatably supported on a rotation shaft of the drive wheel, a riding section disposed so as to be relatively movable with respect to the vehicle body, and target acquisition means for acquiring a target travel state; Travel control means for controlling the travel while adjusting the center of gravity of the vehicle body by rotating the vehicle body with respect to the rotation shaft and moving the riding section with respect to the vehicle body according to the target travel state. Vehicle.
(B) The travel control unit is configured to determine a drive torque of the driving wheel and a moving thrust for moving the riding section according to the acquired target travel state, and a drive torque determined by the determination unit. The vehicle according to (a), further comprising: a driving unit that supplies the driving wheel to the riding unit; and a riding section moving unit that applies the moving thrust determined by the determining unit to the riding section.
(C) Target inclination angle determining means for determining a target inclination angle by rotation of the vehicle body according to the target traveling state, and a target for moving the riding section based on the target traveling state and the target inclination angle Target position determining means for determining a position, and the travel control means is configured to rotate the vehicle body and move the riding portion according to the target travel state, the target tilt angle, and the target position. The vehicle according to (a), wherein traveling is controlled while adjusting the center of gravity of the vehicle body.
(D) target inclination angle determining means for determining a target inclination angle by rotation of the vehicle body according to the target traveling state, and a target for moving the riding section based on the target traveling state and the target inclination angle Target position determining means for determining the position, inclination angle detecting means for detecting the inclination angle of the vehicle body, and position detecting means for detecting the riding section position, wherein the determining means includes the inclination angle detecting means. The driving torque of the driving wheel is determined based on the detected vehicle body inclination angle and the vehicle body target inclination angle determined by the target vehicle inclination determination means, and the riding section position and the target position determination detected by the position detection means are determined. The vehicle according to (a) or (b), characterized in that a moving thrust of the riding section is determined based on a target position of the riding section determined by the means.
(E) In accordance with the target travel state, target tilt angle determination means for determining a target tilt angle by turning the vehicle body, and the riding section is moved to the target travel state based on the target tilt angle. Based on the target inclination angle, target position determination means for determining a target position, inclination detection means for detecting the inclination angle of the vehicle body, position detection means for detecting the riding section position by the riding section moving mechanism, and the target inclination angle Feedforward output determining means for determining the feedforward driving torque of the driving wheel and the feedforward movement thrust of the riding section based on the target position of the riding section, and the target inclination angle determined by the target inclination angle determining means And the deviation of the vehicle body inclination angle detected by the inclination angle detecting means and the feedback driving torque of the driving wheel and the target position determining means. Feedback output determining means for determining a feedback movement thrust of the riding section from a deviation between a target position and the riding section position detected by the inclination detecting means, and the determining means includes the feedforward driving torque and feedback (B), wherein the driving torque of the driving wheel is determined from the sum of the driving torque, and the moving thrust of the riding section is determined from the sum of the feedforward moving thrust and the feedback moving thrust. The vehicle described.
(F) target acceleration acquisition means for acquiring a target acceleration from an operation state of an operation member that operates the host vehicle, wherein the target acquisition means acquires the target acceleration as a target travel state. The vehicle according to any one of (a) to (e) above.
(G) comprising a designating means for designating a bodily sensation acceleration, wherein the determining means further determines the driving torque and the moving thrust according to a degree of the designated bodily sensation acceleration. ) To (f).
(H) a balancer and a balancer moving mechanism for moving the balancer, wherein the travel control means is configured to rotate the vehicle body relative to the rotation shaft according to the acquired target travel state, and to perform the balancer moving mechanism. The vehicle according to (a) or (f), wherein travel is controlled by adjusting the center of gravity of the vehicle body by movement of the balancer and movement of a riding section with respect to the vehicle body.
(I) When the acquired target acceleration is less than a predetermined threshold value, the traveling control means determines the target acceleration of the target acceleration when the acquired target acceleration is equal to or greater than a predetermined threshold value due to the inclination of the vehicle body and the movement of the balancer. The balancer is fixed at a movement limit position where the balancer can move according to a direction, and the traveling is controlled while adjusting the center of gravity of the vehicle body by the inclination of the vehicle body and the movement of the riding section. Vehicle according to h).
(J) mass acquisition means for acquiring a mass of the riding section including a weight body applied to the riding section, wherein the travel control means is configured to perform the operation according to the mass of the riding section acquired by the mass acquisition means. The vehicle according to any one of (a) to (i), wherein traveling is controlled while adjusting a center of gravity of the vehicle body.

