JP5297960B2 - Control device, control method, and control program for inverted pendulum type vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an inverted-pendulum type vehicle which runs stably even when the gradient of the ground contact surface speed is suddenly changed by the movement or the stop of the ground contact surface of the inverted-pendulum type vehicle. <P>SOLUTION: A control unit of the inverted-pendulum type vehicle includes a ground contact speed calculation unit 81 for acquiring the relative ground contact surface speed when a second ground contact surface in the advancing direction is relatively moved to the first ground contact surface with which a wheel body is brought into contact, an inclination sensor for acquiring the ground contact surface acceleration of a ground contact part between the wheel body and the ground contact surface in contact therewith and the circumferential acceleration of the wheel body, a rotational angular acceleration correction unit 83 and a posture control computation unit 80 which calculates the differential acceleration between the ground contact surface acceleration and the circumferential acceleration, detects the advancement of the wheel body from the first ground contact surface to the second ground contact surface based on the differential acceleration, and changes the moving speed of the inverted-pendulum type vehicle according to the relative ground contact speed. <P>COPYRIGHT: (C)2011,JPO&amp;INPIT

Description

  The present invention relates to an inverted pendulum type vehicle control device, control method, and control program.

  As the omnidirectional vehicle (inverted pendulum type vehicle) that can move in all directions (two-dimensional omnidirectional) on the floor surface, for example, what is found in Patent Documents 1 and 2 has been proposed by the present applicant. Yes. In the inverted pendulum type vehicle found in these Patent Documents 1 and 2, a spherical or wheel-like or crawler-like moving operation unit capable of moving in all directions on the floor surface while being in contact with the floor surface; An actuator device having an electric motor or the like for driving the moving operation unit is assembled to a vehicle body. And this vehicle moves on a floor surface by driving a movement operation part with an actuator device.

  Further, as a technique for controlling the movement operation of this type of inverted pendulum type vehicle, for example, a technique found in Patent Document 3 has been proposed by the present applicant. In this technique, a vehicle base is provided so as to be tiltable in the front-rear and left-right directions with respect to a spherical moving operation unit. Then, the vehicle is moved according to the tilting motion of the base by measuring the tilt angle of the base and controlling the torque of the electric motor that drives the moving operation unit so as to keep the tilt angle at a required angle. I have to.

International Publication No. 2008/132778 International Publication No. 2008/132777 Japanese Patent No. 3070015

By the way, when an inverted pendulum type vehicle as disclosed in Patent Documents 1 to 3 is caused to travel, when a state in which the gradient of the ground contact surface speed with respect to the traveling surface (ground contact surface) of the host vehicle suddenly changes occurs, The problem like this occurs. For example, it is assumed that the inverted pendulum type vehicle on which the driver is riding is on a ground contact surface (moving ground contact surface) that moves relative to the ground such as an escalator or a moving sidewalk from a state where the vehicle is traveling at a constant speed on the ground. . An inverted pendulum type vehicle running at a constant speed on the ground is in a state where the balance between the driver's center of gravity and the center of gravity of the inverted pendulum type vehicle is maintained, that is, the vertical axis through which the position of the entire center of gravity penetrates the ground contact point It is in the state above or in the vicinity thereof. When the inverted pendulum type vehicle in a balanced state gets on the moving ground surface, the inverted pendulum type vehicle loses its balance due to the imbalance of the motion system, and the control device of the inverted pendulum type vehicle tries to rebalance the wheels. Drive the motor. Specifically, when the inverted pendulum type vehicle gets on the moving ground surface, the wheels are scooped in the moving direction (forward) of the moving ground surface, and the inverted pendulum type vehicle is likely to fall backward. At this time, the control device drives the wheel motor to prevent the vehicle from tipping backward, and causes the inverted pendulum type vehicle to travel backward. That is, when the inverted pendulum type vehicle rides on the moving ground surface, the inverted pendulum type vehicle travels backward to get back to the unstable balance and descends from the moving ground surface to the ground.
Contrary to the above case, such a phenomenon also occurs when an inverted pendulum type vehicle that is on the moving ground surface gets off the ground, for example, when it gets off the ground from an escalator or a moving sidewalk.

  Therefore, the present invention has been made to solve the above problem, and its purpose is that when the ground plane of the inverted pendulum type vehicle moves or stops moving, the gradient of the ground plane speed suddenly changes. That is, an object is to provide an inverted pendulum type vehicle control device, control method, and control program that can be stably driven even when the ground surface acceleration changes.

