JP5187256B2 - vehicle - Google Patents

Description

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

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

  In this case, the vehicle is moved by performing the inversion control while detecting the balance of the vehicle body and the state of operation by the sensor. Further, when the occupant gets out of the vehicle or shuts off the power of the vehicle, the position of the vehicle body is maintained by operating the stopper simultaneously with stopping the inversion control and grounding the stopper.

JP 2004-291799 A

  However, in the conventional vehicle, it is necessary to attach movable stoppers to the front and rear of the vehicle, which complicates the configuration and hinders weight reduction and cost reduction of the vehicle. Therefore, it is conceivable that a fixed body type stopper is attached to either side of the vehicle, and when the occupant gets off, the vehicle body is tilted in a direction in which the occupant can easily get off and the stopper fixed to the vehicle body is grounded to the road surface .

  However, when the inversion control is stopped, the vehicle body may tilt in the opposite direction. For example, when the posture control of the vehicle body is urgently stopped due to a failure of a sensor, an ECU (Electronic Control Unit), a battery, or the like, it is difficult to maintain the vehicle body in an inverted state or to always incline the vehicle body in a specific direction. . Therefore, in preparation for the case where the vehicle body tilts in the reverse direction during an emergency stop, a fall prevention device such as an airbag can be attached, but in the first place, the reverse tilt gives the passenger a sense of anxiety. Labor and cost are required for replacement and maintenance of the fall prevention device.

  Even when the vehicle body tilts in the correct tilt direction, if the momentum is too strong, not only will the passenger feel uncomfortable when the stopper touches the road surface, but the grounding point of the stopper will be the center of rotation. The car body may tilt further.

  The present invention solves the problems of the conventional vehicle, adds a thrust to the active weight part for a predetermined time immediately after stopping the inversion control, moves it, and tilts the vehicle body in a specific direction by moving the center of gravity. At the time of inversion control stop including emergency stop, the vehicle body can be surely tilted in a specific direction, and it is only necessary to attach the fixed body stopper to one side of the vehicle body, making the vehicle lighter and smaller, An object is to provide a vehicle that is easy to use and can be used safely.

Therefore, in the vehicle of the present invention, a drive wheel that is rotatably attached to the vehicle body, an active weight part that is movably attached to the vehicle body, a drive torque applied to the drive wheel, and the active weight part A vehicle control device that controls the position of the vehicle body by controlling the position of the vehicle body, and the vehicle control device adds thrust to the active weight portion for a predetermined time immediately after the vehicle body posture control is stopped. The active weight portion is moved with respect to the vehicle body, and the vehicle body is inclined in a specific direction, and the thrust applied to the active weight portion is reduced with the passage of time immediately after the posture control of the vehicle body is stopped, The final value of the thrust is a negative value that moves the active weight portion in the direction opposite to the specific direction .

  In still another vehicle of the present invention, the vehicle control device further includes a thrust control means for controlling the thrust, and a first thrust command for commanding the thrust control means for a thrust value for maintaining a tilt angle of the vehicle body. Means, second thrust command means for commanding the thrust control means for a thrust value for inclining the vehicle body in a specific direction, time acquisition means for acquiring an elapsed time from the stop of posture control of the vehicle body, and the active weight Parameter determining means for determining a parameter relating to a time schedule for adding thrust to the unit, and if the thrust control means does not receive the command value from the first thrust command means for the predetermined time, the second thrust command means Then, a thrust value is determined based on the parameter and the elapsed time, and commanded to the thrust control means.

  In still another vehicle of the present invention, the parameters further include an initial value, an addition time, and an increase rate of a thrust applied to the active weight portion.

  In still another vehicle of the present invention, the vehicle control device further includes a thrust control means for controlling the thrust, and a first thrust command for commanding the thrust control means for a thrust value for maintaining a tilt angle of the vehicle body. Means, a second thrust command means for instructing the thrust control means for a thrust value for inclining the vehicle body in a specific direction, a position acquisition means for acquiring the position of the active weight part, and a thrust applied to the active weight part Parameter determining means for determining a parameter relating to the parameter, and if the thrust control means does not receive the command value from the first thrust command means for the predetermined time, the second thrust command means receives the parameter and the active weight part. The thrust value is determined according to the position and the thrust control means is instructed.

  In still another vehicle of the present invention, the parameter further includes a target position of the active weight portion and an addition time of thrust applied to the active weight portion.

  In still another vehicle of the present invention, the parameter is determined at the time of executing the posture control of the vehicle body.

  In still another vehicle of the present invention, the vehicle further comprises weight acquisition means for acquiring the weight of the active weight part, and the parameter determination means is configured to determine the parameter based on the weight of the active weight part acquired by the weight acquisition means. Correct.

  Still another vehicle of the present invention further includes power storage means for supplying electric power to the thrust control means after stopping the posture control of the vehicle body.

  In still another vehicle of the present invention, the vehicle control device further supplies power to the power storage means immediately after startup, and recovers power from the power storage means immediately before stopping.

According to the configuration of the first aspect, when the posture control including the emergency stop is stopped, the vehicle body can be surely inclined in a specific direction, the momentum of the vehicle body is limited, and the comfort due to the impact at the time of ground contact is reduced. The fall can be prevented, and a small, lightweight, and inexpensive inverted vehicle can be provided.

According to the structure of Claim 2 and 3 , a vehicle body can be inclined more reliably to a specific direction.

According to the structure of Claim 4 and 5 , a vehicle body can be inclined to a specific direction by a simpler and reliable method.

According to the configuration of the sixth aspect , even when the attitude control is stopped while the inclination angle of the vehicle body is changing, the vehicle body can be reliably inclined in a specific direction.

According to the configuration of the seventh aspect , the vehicle body can be reliably tilted in a specific direction regardless of the weight of the passenger or the load.

According to the configurations of claims 8 and 9 , the vehicle body can be reliably tilted forward even when the power supply is abnormal or exhausted.

1 is a schematic diagram showing a configuration of a vehicle in a first embodiment of the present invention. It is a block diagram which shows the structure of the vehicle system in the 1st Embodiment of this invention. It is a block diagram which shows the structure of the power supply system of the vehicle in the 1st Embodiment of this invention. It is a figure which shows the state corresponding to control of the relay of the electric power supply system of the vehicle in the 1st Embodiment of this invention. It is a flowchart which shows operation | movement of the driving | running | working and attitude | position control processing of main control ECU in the 1st Embodiment of this invention. It is a flowchart which shows the operation | movement of the driving wheel control process of driving wheel control ECU in the 1st Embodiment of this invention. It is a figure which shows the change of the active weight part thrust command value in the 1st Embodiment of this invention. It is a flowchart which shows operation | movement of the active weight part control process of active weight part control ECU in the 1st Embodiment of this invention. It is a block diagram which shows the structure of the vehicle system in the 2nd Embodiment of this invention. It is a flowchart which shows operation | movement of the driving | running | working and attitude | position control processing of main control ECU in the 2nd Embodiment of this invention. It is a flowchart which shows the operation | movement of the active weight part control process of active weight part control ECU in the 2nd Embodiment of this invention.