In the embodiment of (a), since the vehicle travels while adjusting the center of gravity of the vehicle body by moving not only the vehicle body inclination but also the riding part, the vehicle body inclination angle can be kept small and the rider can ride. A comfortable vehicle can be provided.
In the embodiment of (b), according to the target travel state, the driving torque of the driving wheel and the moving thrust for moving the riding section are determined, the driving torque is given to the driving wheel, and the moving thrust is given to the riding section, The vehicle body tilt amount and the riding section position can be optimized.
In the embodiment of (c), by determining the target position and driving torque of the riding section according to the target inclination angle of the vehicle body, it is possible to adjust the speed while maintaining the vehicle body inclination angle constant, Target value determination and control giving priority to comfort can be performed.
In the embodiment of (d), the vehicle body tilt control and the riding section position control are performed based on the actual measurement value and the target value, so that the center of gravity of the vehicle body can be adjusted more accurately.
In the embodiment of (e), each state quantity is controlled with high accuracy by giving a total output of the feed forward output and the feedback output of the driving wheel and the riding section from the target inclination angle and the target position. The steady deviation can be reduced, and the traveling while adjusting the center of gravity can be controlled stably.
In the embodiment of (f), since the target acceleration as the target state is acquired from the operation state of the operation member that operates the host vehicle, the inclination angle of the vehicle body is suppressed to be small while responding to the acceleration request requested by the passenger. Travel can be realized.
In the embodiment of (g), the sensory acceleration can be quantitatively adjusted according to the “preference” of the passenger by making it possible to specify the sensory acceleration.
In the embodiment of (h), in addition to the rotation of the vehicle body with respect to the rotation shaft and the movement of the riding section with respect to the vehicle body, the balancer is moved, whereby the adjustment of the center of gravity of the vehicle body can be controlled more finely.
In the embodiment of (i), since the center of gravity of the vehicle body is adjusted by the inclination of the vehicle body and the movement of the balancer when the target acceleration is less than a predetermined threshold value, the small vehicle body is moved without moving the riding section with respect to the low acceleration. By tilting, the passenger can feel appropriate acceleration.
In the embodiment of (j), the mass of the riding section including the weight body applied to the riding section is acquired, and the traveling is controlled while adjusting the center of gravity of the vehicle body according to the acquired mass of the riding section. The steady deviation with respect to the vehicle motion and the vehicle body posture is suppressed as much as possible, and appropriate control is performed to improve the stability and accuracy of the posture control.