In order to solve the above-mentioned problem, the invention described in claim 1 is a control device for an inverted pendulum type vehicle (for example, a moving operation unit 5 in the embodiment) that moves on the ground surface by rotating the wheel body (for example, the moving operation unit 5 in the embodiment) In the control unit 50 of the inverted pendulum type vehicle 1 in the embodiment, the second grounding surface in the traveling direction of the inverted pendulum type vehicle with respect to the first grounding surface on which the wheel body of the inverted pendulum type vehicle contacts the ground Relative ground plane speed acquisition means (for example, the ground plane speed calculation unit 81 in the embodiment) for acquiring a relative ground plane speed which is a movement speed when the wheel body is relatively moving, the wheel body, and A ground surface acceleration acquisition means (for example, the inclination sensor 52 in the embodiment) for acquiring a ground surface acceleration which is an acceleration of a ground contact portion with the ground surface to be grounded, and a wheel body circumferential adder for acquiring a circumferential acceleration of the wheel body Degree acquisition means (for example, the inclination sensor 52 in the embodiment) and the acceleration difference between the acquired ground surface acceleration and the circumferential acceleration are calculated, and the first ground surface of the wheel body is calculated based on the acceleration difference. When the approach detecting means detects the approach of the wheel body from the approach detecting means (for example, the rotational angular acceleration correction unit 83 in the embodiment) for detecting the approach to the second ground plane from the Movement control means (for example, the rotational angular acceleration correction unit 83, attitude control calculation unit 80 in the embodiment) that changes the moving speed of the inverted pendulum type vehicle according to the relative contact surface speed acquired by the contact surface speed acquisition means; And an inverted pendulum type vehicle control device.
As a result, the control device for the inverted pendulum type vehicle moves the second grounding surface on the traveling direction side relative to the first grounding surface relative to the first grounding surface to which the inverted pendulum type vehicle contacts the ground. In this case, the relative ground contact surface speed that is the relative movement speed of the second ground contact surface can be acquired. And this control apparatus can acquire the installation surface acceleration and the circumferential acceleration of a wheel body, and can detect the approach to the 2nd ground surface from the 1st ground surface of a wheel body. Furthermore, this control apparatus can change the moving speed of the inverted pendulum type vehicle according to the relative contact surface speed when detecting the entry to the second installation surface.

In order to solve the above-mentioned problem, the invention described in claim 2 is a control device for an inverted pendulum type vehicle that moves on the ground surface by rotating a wheel body (for example, the moving operation unit 5 in the embodiment). For example, in the control unit 50 of the inverted pendulum type vehicle 1 according to the embodiment, the contact surface acceleration acquisition unit (for example, the embodiment) acquires the contact surface acceleration that is the acceleration of the contact portion between the wheel body and the contact surface to which the wheel body contacts. Inclination sensor 52), wheel body circumferential acceleration acquisition means for acquiring the circumferential acceleration of the wheel body (for example, inclination sensor 52 in the embodiment), and accelerations of the acquired ground plane acceleration and circumferential acceleration, respectively. A difference is calculated, and on the basis of the acceleration difference, the first ground contact surface on which the wheel body contacts the ground is opposed to the first ground contact surface in the traveling direction of the inverted pendulum type vehicle. An approach detection means (for example, a rotational angular acceleration correction unit 83 in the embodiment) for detecting the approach of the wheel body to the second contact surface that is relatively moving, and the entry detection means A movement control means (for example, the rotational angular acceleration correction unit 83 and the posture control calculation unit 80 in the embodiment) that changes the driving rotational speed of the wheel body in accordance with the calculated acceleration difference when an approach is detected; An inverted pendulum type vehicle control device comprising:
As a result, the control device for the inverted pendulum type vehicle moves the second grounding surface on the traveling direction side relative to the first grounding surface relative to the first grounding surface to which the inverted pendulum type vehicle contacts the ground. If this is the case, the installation surface acceleration and the circumferential acceleration of the wheel body are obtained and the acceleration difference is calculated, and based on this, the approach of the wheel body from the first contact surface to the second contact surface is detected. can do. Furthermore, this control apparatus can change the driving rotational speed of a wheel body according to an acceleration difference, when approaching to a 2nd installation surface is detected. That is, according to this configuration, it is not necessary to acquire the relative ground contact surface speed that is the relative movement speed of the second ground contact surface with respect to the first ground contact surface.

In order to solve the above problem, the invention described in claim 3 is an inverted pendulum type vehicle (for example, implemented) that moves on the ground surface by rotating a wheel body (for example, the moving operation unit 5 in the embodiment). In the control method of the inverted pendulum type vehicle 1) in the embodiment, the second grounding surface in the traveling direction of the inverted pendulum type vehicle is relative to the first grounding surface on which the wheel body of the inverted pendulum type vehicle is grounded. Acceleration of a ground contact portion between the wheel body and the ground contact surface to which the wheel body contacts the first step (for example, step S101 in the embodiment) for obtaining a relative ground contact surface speed that is a moving speed when the vehicle is moving A second step (e.g., step S102 in the embodiment) for respectively acquiring the contact surface acceleration and the circumferential acceleration of the wheel body, and the acquired contact surface acceleration and the circumferential acceleration respectively. The third step of calculating the acceleration difference of the wheel and detecting the approach of the wheel body from the first contact surface to the second contact surface based on the acceleration difference (for example, steps S104 and S105 in the embodiment). And a fourth step (for example, changing the moving speed of the inverted pendulum type vehicle according to the relative ground contact surface speed acquired in the first step when the wheel body is detected in the third step. And an inverted pendulum type vehicle control method comprising steps S110 and S111) in the embodiment.
As a result, the control method for the inverted pendulum type vehicle is such that the second grounding surface that is closer to the traveling direction than the first grounding surface to which the inverted pendulum type vehicle contacts is moved relative to the first grounding surface. In this case, the relative ground contact surface speed that is the relative movement speed of the second ground contact surface can be acquired. And this control method can acquire the installation surface acceleration and the circumferential acceleration of a wheel body, and can detect the approach to the 2nd ground surface from the 1st ground surface of a wheel body. Furthermore, this control method can change the moving speed of the inverted pendulum type vehicle in accordance with the relative contact surface speed when an approach to the second installation surface is detected.