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

  FIG. 1 is a schematic diagram showing the configuration of the vehicle in the first embodiment of the present invention, FIG. 2 is a block diagram showing the configuration of the vehicle system in the first embodiment of the present invention, and FIG. FIG. 4 is a block diagram showing a configuration of a vehicle power supply system in the first embodiment, and FIG. 4 is a diagram showing a state corresponding to control of a relay of the vehicle power supply system in the first embodiment of the present invention.

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

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

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

  Here, the active weight portion has a certain amount of mass and translates with respect to the main body portion 11, that is, actively moves the front and rear to correct the position of the center of gravity of the vehicle 10. The active weight portion does not necessarily have to be the riding portion 14. For example, the active weight portion may be a device in which a heavy peripheral device such as a battery is attached to the main body portion 11 so as to be translatable. (Weight), a device in which a dedicated weight member such as a balancer is attached to the main body 11 so as to be translatable may be used. Moreover, you may use together the boarding part 14, a heavy peripheral device, an exclusive weight member, etc.

  In this embodiment, for convenience of explanation, an example in which the riding part 14 on which the occupant 15 rides functions as an active weight part is described. However, the occupant 15 does not necessarily have to be on the riding part 14. For example, when the vehicle 10 is operated by remote control, the occupant 15 may not be on the riding section 14, or cargo may be loaded instead of the occupant 15. The boarding part 14 is the same as a seat used for automobiles such as passenger cars and buses, and includes a footrest part, a seat surface part, a backrest part, and a headrest, and is attached to the main body part 11 via a moving mechanism (not shown). It has been.

  The moving mechanism includes a low-resistance linear moving mechanism such as a linear guide device and an active weight motor 62 as an active weight actuator, and the active weight motor 62 drives the riding section 14 to It is made to move back and forth in the direction of travel with respect to the part 11. As the active weight actuator, for example, a hydraulic motor, a linear motor, or the like can be used. However, here, the description will be made assuming that the active weight motor 62 that is a rotary electric motor is used.

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

  The linear guide device includes an active weight brake 63 as a brake device that fastens the movement of the linear guide device. The active weight brake 63 is preferably a non-excited electromagnetic brake that is released when power is supplied. When the operation of the riding section 14 is not required as when the vehicle 10 is stopped, the carriage is fixed to the guide rail by the active weight section brake 63, so that the relative position between the main body section 11 and the riding section 14 is secured. Keep the relationship. When the operation is necessary, the active weight brake 63 is released, and the distance between the reference position on the main body 11 side and the reference position on the riding section 14 is controlled to be a predetermined value.

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

  Further, a stopper 16 as a fixed posture limiting means is attached to the footrest part of the riding part 14. The stopper 16 may be separate from the footrest, but is preferably formed integrally. Further, the stopper 16 may be a device that protrudes only when getting on and off and holds the vehicle body posture. When the inversion control is stopped, the posture angle of the vehicle body is limited by at least a part of the stopper 16, for example, the front end portion coming into contact with the road surface, and the vehicle body is prevented from being inclined more than a predetermined angle.

  The direction in which the vehicle body tilts when getting off, that is, the direction in which the vehicle body is inclined when the vehicle 10 is stopped and the occupant 15 gets off, may be either forward or backward. The vehicle 10 will be described assuming that the dismounting direction is forward. When the inversion control is stopped when the vehicle gets off, the vehicle body tilts forward and the front end of the stopper 16 contacts the road surface, so that the posture of the vehicle body is stabilized and the occupant 15 can get off safely.

  Further, as shown in FIG. 2, the vehicle system includes a vehicle control device 20, and the vehicle control device 20 includes a main control ECU 21, a drive wheel control ECU 22, and an active weight unit control ECU 23. The main control ECU 21, the drive wheel control ECU 22, and the active weight control ECU 23 include calculation means such as a CPU and MPU, storage means such as a magnetic disk and a semiconductor memory, input / output interfaces, and the like, and control operations of various parts of the vehicle 10. For example, the computer system is disposed in the main body unit 11, but may be disposed in the support unit 13 or the boarding unit 14. The main control ECU 21, the drive wheel control ECU 22, and the active weight control ECU 23 may be configured separately or may be configured integrally.

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

  The main control ECU 21 controls the operation of the riding portion 14 which is an active weight portion together with the active weight portion control ECU 23, the active weight portion sensor 61 as the position acquisition means, the active weight portion motor 62, and the active weight portion brake 63. It functions as part of the active weight control system 60. The active weight part sensor 61 is composed of an encoder or the like, functions as an active weight part movement state measuring device, detects the active weight part position and / or movement speed indicating the movement state of the riding part 14, and transmits it to the main control ECU 21. To do. Then, the main control ECU 21 transmits the active weight part thrust command value to the active weight part control ECU 23, and the active weight part control ECU 23 controls the operation of the active weight part motor operation circuit 64 as shown in FIG. Then, an input voltage corresponding to the received active weight part thrust command value is supplied to the active weight part motor 62. Further, the active weight part control ECU 23 supplies an input voltage corresponding to the received active weight part thrust command value to the active weight part brake 63. The active weight section motor 62 applies a thrust force that translates the riding section 14 to the riding section 14 according to the input voltage, thereby functioning as an active weight section actuator. The active weight brake 63 functions as a brake device that holds the riding section 14 so as not to move relative to the main body 11 according to the input voltage. The main control ECU 21 transmits parameters to the active weight control ECU 23 during execution of the inversion control while adding the thrust immediately after the inversion control is stopped to incline the vehicle body in the specific direction.

  Further, the main control ECU 21, together with the drive wheel control ECU 22, the active weight part control ECU 23, the vehicle body inclination sensor 41, the drive motor 52, the active weight part motor 62, and the active weight part brake 63, controls the vehicle body control system 40. Act as part of The vehicle body tilt sensor 41 includes an acceleration sensor, a gyro sensor, and the like, and functions as a vehicle body tilt state measuring device. The vehicle body tilt sensor 41 detects a vehicle body tilt angle and / or tilt angular velocity indicating the tilt state of the vehicle body, and transmits the detected vehicle body tilt angle to the main control ECU 21. The main control ECU 21 transmits the drive torque command value to the drive wheel control ECU 22 and transmits the active weight portion thrust command value to the active weight portion motor 62 and the active weight portion brake 63.