In this embodiment, it is explanatory drawing showing the state accelerated by a smaller inclination | tilt angle by moving a boarding part ahead. It is the figure which illustrated the appearance composition of the state where the crew member gets on and runs ahead about the vehicles in this embodiment. It is a block diagram of the control system in 1st Embodiment. It is a flowchart of driving | running | working and attitude | position control in 1st Embodiment. FIG. 6 is a relationship diagram of a vehicle target acceleration α ^* (horizontal axis), a target vehicle body inclination angle θ ₁ ^*, and a riding section target position λ _S ^* . It is a flowchart of the target value determination process in the modification of 1st Embodiment. It is a block diagram of the control system in 2nd Embodiment. It is a figure showing a response _| compatibility of the control mode which can be selected, and a passenger | crew acceleration sensitivity coefficient _CSense . It is a flowchart of driving | running | working and attitude | position control in 2nd Embodiment. It is a block diagram of the control system in 3rd Embodiment. It is a block diagram about a balancer moving mechanism. It is the figure which showed the dynamic model of the vehicle attitude | position control system containing a balancer. FIG. 6 is a relationship diagram of a vehicle target acceleration α ^* (horizontal axis), a target vehicle body inclination angle θ ₁ ^* , a riding section target position λ _S ^* , and a balancer target position λ ₂ ^* . It is a flowchart of the target value determination process in 3rd Embodiment. It is explanatory drawing showing the weighting of the vehicle body tilt control with respect to each frequency component of vehicle target acceleration (alpha) ^* and riding part movement control in 4th Embodiment. It is a figure showing the vehicle body inclination at the time of sudden acceleration by 4th Embodiment, and the state change of a riding part movement. It is a flowchart showing the content of the driving | running | working / attitude control process of 4th Embodiment. It is a figure showing the state change of the vehicle body inclination and riding part movement by 5th Embodiment. It is a flowchart showing the content of the driving | running | working / attitude control process of 5th Embodiment. FIG. 6 is a diagram showing a relationship between a vehicle target acceleration α ^* (horizontal axis), a target vehicle body inclination angle θ ₁ ^* and a riding section target position λ _S ^* . It is a figure showing the relationship between the vehicle body attitude | position control by a drive motor, and vehicle travel control. It is a flowchart showing the content of the driving | running | working / attitude control process of 6th Embodiment. It is a figure showing weighting of a drive motor and riding section movement to each frequency component of a disturbance component. It is a flowchart showing the content of the driving | running | working / attitude control process of 7th Embodiment. It is a figure showing weighting of a riding part movement, a drive motor, and a balancer movement with respect to each frequency component of a disturbance component in an eighth embodiment. It is a flowchart showing the content of the driving | running | working / attitude control process of 8th Embodiment. It is the main flowchart showing the content of the driving | running | working / attitude control process of 9th Embodiment. It is a flowchart showing the processing content of the control process at the time of a drive motor failure. It is a flowchart showing the processing content of the control process at the time of a boarding part motor failure.

Explanation of symbols

DESCRIPTION OF SYMBOLS 11 Drive wheel 12 Drive motor 13 Riding part 14 Support member 131 Seat surface part 132 Backrest part 133 Headrest 16 Control unit 20 Control ECU
21 Main control ECU
22 Drive wheel control ECU
23 Boarding part control ECU
24 Balancer control ECU
30 Input Device 31 Joystick 32 Control Mode Input Device 40 Car Body Control System 41 Car Body Tilt Sensor 50 Drive Wheel Control System 51 Drive Wheel Sensor 52 Drive Motor 60 Riding Section Control System 61 Riding Section Sensor 62 Riding Section Motor 70 Balancer Control System 71 Balancer Sensor 72 Balancer motor 63 Movement mechanism

Claims (3)

Driving wheels,
A vehicle body rotatably supported on a rotation shaft of the drive wheel;
A riding section disposed on the vehicle body so as to be relatively movable;
Target acquisition means for acquiring vehicle target acceleration corresponding to the travel target input by the passenger ;
Drive means for driving the drive wheels;
Boarding part moving means for moving the boarding part;
Based on the vehicle target acceleration , driving is controlled while adjusting the position of the center of gravity of the vehicle body by controlling at least one of driving by the driving means and movement of the riding section by the riding section moving means. Traveling control means,
The travel control means, the frequency components of changes in the vehicle target acceleration, the frequency filter is divided into frequency components higher than the low-frequency components below the frequency of the frequency filter, wherein the drive according to the low frequency component determining the driving torque of the wheels, it determines the movement thrust force for moving the riding section according to the high-frequency component,
A vehicle characterized by that. It has a specification means to specify the sensory acceleration,
The travel control means further determines the driving torque and the moving thrust according to the designated body acceleration.
The vehicle according to claim 1. Before Symbol low frequency component, the target inclination angle determination means for determining a target inclination angle by the vehicle body turning,
A target position determining means for determining a target position for moving the riding section based on the vehicle target acceleration and the target inclination angle;
The travel control means determines a driving torque of the driving wheel from the determined target inclination angle, and determines a moving thrust for moving the riding section from the determined target position;
The vehicle according to claim 1, wherein the vehicle is a vehicle.

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