In order to solve the above-mentioned problem, the invention described in claim 4 is an inverted pendulum type vehicle (for example, implemented) that moves on the ground surface by rotating a wheel body (for example, the moving operation unit 5 in the embodiment). In the control method of the inverted pendulum type vehicle 1) in the embodiment, a first step of acquiring a ground surface acceleration that is an acceleration of a ground contact portion between the wheel body and a ground surface on which the wheel body is grounded and a circumferential acceleration of the wheel body ( For example, in step S102) in the embodiment, the acceleration difference between the acquired ground surface acceleration and the circumferential acceleration is calculated, and based on the acceleration difference, from the first ground surface on which the wheel body contacts the ground, A second step of detecting the entry of the wheel body into a second ground contact surface that is moving relative to the first ground contact surface in the traveling direction of the inverted pendulum type vehicle (for example, implementation) Steps S104 and S105) in the state and a third step (for example, implementation) of changing the driving rotational speed of the wheel body in accordance with the calculated acceleration difference when the entry of the wheel body is detected in the second step Inverted pendulum type vehicle control method characterized by comprising: steps S110 and S111) in the embodiment.
As a result, the control method for the inverted pendulum type vehicle is such that the second grounding surface that is closer to the traveling direction than the first grounding surface to which the inverted pendulum type vehicle contacts is moved relative to the first grounding surface. If this is the case, the installation surface acceleration and the circumferential acceleration of the wheel body are obtained and the acceleration difference is calculated, and based on this, the approach of the wheel body from the first contact surface to the second contact surface is detected. can do. Furthermore, this control method can change the drive rotational speed of a wheel body according to an acceleration difference, when the approach to a 2nd installation surface is detected. That is, according to this procedure, it is not necessary to acquire the relative ground contact surface speed that is the relative movement speed of the second ground contact surface with respect to the first ground contact surface.

In order to solve the above problem, the invention described in claim 5 is an inverted pendulum type vehicle (for example, implemented) that moves on a ground surface by rotating a wheel body (for example, the moving operation unit 5 in the embodiment). Inverted pendulum type vehicle 1) in the form of the control device (for example, control unit 50 in the embodiment), the inverted pendulum type vehicle proceeds with respect to the first ground contact surface on which the wheel body of the inverted pendulum type vehicle contacts the ground. A first step (for example, step S101 in the embodiment) for obtaining a relative contact surface speed that is a moving speed when the second contact surface in the direction is relatively moving, the wheel body, and this A second step (for example, step S102 in the embodiment) for acquiring a ground surface acceleration, which is an acceleration of a ground contact portion with the ground surface to be ground, and a circumferential acceleration of the wheel body; A third acceleration that calculates an acceleration difference between the acquired ground contact surface acceleration and circumferential acceleration and detects the approach of the wheel body from the first contact surface to the second contact surface based on the acceleration difference. When the approach of the wheel body is detected in step (for example, steps S104 and S105 in the embodiment) and the third step, the inverted pendulum type vehicle according to the relative ground contact surface speed acquired in the first step. 4 is a control program for executing the fourth step (for example, steps S110 and S111 in the embodiment) for changing the moving speed of the first step.
As a result, the control program causes the second grounding surface, which is closer to the traveling direction than the first grounding surface on which the inverted pendulum type vehicle is grounded, to move relative to the first grounding surface. The relative contact surface speed that is the relative movement speed of the second contact surface can be acquired. And this control program can acquire the installation surface acceleration and the circumferential acceleration of a wheel body, and can detect the approach to the 2nd ground surface from the 1st ground surface of a wheel body. Furthermore, this control program can change the moving speed of the inverted pendulum type vehicle according to the relative contact surface speed when an entry to the second installation surface is detected.