  Further, the active weight control ECU 23 controls a power supply system 70 for supplying power to the active weight motor 62. As shown in FIG. 3, the power supply system 70 includes a main power source 72 made of a battery, a power storage means 73 made of a capacitor, a boosting means 74 having a converter, and a charging relay for switching a power circuit in the power supply system 70. 71a, a recovery relay 71b, and an additional control relay 71c. In addition, when the charge relay 71a, the recovery relay 71b, and the additional control relay 71c are described in an integrated manner, they are described as the relay 71. Each of the relays 71 is switched to the H side when receiving an operation signal from the active weight control ECU 23, and to the L side when not receiving.

  And active weight part control ECU23 implement | achieves the electric power supply according to the objective of each control by switching the charging relay 71a, the collection | recovery relay 71b, and the additional control relay 71c. Specifically, as shown in FIG. 4, at the time of charging for charging the power storage means 73 from the main power source 72, at the time of inversion control for supplying power from the main power source 72 to the active weight unit motor 62 for performing the inversion control. In addition, in the thrust addition control for supplying power from the power storage means 73 to the active weight motor 62 in order to add the thrust immediately after the stop of the inversion control and to tilt the vehicle body forward as a specific direction, and for the thrust addition control The charging relay 71a, the recovery relay 71b, and the additional control relay 71c are switched according to the control state at the time of recovery in which the power stored in the power storage unit 73 is recovered later to the main power source 72 via the booster 74.

  Note that the circuit configuration of the power supply system 70 does not necessarily have to be as shown in FIG. 3, and may be another circuit configuration as long as similar power supply switching is possible.

  Further, the main control ECU 21 includes a travel command from the joystick 31 of the input device 30 and the weight of the occupant 15 detected by the weight sensor 81 serving as a weight acquisition unit disposed in the riding section 14. The weight of the load, that is, the load weight is input. Then, the main control ECU 21 transmits a drive torque command value to the drive wheel control ECU 22.

  In this embodiment, the relay 71 of the power supply system 70 is controlled by the active weight control ECU 23. However, the power supply system 70 includes the power supply control ECU, and the power supply control ECU Based on the command transmitted from the unit control ECU 23, the relay 71 may be controlled so as to be in a state necessary for executing the command.

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

  The vehicle control device 20 also has a thrust control means for controlling the thrust, a first thrust command means for instructing the thrust control means to a thrust value suitable for the posture control of the vehicle body, and a specific direction of the vehicle body from the viewpoint of function. A second thrust command means for instructing a thrust value suitable for the inclination of the vehicle to a thrust control means, a time acquisition means for obtaining an elapsed time from the stop of the posture control of the vehicle body, and a time schedule for adding thrust to the riding section 14 Parameter determining means for determining a parameter.

  Next, the operation of the vehicle 10 configured as described above will be described. First, the operation of the travel and attitude control processing of the main control ECU 21 will be described.

  FIG. 5 is a flowchart showing the operation of the travel and attitude control processing of the main control ECU in the first embodiment of the present invention.

In the present embodiment, state quantities and parameters are represented by the following symbols.
θ _W : Drive wheel rotation angle [rad]
θ ₁ : Body tilt angle (vertical axis reference) [rad]
λ _S : riding part position (active weight part position) [m]
g: Gravity acceleration [m / s ² ]
R _W : Driving wheel contact radius [m]
I ₁ : Body inertia moment [kgm ² ]
m ₁ : Body mass (including the riding section) [kg]
m _S : Mass of the riding section (including the load) [kg]
In the running and attitude control process, the main control ECU 21 first waits until the charging of the power storage means 73 is completed (step S1). Specifically, it waits until it receives the charge completion signal from active weight part control ECU23.

  Subsequently, the main control ECU 21 acquires the steering operation amount of the occupant 15 (step S3). Specifically, the operation amount of the joystick 31 is acquired. Further, the main control ECU 21 acquires the mounting weight (step S4). Specifically, the mounting weight detected by the weight sensor 81 is acquired. Then, the main control ECU 21 determines an output command value for each actuator (step S5). Specifically, based on the travel target corresponding to the operation amount of the joystick 31 and the state amount acquired from each sensor, the output command value of each actuator that controls the vehicle body posture and the travel state is determined.

  Subsequently, the main control ECU 21 determines a stop active weight portion thrust parameter (step S6). In this case, the main control ECU 21 functions as parameter determination means, and from each state quantity, the active weight part thrust initial value, the active weight part thrust addition time, and the active weight part thrust increase rate as the active weight part thrust parameter at the time of stop are calculated. decide. First, an active weight part thrust initial value is acquired by the following equation.

  Moreover, the active weight part thrust addition time is acquired by the following formula.

θ _{1, sh} is a vehicle body inclination angle threshold value, and δ <θ _{1, sh} <θ _{1, Max} . Θ _1Max is the maximum vehicle body inclination angle, which is the vehicle body inclination angle at which the stopper 16 contacts the ground, that is, the actual contact angle.

  Furthermore, the active weight part thrust increase rate is acquired by the following formula.

  The substantial vehicle body inclination angle is determined as follows.

  Further, the substantial riding section position is determined as follows.

The sign of the second term on the right side in the equation for determining the substantial vehicle body inclination angle and the substantial riding section position is positive when the vehicle 10 is moving forward and negative when the vehicle 10 is moving backward. Further, a predetermined value is given in advance to the predicted value of the braking torque under the following assumptions (1) and (2).
(1) When a friction brake acts on the drive wheel 12 at the time of an emergency stop, a brake torque value that is a predicted performance value or a control command value is given.
(2) When a friction brake does not act on the drive wheel 12 during an emergency stop, a value corresponding to the braking torque is given in consideration of the back electromotive force of the drive motor 52 and the rolling resistance of the drive wheel 12.

  Thus, in the present embodiment, the active weight part thrust parameter at the time of stop, which is a parameter relating to the additional thrust after stopping the inverted control, is determined. That is, when the inverted control is executed, the parameters after the inverted control stop are determined in advance. Specifically, the main control ECU 21 determines parameters after the inversion control is stopped. In this way, by leaving the complicated calculation to the main control ECU 21, an adverse effect on the active weight portion thrust control due to an increase in the burden of the active weight portion control ECU 23, or a high performance and expensive active weight portion control ECU 23 is required. Can be avoided. Then, the determined value is sequentially transmitted to the active weight part control ECU 23 together with the active weight part thrust command value for the inversion control. Therefore, even when the vehicle body tilt sensor 41 or the main control ECU 21 fails, the subsequent active weight portion thrust addition amount can be set to an appropriate value.

  Further, the active weight portion thrust parameter at the time of the inversion control stop is determined according to the vehicle body inclination state immediately before the inversion control stop. Note that there are three types of parameters: an initial value, an addition time, and an increase rate, that is, an active weight part thrust initial value, an active weight part thrust addition time, and an active weight part thrust increase rate.