In order to solve the above-mentioned problem, the invention described in claim 6 is an inverted pendulum type vehicle (for example, implemented) that moves on a ground surface by rotating a wheel body (for example, the moving operation unit 5 in the embodiment). In the control apparatus (for example, the control unit 50 in the embodiment) of the inverted pendulum type vehicle 1) in the form, the ground surface acceleration that is the acceleration of the ground contact portion between the wheel body and the ground surface to be grounded, and the circumference of the wheel body A first step of acquiring each acceleration (for example, step S102 in the embodiment), and calculating an acceleration difference between the acquired ground plane acceleration and circumferential acceleration, and based on the acceleration difference, the wheel body Advancement of the wheel body from a first grounding surface to be grounded to a second grounding surface that is moving relative to the first grounding surface in the traveling direction of the inverted pendulum type vehicle When the wheel body is detected in the second step (for example, steps S104 and S105 in the embodiment) and the second step, the driving rotational speed of the wheel body is determined according to the calculated acceleration difference. Is a control program for executing the third step (for example, steps S110 and S111 in the embodiment).
As a result, the control program causes the second grounding surface, which is closer to the traveling direction than the first grounding surface on which the inverted pendulum type vehicle is grounded, to move relative to the first grounding surface. The installation surface acceleration and the circumferential acceleration of the wheel body are acquired and the acceleration difference is calculated. Based on this, the approach from the first grounding surface of the wheel body to the second grounding surface can be detected. Furthermore, this control program can change the drive rotation speed of a wheel body according to an acceleration difference, when the approach to a 2nd installation surface is detected. That is, according to the procedure of this program, it is not necessary to acquire the relative ground contact surface speed that is the relative movement speed of the second ground contact surface with respect to the first ground contact surface.

According to each of the first, third, and fifth aspects of the present invention, when the approach of the wheel body to the second ground contact surface relatively moving from the first ground contact surface is detected, the second contact In order to change the moving speed of the inverted pendulum type vehicle according to the relative ground contact surface speed with respect to the first ground contact surface, even when the gradient of the ground contact surface speed changes suddenly, that is, even when the ground contact surface acceleration changes. The inverted pendulum type vehicle can be driven stably.
According to each of the inventions described in claims 2, 4, and 6, when an approach of the wheel body to the second ground contact surface relatively moving from the first ground contact surface is detected, the approach is detected. In order to change the driving rotational speed of the wheel body according to the acceleration difference calculated at the time of detection, the inverted pendulum type vehicle can be used even when the gradient of the ground surface speed suddenly changes, that is, even when the ground surface acceleration changes. It can be driven stably. At this time, since it is not necessary to acquire the relative contact surface speed of the second contact surface with respect to the first contact surface, a simpler configuration can be achieved.

1 is a front view of an inverted pendulum type vehicle according to an embodiment of the present invention. It is a side view of the inverted pendulum type vehicle by the same embodiment. It is the figure which expanded and showed the lower part of the inverted pendulum type vehicle by the same embodiment. It is a perspective view of the lower part of the inverted pendulum type vehicle by the same embodiment. It is a perspective view of the movement operation part (wheel body) of the inverted pendulum type vehicle by the same embodiment. It is the figure which showed the arrangement | positioning relationship between the moving operation part (wheel body) and free roller of an inverted pendulum type vehicle by the same embodiment. It is a flowchart which shows the process sequence of the control unit of the inverted pendulum type vehicle by the same embodiment. It is a figure which shows the inverted pendulum model expressing the dynamic behavior of the inverted pendulum type vehicle by the same embodiment. It is a block diagram which shows the processing function regarding the process of step S9 of FIG. 7 by the embodiment. FIG. 10 is a block diagram illustrating a processing function of the gain adjustment unit illustrated in FIG. 9 according to the embodiment. It is a block diagram which shows the processing function of the limit process part (or limit process part shown in FIG. 12) shown in FIG. 10 by the embodiment. It is a block diagram which shows the processing function of the gravity center speed restriction | limiting part shown in FIG. 9 by the embodiment. It is a block diagram which shows the processing function of the attitude | position control calculating part shown in FIG. 9 by the embodiment. 10 is a flowchart showing a processing procedure of a required center-of-gravity velocity generation unit shown in FIG. 9 according to the same embodiment. It is a flowchart which shows the subroutine process of step S23 of FIG. 14 by the embodiment. It is a flowchart which shows the subroutine process of step S23-5 of FIG. 15 by the embodiment. It is a flowchart which shows the subroutine process of step S23-5 of FIG. 15 by the embodiment. FIG. 16 is a flowchart showing a subroutine process of step S23-6 of FIG. 15 according to the same embodiment. FIG. 15 is a flowchart showing a subroutine process of step S24 of FIG. 14 according to the same embodiment. It is a flowchart which shows the subroutine process of step S25 of FIG. 14 by the embodiment. It is a flowchart which shows the correction process which a rotational angular acceleration correction | amendment part performs by a predetermined control process period by the same embodiment. It is the figure which showed typically the curve pattern which the rotational angular acceleration correction | amendment part memorize | stores by the same embodiment.

Hereinafter, embodiments for carrying out the present invention will be described in detail with reference to the drawings. First, the structure of an inverted pendulum type vehicle in the present embodiment will be described with reference to FIGS.
As shown in FIGS. 1 and 2, the inverted pendulum type vehicle 1 (hereinafter, also simply referred to as “vehicle 1”) in the present embodiment is provided with a passenger (driver) riding section (seat) 3 and a floor surface. A moving operation unit 5 capable of moving in all directions (two-dimensional all directions including the front-rear direction and the left-right direction) on the floor surface while being grounded, and power for driving the moving operation unit 5 are transferred to the moving operation unit 5. And a base 9 on which the riding section 3, the moving operation section 5, and the actuator apparatus 7 are assembled.

Here, in the description of the present embodiment, “front-rear direction” and “left-right direction” respectively match or substantially coincide with the front-rear direction and the left-right direction of the upper body of the occupant who has boarded the riding section 3 in a standard posture. Means direction. Note that the “standard posture” is a posture assumed by design with respect to the riding section 3, and the trunk axis of the occupant's upper body is generally directed vertically and the upper body is not twisted. It is posture.
In this case, in FIG. 1, the “front-rear direction” and the “left-right direction” are the direction perpendicular to the paper surface and the left-right direction of the paper surface, respectively. In FIG. It is the left-right direction of the paper surface and the direction perpendicular to the paper surface. In the description of the present embodiment, the suffixes “R” and “L” attached to the reference numerals are used to mean the right side and the left side of the vehicle 1, respectively.

The base 9 includes a lower frame 11 to which the moving operation unit 5 and the actuator device 7 are assembled, and a support frame 13 extending upward from the upper end of the lower frame 11.
A seat frame 15 projecting forward from the column frame 13 is fixed to the upper portion of the column frame 13. A seat 3 on which an occupant sits is mounted on the seat frame 15. Therefore, the inverted pendulum type vehicle 1 according to the present embodiment moves on the floor surface with the occupant seated on the seat 3.

  On the left and right sides of the seat 3, grips 17R and 17L are arranged for the occupant seated on the seat 3 to grip as necessary. These grips 17R and 17L extend from the support frame 13 (or the seat frame 15), respectively. It is being fixed to the front-end | tip part of the provided brackets 19R and 19L.

The lower frame 11 includes a pair of cover members 21R and 21L arranged so as to face each other in a bifurcated manner with a space in the left-right direction. The upper end portions (bifurcated branch portions) of these cover members 21R and 21L are connected via a hinge shaft 23 having a longitudinal axis, and one of the cover members 21R and 21L is hinged relative to the other. It can swing around the shaft 23. In this case, the cover members 21R and 21L are urged by a spring (not shown) in a direction in which the lower end side (the bifurcated tip side) of the cover members 21R and 21L is narrowed.
Further, on each outer surface portion of the cover members 21R and 21L, a step 25R for placing the right foot of the occupant seated on the seat 3 and a step 25L for placing the left foot project so as to protrude rightward and leftward, respectively. .

The moving operation unit 5 and the actuator device 7 are disposed between the cover members 21R and 21L of the lower frame 11. The structures of the moving operation unit 5 and the actuator device 7 will be described with reference to FIGS.
The moving operation unit 5 and the actuator device 7 exemplified in the present embodiment have the same structure as that disclosed in FIG. Therefore, in the description of the present embodiment, the matters described in Patent Document 2 regarding the configurations of the moving operation unit 5 and the actuator device 7 are simply described.

In the present embodiment, the moving operation unit 5 is a wheel body formed in an annular shape from a rubber-like elastic material, and has a substantially circular cross-sectional shape. Due to its elastic deformation, the moving operation unit 5 (hereinafter referred to as the wheel body 5) has a circular cross-sectional center C1 (more specifically, a circular cross-sectional center as shown by an arrow Y1 in FIGS. 5 and 6). It can be rotated around the circumference of the circumferential line that is concentric with the axis of the wheel body 5 through C1.
The wheel body 5 is disposed between the cover members 21R and 21L with its axis C2 (axis C2 orthogonal to the diameter direction of the entire wheel body 5) directed in the left-right direction. Ground to the floor at the lower end of the outer peripheral surface.
The wheel body 5 rotates around the axis C2 of the wheel body 5 as shown by an arrow Y2 in FIG. 5 (operation to rotate on the floor surface) by driving by the actuator device 7 (details will be described later). And an operation of rotating around the cross-sectional center C1 of the wheel body 5 can be performed. As a result, the wheel body 5 can move in all directions on the floor surface by a combined operation of these rotational operations.

  The actuator device 7 includes a rotating member 27R and a free roller 29R interposed between the wheel body 5 and the right cover member 21R, and a rotating member interposed between the wheel body 5 and the left cover member 17L. 27L and a free roller 29L, an electric motor 31R as an actuator disposed above the rotating member 27R and the free roller 29R, and an electric motor 31L as an actuator disposed above the rotating member 27L and the free roller 29L. .

The electric motors 31R and 31L have their housings attached to the cover members 21R and 21L, respectively. Although illustration is omitted, the power sources (capacitors) of the electric motors 31 </ b> R and 31 </ b> L are mounted at appropriate positions on the base 9 such as the support frame 13.
The rotating member 27R is rotatably supported by the cover member 21R via a support shaft 33R having a horizontal axis. Similarly, the rotation member 27L is rotatably supported by the cover member 21L via a support shaft 33L having a horizontal axis. In this case, the rotation axis of the rotation member 27R (axis of the support shaft 33R) and the rotation axis of the rotation member 27L (axis of the support shaft 33L) are coaxial.