  First, an active weight part thrust initial value that is a value of an active weight part thrust to be added first is determined according to the vehicle body inclination angle and the riding section position immediately before the inversion control is stopped. When the vehicle body is tilted backward, the initial value of the active weight portion thrust is set to a positive value, and the center of gravity of the vehicle body is moved forward by moving the riding portion 14 forward, so that the vehicle body is shifted to the forward tilt. On the other hand, when the vehicle body is tilted forward, the initial value of the active weight portion thrust is set to a negative value, and the center of gravity of the vehicle body is moved backward by moving the riding portion 14 rearward, thereby suppressing an increase in the forward tilt speed. When the riding section 14 is located rearward, the active weight section control ECU 23 transmits the active weight section thrust command value and the stop active weight section thrust parameter, and the driving wheel control ECU 22 transmits the drive torque command value. The initial value of the active weight portion thrust is set to a positive value, and the center of gravity of the vehicle body is moved forward by moving the riding portion 14 forward, thereby urging the vehicle body to lean forward. On the other hand, when the riding section 14 is positioned forward, the active weight section thrust initial value is set to a negative value, and the riding section 14 is moved rearward to move the center of gravity of the vehicle body rearward, thereby suppressing the forward tilt of the vehicle body.

  Moreover, the active weight portion thrust parameter after stopping the inversion control is determined according to the vehicle body posture immediately before the inversion control is stopped. Specifically, it relates to the vehicle body inclination angle residual related to the residual inclination angle until the stopper 16 comes into contact with the road surface, and the distance to the optimal position of the riding section 14 when the stopper 16 comes into contact with the road surface. The active weight portion thrust addition time, which is the time to add the active weight portion thrust after the inversion control is stopped, is determined according to the riding section position residual to be performed.

  First, when the vehicle body is tilted backward, the active weight portion thrust addition time is increased. On the other hand, when the vehicle body is tilted forward, the active weight portion thrust addition time is reduced. Moreover, when the boarding part 14 is located ahead, active weight part thrust addition time is made small. On the other hand, when the riding part 14 is located rearward, the active weight part thrust addition time is increased. Furthermore, the time required for tilting the vehicle body and the time required for moving the riding section 14 are compared, and the longer one is defined as the active weight portion thrust addition time.

  Further, the active weight part thrust increase rate, which is the time change rate of the added active weight part thrust, is determined so that the final value of the added active weight part thrust becomes a negative value. Thereby, safety and comfort when the inverted control is stopped can be ensured by adding an appropriate active weight thrust according to the vehicle body posture.

  In addition, when the vehicle body inclination angle is larger than the predetermined threshold value and the riding section 14 is positioned ahead of the predetermined position, the active weight section thrust is not added. The vehicle body inclination angle is equal to or greater than the threshold value that is smaller than the maximum vehicle body inclination angle that is the inclination angle at which the stopper 16 contacts the ground, and the optimal boarding when the stopper 16 contacts the ground. When both the fact that the riding section position is equal to or greater than the threshold value with respect to the riding section position threshold value, which is the position of the section 14, the active weight part thrust addition time is set to zero. This avoids the addition of useless active weight thrust and the associated energy waste.

  Further, as the vehicle body inclination angle and the riding section position required when determining the parameters, the values of the actual vehicle body inclination angle and the actual riding section position taking into account other effects are used. Specifically, the value of the substantial vehicle body tilt angle is determined based on the vehicle body tilt angular velocity. First, the value of the substantial vehicle body inclination angle is increased as the vehicle body leans forward. In addition, the value of the substantial vehicle body inclination angle is decreased as the vehicle body rearward tilt speed increases. As a result, safety and comfort can be ensured even when the inversion control is stopped while the vehicle body inclination angle changes.

  Further, the value of the substantial riding section position is determined based on the riding section moving speed. First, the value of the substantial riding section position is increased as the traveling speed of the riding section 14 increases. Moreover, the value of a substantial boarding part position is reduced, so that the moving speed to the back of the riding part 14 is large. Accordingly, safety and comfort can be ensured even when the inversion control is stopped while the position of the riding section 14 is changed.

  Furthermore, the influence of the inertial force accompanying the deceleration of the vehicle 10 when the inverted control is stopped is considered. First, based on the predicted deceleration and deceleration time of the vehicle 10, the substantial vehicle body inclination angle and the substantial riding section position are corrected. Further, the deceleration time is determined based on the vehicle speed or the driving wheel rotation angular speed. It is determined that the higher the vehicle speed is, the longer it takes for the vehicle 10 to stop, which greatly affects the vehicle body inclination. Thus, the inclination state can be controlled with higher accuracy by considering the inertial force after the emergency stop.

  Furthermore, the active weight portion thrust applied after the inversion control is stopped is corrected according to the mounted weight. That is, the active weight part thrust parameter at the time of stop is determined according to the mounted weight acquired by the weight sensor 81. Thereby, it is possible to reliably ensure the safety and comfort when stopping the inverted control for any occupant 15 and the load.

  In the present embodiment, the active weight portion thrust parameter is determined in consideration of the effects of various inertias, but other effects may be further considered. For example, a center-of-gravity position acquisition unit that acquires the center-of-gravity position of the riding part 14 may be provided, and the additional amount of the active weight part thrust may be determined according to the acquired value. Further, road surface shape acquisition means for acquiring the shape of the road surface may be provided, and the active weight portion thrust parameter may be corrected according to the acquired value, for example, the value of the road surface gradient.

  In the present embodiment, the initial value, additional time, and increase rate are given as the active weight part thrust parameter, thereby minimizing the processing amount required for the subsequent calculation of the active weight part thrust. You may define the time schedule of active weight part thrust addition. For example, a final value may be given instead of any value. In the present embodiment, the three parameter values are changed according to the vehicle body posture, but some of them may be constants. At this time, those constants may be defined on the active weight part control ECU 23 side.

  Further, in the present embodiment, the substantial vehicle body inclination angle and the substantial riding section position are determined by a non-linear function, but may be determined by a simple function that is linearly approximated. Further, a non-linear function may be provided as a map and determined using the map.

  Subsequently, the main control ECU 21 transmits each data to each ECU (step S7). Specifically, an active weight part thrust command value and a stop active weight part thrust parameter are transmitted to the active weight part control ECU 23, and a drive torque command value is transmitted to the drive wheel control ECU 22, respectively.

  Subsequently, the main control ECU 21 determines whether or not the inversion control is impossible, that is, whether or not the inversion control cannot be continued (step S8). Specifically, the state of an element necessary for control of the vehicle body tilt sensor 41 or the like is diagnosed, and an abnormal state is detected. When the inversion control is not possible, that is, when the inversion control can be continued, the main control ECU 21 acquires each state quantity from the sensor and performs the subsequent operation at a predetermined time interval (for example, 100 [μm]). Repeat at every step.