  The rotating members 27R and 27L are connected to the output shafts of the electric motors 31R and 31L via power transmission mechanisms including functions as speed reducers, respectively, and the power (torque) transmitted from the electric motors 31R and 31L, respectively. It is rotationally driven by. Each power transmission mechanism is of a pulley-belt type, for example. That is, as shown in FIG. 3, the rotating member 27R is connected to the output shaft of the electric motor 31R via the pulley 35R and the belt 37R. Similarly, the rotating member 27L is connected to the output shaft of the electric motor 31L via a pulley 35L and a belt 37L.

  The power transmission mechanism described above may be constituted by, for example, a sprocket and a link chain, or may be constituted by a plurality of gears. In addition, for example, the electric motors 31R and 31L are arranged to face the rotating members 27R and 27L so that the respective output shafts are coaxial with the rotating members 27R and 27L, and the electric motors 31R and 31L are respectively arranged. The output shaft may be connected to the rotating members 27R and 27L via a reduction gear (such as a planetary gear device).

Each rotating member 27R, 27L is formed in the same shape as a truncated cone that decreases in diameter toward the wheel body 5, and its outer peripheral surface is a tapered outer peripheral surface 39R, 39L.
A plurality of free rollers 29R are arranged around the tapered outer peripheral surface 39R of the rotating member 27R so as to be arranged at equal intervals on a circumference concentric with the rotating member 27R. Each of these free rollers 29R is attached to the tapered outer peripheral surface 39R via a bracket 41R and is rotatably supported by the bracket 41R.
Similarly, a plurality (the same number as the free rollers 29R) of free rollers 29L are arranged around the tapered outer peripheral surface 39L of the rotating member 27L so as to be arranged at equal intervals on a circumference concentric with the rotating member 27L. Yes. Each of these free rollers 29L is attached to the tapered outer peripheral surface 39L via a bracket 41L and is rotatably supported by the bracket 41L.

  The wheel body 5 is disposed coaxially with the rotating members 27R and 27L so as to be sandwiched between the free roller 29R on the rotating member 27R side and the free roller 29L on the rotating member 27L side. In this case, as shown in FIGS. 1 and 6, each of the free rollers 29 </ b> R and 29 </ b> L has the axis C <b> 3 inclined with respect to the axis C <b> 2 of the wheel body 5 and the diameter direction of the wheel body 5 (the wheel body 5. When viewed in the direction of the axis C2, it is arranged in a posture inclined with respect to the radial direction connecting the axis C2 and the free rollers 29R and 29L. In such a posture, the outer peripheral surfaces of the free rollers 29R and 29L are in pressure contact with the inner peripheral surface of the wheel body 5 in an oblique direction.

  More generally speaking, the free roller 29R on the right side has a frictional force component in the direction around the axis C2 at the contact surface with the wheel body 5 when the rotating member 27R is driven to rotate around the axis C2. (The frictional force component in the tangential direction of the inner periphery of the wheel body 5) and the frictional force component in the direction around the cross-sectional center C1 of the wheel body 5 (the tangential frictional force component in the circular cross section) The wheel body 5 is pressed against the inner peripheral surface in such a posture that it can act on the wheel body 5. The same applies to the left free roller 29L.

  In this case, as described above, the cover members 21R and 21L are urged in a direction in which the lower end side (the bifurcated tip side) of the cover members 21R and 21L is narrowed by a spring (not shown). Therefore, the wheel body 5 is sandwiched between the right free roller 29R and the left free roller 29L by this urging force, and the free rollers 29R and 29L are in pressure contact with the wheel body 5 (more specifically, free The pressure contact state in which a frictional force can act between the rollers 29R and 29L and the wheel body 5 is maintained.

  In the vehicle 1 having the structure described above, when the rotating members 27R and 27L are driven to rotate at the same speed in the same direction by the electric motors 31R and 31L, the wheel body 5 has the same direction as the rotating members 27R and 27L. Will rotate around the axis C2. Thereby, the wheel body 5 rotates on the floor surface in the front-rear direction, and the entire vehicle 1 moves in the front-rear direction. In this case, the wheel body 5 does not rotate around the center C1 of the cross section.

  Further, for example, when the rotating members 27R and 27L are rotationally driven in opposite directions at the same speed, the wheel body 5 rotates around the center C1 of the cross section. As a result, the wheel body 5 moves in the direction of the axis C2 (that is, the left-right direction), and as a result, the entire vehicle 1 moves in the left-right direction. In this case, the wheel body 5 does not rotate around the axis C2.

Furthermore, when the rotating members 27R and 27L are rotationally driven at different speeds (speeds including directions) in the same direction or in the opposite direction, the wheel body 5 rotates around its axis C2, It will rotate about the cross-sectional center C1.
At this time, the wheel body 5 moves in a direction inclined with respect to the front-rear direction and the left-right direction by a combined operation (composite operation) of these rotational operations, and as a result, the entire vehicle 1 moves in the same direction as the wheel body 5 Will be. The moving direction of the wheel body 5 in this case changes depending on the difference in rotational speed (rotational speed vector in which the polarity is defined according to the rotational direction) including the rotational direction of the rotating members 27R and 27L. .

  Since the moving operation of the wheel body 5 is performed as described above, the rotational speeds (including the rotational direction) of the electric motors 31R and 31L are controlled, and consequently the rotational speeds of the rotating members 27R and 27L are controlled. The moving speed and moving direction of the vehicle 1 can be controlled.

  Next, the structure for operation control of the vehicle 1 of this embodiment is demonstrated. In the following description, as shown in FIGS. 1 and 2, an XYZ coordinate system is assumed in which the horizontal axis in the front-rear direction is the X axis, the horizontal axis in the left-right direction is the Y axis, and the vertical direction is the Z axis. The direction and the left-right direction may be referred to as the X-axis direction and the Y-axis direction, respectively.

First, schematic operation control of the vehicle 1 will be described. In the present embodiment, basically, when an occupant seated on the seat 3 tilts its upper body (specifically, the occupant and the vehicle 1 are combined). When the upper body is tilted so as to move the position of the entire center of gravity (the position projected on the horizontal plane), the base body 9 tilts together with the sheet 3 to the side on which the upper body is tilted. At this time, the moving operation of the wheel body 5 is controlled so that the vehicle 1 moves to the side on which the base body 9 is inclined. For example, when the occupant tilts the upper body forward and, as a result, tilts the base body 9 together with the seat 3, the movement operation of the wheel body 5 is controlled so that the vehicle 1 moves forward.
That is, in the present embodiment, the operation of the occupant moving the upper body and, in turn, tilting the base body 9 together with the seat 3 is one basic operation operation (operation request of the vehicle 1) for the vehicle 1, and the operation The moving operation of the wheel body 5 is controlled via the actuator device 7 in accordance with the operation.

  Here, in the vehicle 1 of the present embodiment, the ground contact surface of the wheel body 5 as the entire ground contact surface has an area compared to a region where the entire vehicle 1 and the passengers riding on the vehicle 1 are projected on the floor surface. It becomes a small single local region, and the floor reaction force acts only on the single local region. For this reason, in order to prevent the base body 9 from tilting, it is necessary to move the wheel body 5 so that the center of gravity of the occupant and the vehicle 1 is positioned almost directly above the ground contact surface of the wheel body 5.

  Therefore, in the present embodiment, the center of gravity of the entire occupant and vehicle 1 is positioned almost directly above the center point of the wheel body 5 (center point on the axis C2) (more precisely, the center of gravity point is The posture of the base body 9 in a state (which is located almost directly above the ground contact surface of the wheel body 5) is set as a target posture, and basically, the actual posture of the base body 9 is converged to the target posture. The movement operation is controlled.

In addition, when starting the vehicle 1 and the like, apart from the propulsive force by the actuator device 7, for example, the occupant kicks the floor with his / her foot as necessary, thereby increasing the moving speed of the vehicle 1 ( When the driving force (the propulsive force generated by the frictional force between the occupant's foot and the floor) is applied to the vehicle 1 as an additional external force, the moving speed of the vehicle 1 (more precisely, the occupant and the entire vehicle) The movement operation of the wheel body 5 is controlled so that the movement speed of the center of gravity of the wheel body increases.
In the state where the addition of the propulsive force is stopped, the moving operation of the wheel body 5 is performed so that the moving speed of the vehicle 1 is once held at a constant speed and then attenuated to stop the vehicle 1. Control is performed (braking control of the wheel body 5 is performed).

  Further, in a state where no occupant is on board the vehicle 1, a state where the center of gravity of the single vehicle 1 is located almost directly above the center point of the wheel body 5 (center point on the axis C <b> 2) (more accurately, (The state where the center of gravity is located almost directly above the ground contact surface of the wheel body 5) is the target posture, and the actual posture of the base 9 is converged to the target posture. The movement operation of the wheel body 5 is controlled so that the vehicle 1 can stand on its own without tilting.

  In this embodiment, in order to control the operation of the vehicle 1, as shown in FIGS. 1 and 2, a control unit 50 constituted by an electronic circuit unit including a microcomputer and drive circuit units of the electric motors 31R and 31L. The inclination sensor 52 for measuring the inclination angle θb of the predetermined portion of the base body 9 with respect to the vertical direction (the direction of gravity) and its changing speed (= dθb / dt), and whether or not an occupant is on the vehicle 1 , A rotary encoder 56R, 56L as an angle sensor for detecting the rotational angle and rotational angular velocity of the output shaft of each of the electric motors 31R, 31L, and the front of the vehicle 1 in the X-axis direction. A photographing unit 58 for photographing the floor surface (grounding surface) is mounted at an appropriate position of the vehicle 1.