  Further, when the inversion control is impossible, that is, when the inversion control cannot be continued, the main control ECU 21 stops (step S9), and the running and posture control processing ends. In this case, the main control ECU 21 stops all processing operations. Therefore, the inversion control and data transmission to each ECU are also stopped. Then, as described later, the active weight part control ECU 23 cannot acquire the command value of the active weight part thrust, and shifts to the thrust addition control.

  Next, the operation of the drive wheel control process of the drive wheel control ECU 22 will be described.

  FIG. 6 is a flowchart showing the operation of the drive wheel control process of the drive wheel control ECU according to the first embodiment of the present invention.

  In the drive wheel control process, the drive wheel control ECU 22 first determines whether a torque command has been acquired (step S11). That is, it is determined whether or not the command value of the drive torque transmitted from the main control ECU 21 has been successfully acquired. If the command value for the drive torque cannot be acquired for a predetermined time, it is determined that the acquisition has failed.

  When the torque command is acquired, that is, when the command value of the drive torque transmitted from the main control ECU 21 is successfully acquired, the drive wheel control ECU 22 controls the drive torque (step S12). That is, the voltage of the drive circuit of the drive motor 52 is controlled so as to realize the acquired drive torque command value. Then, it is determined whether or not the torque command has been acquired again, and the subsequent operations are repeatedly executed at predetermined time intervals (for example, every 100 [μm]).

  Further, when it is determined whether or not the torque command is acquired and the torque command is not acquired, that is, when acquisition of the command value of the drive torque transmitted from the main control ECU 21 fails, the drive wheel control ECU 22 stops. (Step S13), and the drive wheel control process is terminated. In this case, the drive wheel control ECU 22 stops all processing operations.

  Next, the operation of the active weight part control process of the active weight part control ECU 23 will be described.

  FIG. 7 is a diagram showing a change in the active weight portion thrust command value in the first embodiment of the present invention, and FIG. 8 is an active weight portion control process of the active weight portion control ECU in the first embodiment of the present invention. It is a flowchart which shows operation | movement.

  In the active weight part control process, the active weight part control ECU 23 first charges the power storage means 73, that is, the capacitor (step S21). Specifically, an operation signal is transmitted to the charging relay 71a to charge the power storage means 73. Then, after charging until reaching a predetermined storage amount or voltage, the operation signal is stopped.

  Subsequently, the active weight control ECU 23 determines whether or not a thrust command has been acquired (step S22). That is, it is determined whether or not the command value for the active weight portion thrust transmitted from the main control ECU 21 has been successfully acquired. In addition, when the command value of the active weight part thrust cannot be acquired for a predetermined time, it is determined that the acquisition has failed.

  When the thrust command is acquired, that is, when the command for the active weight portion thrust transmitted from the main control ECU 21 is successfully acquired, the active weight portion control ECU 23 controls the active weight portion thrust (step S23). . That is, the voltage of the active weight part motor operation circuit 64 is controlled so as to realize the acquired command value of the active weight part thrust.

  Further, the active weight unit control ECU 23 acquires parameters (step S24). That is, the active weight part thrust parameter at the time of stop transmitted with the command value of active weight part thrust from the main control ECU 21 is acquired. Then, it is determined whether or not the thrust command has been acquired again, and the subsequent operations are repeatedly executed at predetermined time intervals (for example, every 100 [μm]).

  Further, when it is determined whether or not the thrust command is acquired and the thrust command is not acquired, that is, when acquisition of the command value of the active weight portion thrust transmitted from the main control ECU 21 fails, the active weight portion control is performed. The ECU 23 proceeds to thrust addition control. Therefore, when a system that receives a stop signal from the main control ECU 21 is used, a case where an abnormality has occurred in the main control ECU 21, which is a case that cannot be dealt with, or a communication abnormality between the main control ECU 21 and the active weight control ECU 23 occurs. It can reliably handle cases that occur. Therefore, the abnormal state can be detected easily and reliably for a wide range of failure conditions.

  And if it transfers to thrust addition control, active weight part control ECU23 will change a power supply into a capacitor (step S25). Specifically, an operation signal is transmitted to the additional control relay 71c, and the power supply source is switched to the capacitor, that is, the power storage means 73.

  In the present embodiment, the electric power necessary for the additional thrust after stopping the inversion control is covered by the power storage means 73 different from the main power source 72. In this way, after stopping the inversion control, by using a power source different from that at the time of the inversion control execution, the vehicle body can be reliably tilted forward even when the main power source 72 composed of the battery is abnormal or exhausted. it can. Further, since a capacitor having a low capacity and capable of generating a high output is used as the power storage means 73, the vehicle body can be reliably tilted forward even when a large output is required. And since a capacitor is charged using the battery which is the main power supply 72 before the inversion control is stopped, the charge management of the power storage means 73 is unnecessary, and the vehicle 10 that is safe and easy to use can be provided. In addition, after the necessary addition of the active weight portion thrust is completed, the power of the capacitor is recovered. It should be noted that the energy recovery rate is increased by operating the booster 74 during recovery. Thereby, sufficient electric energy prepared in case of emergency can be prepared without minding energy consumption. Further, the regenerative energy accompanying the addition of the active weight portion thrust can be recovered in the battery that is the main power source 72.

  In this embodiment, the relay 71 using the switching contact is used, but other relays may be used. For example, as a stop control relay, a relay using an MBB (Make Before Break) contact provided with an overlap mechanism may be used to avoid temporary power interruption that occurs during power switching. Further, an instantaneous voltage drop may be reduced by using a capacitor or the like.

  In the present embodiment, the energy of the power storage means 73 is always used regardless of the cause of the inversion control stop. However, when the battery as the main power source 72 is not abnormal or exhausted, Electric power may be used. Thereby, the energy loss amount at the time of pressure | voltage rise can be reduced.

  Furthermore, in the present embodiment, energy remaining in the capacitor as the power storage means 73 is recovered, but may be discarded. As a result, the booster 74 and the recovery relay 71b are not required, and a simpler and less expensive power supply system 70 can be realized.

  Subsequently, the active weight part control ECU 23 acquires the elapsed time (step S26). Specifically, the elapsed time from the inverted control stop or the thrust command acquisition failure is acquired. Then, the active weight part control ECU 23 determines an active weight part thrust command value (step S27). In this case, the active weight part control ECU 23 functions as the second thrust command means, and determines the stop active weight part thrust command value from the elapsed time and the stop active weight part thrust parameter by the following formula.

  The active weight part thrust command value at the time of stop determined by the above equation changes according to the elapsed time t as shown in FIG.

  As described above, in the present embodiment, the active weight portion thrust is applied for a predetermined time immediately after the inversion control is stopped, and the vehicle body is appropriately tilted. Specifically, the value of the active weight part thrust to be added is changed only in accordance with the elapsed time. Thereby, the measurement value of the sensor such as the vehicle body tilt sensor 41 is unnecessary, and safety and comfort after the inversion control stop can be ensured regardless of the state of the sensor.

  Moreover, based on the active weight part thrust parameter at the time of a stop acquired immediately before inversion control stop, how to give active weight part thrust is determined. That is, the parameter value determined according to the vehicle body tilting state or the like immediately before stopping the inversion control is used. As described above, by grasping the state immediately before the stop, it is possible to realize more appropriate addition of the active weight portion thrust.

  Further, the active weight portion thrust addition amount is given as a linear function of time. In this way, by using a linear function that is the simplest function that can realize a necessary change in the thrust value, it is possible to minimize the calculation load of the active weight control ECU 23 and to reduce the active weight motor 62. The power load can be made smooth to facilitate the thrust control under the voltage fluctuation of the power storage means 73.

  Further, the active weight part control ECU 23 determines an active weight part thrust command value when the inverted control is stopped. In other words, the active weight part control ECU 23 itself calculates the active weight part thrust necessary for the posture control of the vehicle body, and controls the active weight part thrust according to the value. Therefore, the active weight portion thrust can be controlled regardless of the state of other elements of the vehicle system. As described above, the active weight part control system, which is indispensable for the inversion control of the active weight part moving vehicle, is also used as a fail safe means, so that the inversion control is stopped without adding a new ECU or actuator for fail safe. You can ensure the safety of the time.

  In the present embodiment, the active weight part thrust command value is determined by a simple linear function, but a more complicated function may be used. In this case, the minimum necessary parameters for defining the function are acquired from the main control ECU 21 when the inversion control is executed.

  Subsequently, the active weight part control ECU 23 controls the active weight part thrust (step S28). That is, the voltage of the active weight part motor operation circuit 64 is controlled so as to realize the determined active weight part thrust command value. Subsequently, the active weight unit control ECU 23 determines whether or not the control is finished (step S29). In this case, when the time determined by the stop active weight part thrust parameter has elapsed, the control is terminated. That is, when the elapsed time is equal to or longer than the active weight part thrust addition time which is one of the parameters, it is regarded as the end of control.

  When the control is not finished, the active weight control ECU 23 obtains the elapsed time again and repeats the subsequent operation at predetermined time intervals (for example, every 100 [μm]).

  When the control is finished, the active weight control ECU 23 activates the brake (step S30). Specifically, power supply to the active weight brake 63 is cut off, the active weight brake 63 is operated, and the riding section 14 is immovable with respect to the main body 11. Thereby, it is possible to prevent the riding section 14 from accelerating in the vehicle body inclination direction immediately after the end of the thrust addition, and it is possible to further improve the safety and comfort after the inversion control is stopped.

  Thus, in the present embodiment, for example, when the vehicle system is abnormal, the riding portion 14 is not immediately braked and stopped, but an appropriate thrust is applied to the riding portion 14 and moved to an appropriate position. By doing so, the brake is activated after the vehicle body is safely and comfortably guided to the ground.

  Subsequently, the active weight part control ECU 23 recovers the electric power of the capacitor which is the power storage means 73 (step S31), and the active weight part control process ends. In this case, the active weight control ECU 23 transmits an operation signal to the recovery relay 71 b and recovers the power of the capacitor to the battery as the main power source 72. After stopping the operation signal to the additional control relay 71c, the operation signal is continuously transmitted to the recovery relay 71b until the voltage of the capacitor falls below a predetermined threshold.

  In the present embodiment, the above-described control is executed regardless of the cause of the inverted control stop, but this control may be executed only when the stop is caused by a specific cause. For example, this control may be executed only when communication between the main control ECU 21 and the active weight control ECU 23 is abnormal.

  Further, in the present embodiment, the above-described control is executed when the inversion control cannot be continued, but the same control may be executed when the inversion control is no longer required. . For example, when the riding section 14 is provided with main power on switching means, and the occupant 15 desires to get off suddenly, the main power supply 72 is cut off by the main power on switching means, so that the vehicle body suitable for the occupant 15 to get off is obtained. You may make it transfer to an attitude | position. As a result, it is possible to quickly get off the vehicle, and convenience is improved.

  Thus, in the present embodiment, the active weight portion thrust is applied for a predetermined time immediately after stopping the inversion control, and the vehicle body is tilted in a specific direction. Specifically, the magnitude of the active weight portion thrust to be added is determined according to the time immediately after the stop of the inverted control. In addition, when the value of the active weight portion thrust that rotates the riding portion 14 in the same direction as the specific direction of the vehicle body (forward in the present embodiment) is positive, the active weight portion thrust to be added with the passage of time is Decrease gradually. And let the final value of the active weight part thrust to add be a negative value.

  In addition, parameters relating to the time schedule of the active weight portion thrust to be added are determined according to the vehicle body tilt state immediately before the inversion control is stopped. Parameters relating to the time schedule are an initial value, an additional time, and an increase rate, that is, an active weight part thrust initial value, an active weight part thrust addition time, and an active weight part thrust increase rate. The parameter relating to the time schedule is determined by the main control ECU 21 when the inversion control is executed. Moreover, the weight sensor 81 is provided and the active weight part thrust added according to the value of the acquired mounting weight is correct | amended.

  Furthermore, after adding the active weight portion thrust for a predetermined time, the relative position of the riding portion 14 is fixed by the active weight portion brake 63.

  Further, an active weight part thrust is applied by the active weight part control ECU 23. That is, if the active weight part thrust command value from the main control ECU 21 is not received for a predetermined time, the active weight part control ECU 23 functions as the second thrust command means and determines the active weight part thrust to be added. In the inversion control, the main control ECU 21 functions as a first thrust command means, and commands an active weight portion thrust value suitable for the inversion control to the active weight portion control ECU 23.

  Furthermore, a power storage means 73 is provided for supplying power to the active weight control ECU 23 immediately after the inversion control is stopped. Immediately after the vehicle system is activated, electric power is supplied to the power storage means 73, and electric power is recovered immediately before normal termination.

  Thereby, the inverted vehicle 10 which is small, light, and inexpensive can be provided. The vehicle body can be reliably tilted in a specific direction when the inverted control stop including the emergency stop is performed. Further, since the active weight control system provided in the riding section moving type inverted vehicle is utilized for the specific direction tilting means, the safe inverted vehicle 10 can be secured only by the stopper 16 which is a one-side stopper fixed to the vehicle body. Can be realized.

  In the present embodiment, the control for urging the vehicle forward is executed on the assumption that the vehicle body tilted forward is more convenient and more comfortable. It may be tilted backward, with the back. For example, in the case of a standing-type inverted vehicle that has a handle in front of the vehicle 10 and is boarded from behind, it may be possible to improve convenience and comfort when getting on and off by always inclining backward.

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

  FIG. 9 is a block diagram showing the configuration of the vehicle system according to the second embodiment of the present invention.

  In the present embodiment, the active weight portion thrust is determined according to the position of the riding portion 14 for a predetermined time after the inversion control is stopped.

  It is difficult to control the posture of the vehicle body only by elapsed time. For example, it is necessary to predict both the movement state of the riding section 14 and the lean state of the vehicle body due to the addition of the active weight portion thrust, and to set an appropriate active weight portion thrust time schedule. Therefore, it may take time and cost to design and adjust the control system in order to ensure sufficient safety. In general, the active weight control ECU 23 includes means for acquiring the position of the riding section 14. That is, since thrust control is performed based on the rotation state of the active weight unit motor 62 mechanically coupled to the moving mechanism of the riding unit 14, the position information of the riding unit 14 can be acquired in a general system. Is possible.

  Therefore, in the present embodiment, the active weight part thrust to be added is determined according to the active weight part thrust parameter and the position of the riding section 14. Specifically, based on the acquired position of the riding part 14, the active weight part thrust is applied so that the riding part 14 reaches the target position. The active weight portion thrust parameter is the riding section target position and the thrust addition time. The active weight portion control ECU 23 sequentially acquires the active weight portion thrust command value when executing the inversion control, executes the thrust control so as to realize it, and based on the position command value acquired immediately before when the inversion control is stopped. Then, position control is executed to realize it.

  As a result, the active weight portion thrust addition control after stopping the inverted control that is simpler and more reliable can be executed. As a result, the inverted vehicle 10 that is safer and less expensive can be provided.

  As shown in FIG. 9, in the present embodiment, the active weight part sensor 61 transmits the detected active weight part position and / or moving speed not only to the main control ECU 21 but also to the active weight part control ECU 23. To do. Since the configuration of other points is the same as that of the first embodiment, description thereof is omitted.

  Next, the operation of the vehicle 10 in the present embodiment will be described. First, the operation of the travel and attitude control processing of the main control ECU 21 will be described.

  FIG. 10 is a flowchart showing the operation of the travel and attitude control processing of the main control ECU in the second embodiment of the present invention.

  The operation from the start of the travel and attitude control processing to the determination of the output command value of each actuator, that is, the operations in steps S41 to S45, is the step S1 shown in FIG. 5 in the first embodiment. Since it is the same as the operation of .about.S5, its description is omitted.

  Then, after determining the output command value of each actuator, the main control ECU 21 determines the active weight part thrust parameter at the time of stop (step S46). In this case, the main control ECU 21 functions as parameter determination means, and determines the active weight part target position and the active weight part thrust addition time as the active weight part thrust parameter at the time of stop from each state quantity. First, the active weight part target position is acquired by the following formula.

  Moreover, the active weight part thrust addition time is acquired by the following formula.

  Thus, in the present embodiment, the active weight part thrust parameter at the time of stop, which is a parameter relating to the additional thrust after stopping the inverted control, is determined. Specifically, the active weight portion thrust parameter after the inversion control stop is determined according to the vehicle body posture immediately before the inversion control stop. It should be noted that there are two types of parameters, a target position and an additional time, that is, an active weight part target position and an active weight part thrust addition time.

  First, the active weight portion target position is determined according to the vehicle body inclination angle immediately before the inversion control is stopped. When the vehicle body is tilted rearward, the active weight portion target position is set to a positive value, the center of gravity of the vehicle body is moved forward by moving the riding section 14 forward, and the vehicle body is shifted to forward tilt. On the other hand, when the vehicle body leans forward, the active weight portion target position is set to a negative value, and the center of gravity of the vehicle body is moved backward by moving the riding portion 14 backward, thereby suppressing an increase in the forward lean speed.

  Also, the time for adding the active weight part thrust is determined according to the difference between the active weight part target position and the current position. When the difference between the active weight part target position and the current position is large, the addition time of the active weight part thrust is increased. On the other hand, when the difference between the active weight part target position and the current position is small, the additional time of the active weight part thrust is reduced. Note that the active weight portion thrust is applied only for the time required to move the riding section 14 to the target position regardless of the tilted state of the vehicle body, that is, the time until the stopper 16 of the vehicle body contacts the road surface. In other words, when the riding section 14 reaches the vicinity of the target position, the addition of the active weight section thrust is terminated regardless of the lean state of the vehicle body. This can reduce energy consumption and improve control stability.

  As the vehicle body inclination angle and the riding section position required when determining the parameters, the values of the actual vehicle body inclination angle and the actual riding section position taking into account other effects are used. Specifically, the value of the substantial vehicle body tilt angle is determined based on the vehicle body tilt angular velocity. The value of the substantial vehicle body inclination angle is increased as the vehicle body leans forward. In addition, the value of the substantial vehicle body inclination angle is decreased as the vehicle body rearward tilt speed increases. Thereby, even when the inversion control is stopped while the inclination angle of the vehicle body is changing, safety and comfort can be ensured.

  Moreover, the influence of the inertia force accompanying the deceleration of the vehicle 10 at the time of inversion control stop is considered. Based on the predicted deceleration and deceleration time of the vehicle 10, the substantial vehicle body inclination angle and the substantial riding section position are corrected. Further, the deceleration time is determined based on the vehicle speed or the driving wheel rotation angular speed. It is determined that the higher the vehicle speed is, the longer it takes for the vehicle 10 to stop, which greatly affects the vehicle body inclination. Thus, the inclination state can be controlled with higher accuracy by considering the inertial force after the emergency stop.

  Furthermore, the active weight portion thrust applied after the inversion control is stopped is corrected according to the mounted weight. That is, the active weight part thrust parameter at the time of stop is determined according to the mounted weight acquired by the weight sensor 81. Thereby, it is possible to reliably ensure the safety and comfort when stopping the inverted control for any occupant 15 and the load.

  In the present embodiment, the active weight portion thrust parameter is determined in consideration of the effects of various inertias, but other effects may be further considered. For example, a center-of-gravity position acquisition unit that acquires the center-of-gravity position of the riding part 14 may be provided, and the additional amount of the active weight part thrust may be determined according to the acquired value. Further, road surface shape acquisition means for acquiring the shape of the road surface may be provided, and the active weight portion thrust parameter may be corrected according to the acquired value, for example, the value of the road surface gradient.

  Further, in the present embodiment, the target position and the additional time are given as the active weight part thrust parameter, but the method for setting the active weight part thrust addition amount instead of other parameters or by adding other parameters. May be defined. For example, the feedback gain when the active weight control ECU 23 determines the command value of the active weight thrust may be corrected according to the state of the vehicle body, and this value may be added as a parameter. Further, a part of the parameter value may be a constant. At this time, those constants may be defined on the active weight part control ECU 23 side.

  Furthermore, in the present embodiment, the substantial vehicle body inclination angle is determined by a non-linear function, but may be determined by a simple linear approximation function. Further, a non-linear function may be provided as a map and determined using the map.

  Subsequently, the main control ECU 21 transmits each data to each ECU (step S47). The subsequent operations, that is, the operations in steps S47 to S49 are the same as the operations in steps S7 to S9 shown in FIG. 5 in the first embodiment, and thus the description thereof is omitted.

  Next, the operation of the active weight part control process of the active weight part control ECU 23 will be described.

  FIG. 11 is a flowchart showing the operation of the active weight part control process of the active weight part control ECU according to the second embodiment of the present invention.

  The operation from the start of the active weight control process until the elapsed time is acquired, that is, the operations in steps S51 to S56 are the operations in steps S21 to S26 shown in FIG. 8 in the first embodiment. Since this is the same, the description thereof is omitted.

And active weight part control ECU23 acquires an active weight part position, after acquiring elapsed time (step S57). Specifically, the riding section position λ _S as the active weight section position is acquired from the active weight section sensor 61.

  Subsequently, the active weight part control ECU 23 determines an active weight part thrust command value (step S58). In this case, the active weight part control ECU 23 functions as a second thrust command means, and determines a stop active weight part thrust command value from the active weight part position and the stop active weight part thrust parameter according to the following equation.

The coefficients K _P and K _I are feedback gains, and predetermined values determined by a pole placement method or the like are set in advance.

  In the present embodiment, the active weight portion thrust is applied for a predetermined time immediately after stopping the inversion control, and the vehicle body is appropriately tilted. In this case, the value of the active weight part thrust to be added is changed according to the active weight part position acquired by the active weight part sensor 61. Thus, by acquiring the actual state quantity, it is possible to easily and reliably ensure the safety and comfort after stopping the inverted control.

  Moreover, based on the active weight part thrust parameter at the time of a stop acquired immediately before inversion control stop, how to give active weight part thrust is determined. Specifically, the active weight portion target position determined according to the vehicle body posture or the like immediately before stopping the inverted control is used. As described above, by grasping the state immediately before the stop, it is possible to realize more appropriate addition of the active weight portion thrust.

  Furthermore, the active weight portion thrust addition amount is given in accordance with a linear feedback control law (PI control). In this way, by using a simple control law, the calculation load is reduced, and the power load of the active weight motor 62 is smoothed to facilitate the thrust control under the voltage fluctuation of the power storage unit 73.

  In the present embodiment, the active weight part target position is a constant value, but it may be changed with time. For example, the impact when the stopper 16 of the vehicle body contacts the ground may be reduced by reducing the active weight target position with the passage of time.

  Further, in the present embodiment, the additional time of the active weight portion thrust is determined in advance immediately before the inverted control is stopped, but may be determined according to the state after the inverted control is stopped. For example, when the deviation between the actual position of the riding section 14 and the target position falls below a predetermined threshold value, the addition of the thrust may be terminated to perform the movement of the riding section 14 more reliably.

  Subsequently, the active weight part control ECU 23 controls the active weight part thrust (step S59). Since the subsequent operations, that is, the operations in steps S59 to S62 are the same as the operations in steps S28 to S31 shown in FIG. 8 in the first embodiment, the description thereof is omitted.

  As described above, in the present embodiment, the active weight portion thrust to be added is determined in accordance with the active weight portion thrust parameter and the position of the riding portion 14, so that the active weight after stopping the inverted control is simpler and more reliable. The partial thrust addition control can be executed, and as a result, the safer and cheaper inverted vehicle 10 can be provided.

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

  The present invention can be applied to a vehicle using posture control of an inverted pendulum.

DESCRIPTION OF SYMBOLS 10 Vehicle 12 Drive wheel 14 Riding part 20 Vehicle control apparatus 21 Main control ECU
23 Active weight control ECU
73 Power storage means

Claims (9)

A drive wheel rotatably mounted on the vehicle body,
An active weight portion movably attached to the vehicle body;
A vehicle control device for controlling the posture of the vehicle body by controlling the drive torque applied to the drive wheel and the position of the active weight portion;
Said vehicle control unit, a predetermined time immediately after stop of the vehicle body attitude control, by adding thrust to the active weight portion moves the active weight portion to the vehicle body, intended to tilt the vehicle body in a specific direction The thrust applied to the active weight portion is decreased with the passage of time immediately after the posture control of the vehicle body is stopped, and the final value of the thrust is moved in the direction opposite to the specific direction. A vehicle characterized by a negative value . The vehicle control device includes:
Thrust control means for controlling the thrust;
First thrust command means for commanding the thrust control means for a thrust value for maintaining the tilt angle of the vehicle body;
Second thrust command means for commanding the thrust control means for a thrust value for tilting the vehicle body in a specific direction;
Time acquisition means for acquiring an elapsed time from the stop of the posture control of the vehicle body;
Parameter determining means for determining a parameter relating to a time schedule for adding thrust to the active weight part,
If the thrust control means does not receive the command value from the first thrust command means for the predetermined time, the second thrust command means determines a thrust value based on the parameter and the elapsed time, and sends it to the thrust control means. The vehicle according to claim 1 which commands. The vehicle according to claim 2 , wherein the parameters are an initial value, an addition time, and an increase rate of thrust applied to the active weight part. The vehicle control device includes:
Thrust control means for controlling the thrust;
First thrust command means for commanding the thrust control means for a thrust value for maintaining the tilt angle of the vehicle body;
Second thrust command means for commanding the thrust control means for a thrust value for tilting the vehicle body in a specific direction;
Position acquisition means for acquiring the position of the active weight part;
Parameter determining means for determining a parameter relating to thrust applied to the active weight part,
If the thrust control means does not receive the command value from the first thrust command means for the predetermined time, the second thrust command means determines the thrust value based on the parameter and the position of the active weight part, and the thrust The vehicle according to claim 1 , wherein the vehicle is instructed to a control means. The vehicle according to claim 4 , wherein the parameter is a target position of the active weight portion and an addition time of thrust applied to the active weight portion. The vehicle according to claim 2 or 4 , wherein the parameter is determined at the time of execution of posture control of the vehicle body. It further comprises weight acquisition means for acquiring the weight of the active weight part,
The parameter determination unit of the vehicle according to any one of claims 2-6 for correcting the parameter by the weight of the active weight portion obtained by the weight obtaining means. Vehicle according to claim 2 or 4, further comprising a storage means for supplying electric power to the thrust control means after stopping of said vehicle body attitude control. The vehicle according to claim 8 , wherein the vehicle control device supplies power to the power storage unit immediately after startup and collects power from the power storage unit immediately before stopping.

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