In this case, the control unit 50 and the inclination sensor 52 are attached to the column frame 13 in a state of being accommodated in the column frame 13 of the base body 9, for example. The load sensor 54 is built in the seat 3. The rotary encoders 56R and 56L are provided integrally with the electric motors 31R and 31L, respectively. In addition, the photographing unit 58 is attached to the front end portion of the seat frame 15 in a direction in which the floor surface in the X-axis front direction can be photographed. The distance from the ground contact portion between the moving operation unit 5 and the floor surface to the floor surface in the X-axis forward direction within the imaging range of the imaging unit 58 may be about 1 to 3 m.
The rotary encoders 56R and 56L may be attached to the rotating members 27R and 27L, respectively. Moreover, since the imaging | photography part 58 should just be installed so that a front floor surface can be image | photographed, you may attach to any position of base | substrates 9, such as the support | pillar frame 13 and the lower frame 11. FIG.

  More specifically, the tilt sensor 52 includes an acceleration sensor and a rate sensor (angular velocity sensor) such as a gyro sensor, and outputs detection signals of these sensors to the control unit 50. Then, the control unit 50 performs a predetermined measurement calculation process (this may be a known calculation process) based on the outputs of the acceleration sensor and the rate sensor of the tilt sensor 52, and thereby the part on which the tilt sensor 52 is mounted. The measured value of the tilt angle θb with respect to the vertical direction (the column frame 13 in the present embodiment), the measured value of the tilt angular velocity θbdot that is the rate of change (differential value), and the tilt angle acceleration θbwdot that is the differential value of the tilt angular velocity θbdot Is calculated.

  In this case, the tilt angle θb to be measured (hereinafter also referred to as the base body tilt angle θb) is more specifically, the component θb_x in the Y axis direction (pitch direction) and the X axis direction (roll direction), respectively. It consists of component θb_y. Similarly, the measured tilt angular velocity θbdot (hereinafter also referred to as the base tilt angular velocity θbdot) is also measured in the Y-axis direction (pitch direction) component θbdot_x (= dθb_x / dt) and the X-axis direction (roll direction). Component θbdot_y (= dθb_y / dt). Further, the measured tilt angular acceleration θbwdot (hereinafter also referred to as the base tilt angular acceleration θbwdot) is also a component θbwdot_x (= d2θb_x / dt2) in the direction around the Y axis (pitch direction) and a direction around the X axis (roll direction). Component θbwdot_y (= d2θb_y / dt2).

In the description of the present embodiment, a variable such as a motion state quantity having a component in each direction of the X axis and the Y axis (or a direction around each axis) such as the base body inclination angle θb, or a relation to the motion state quantity. When a variable such as a coefficient to be expressed is distinguished from each other, a subscript “_x” or “_y” is added to the reference symbol of the variable.
In this case, for a variable related to translational motion such as translational speed, a subscript “_x” is added to the component in the X-axis direction, and a subscript “_y” is added to the component in the Y-axis direction.
For variables related to rotational motion, such as angle, rotational speed (angular velocity), angular acceleration, etc., the subscript “_x” is added to the component around the Y axis for convenience in order to align the variable related to translational motion with the subscript. In addition, the subscript “_y” is added to the component around the X axis.
Further, when a variable is expressed as a set of a component in the X-axis direction (or a component around the Y-axis) and a component in the Y-axis direction (or a component around the X-axis), the reference numeral of the variable The subscript “_xy” is added. For example, when the base body tilt angle θb is expressed as a set of a component θb_x around the Y axis and a component θb_y around the X axis, it is expressed as “base body tilt angle θb_xy”.

The load sensor 54 is built in the seat 3 so as to receive a load due to the weight of the occupant when the occupant sits on the seat 3, and outputs a detection signal corresponding to the load to the control unit 50. Then, the control unit 50 determines whether or not an occupant is on the vehicle 1 based on the measured load value indicated by the output of the load sensor 54.
Instead of the load sensor 54, for example, a switch type sensor that is turned on when an occupant sits on the seat 3 may be used.

  The rotary encoder 56R generates a pulse signal every time the output shaft of the electric motor 31R rotates by a predetermined angle, and outputs this pulse signal to the control unit 50. Then, the control unit 50 measures the rotational angle of the output shaft of the electric motor 53R based on the pulse signal, and further calculates the temporal change rate (differential value) of the measured value of the rotational angle as the rotational angular velocity of the electric motor 53R. Measure as The same applies to the rotary encoder 56L on the electric motor 31L side.

  The photographing unit 58 is a digital video camera, for example. The photographing unit 58 photographs the floor surface of the vehicle 1 in the front direction of the X axis and outputs the photographing data VD to the control unit 50.

The control unit 50 determines a speed command that is a target value of the rotational angular speed of each of the electric motors 31R and 31L by executing a predetermined calculation process using each of the measured values, and the electric motor is operated according to the speed command. The rotational angular velocities of the motors 31R and 31L are feedback controlled.
In this case, the control unit 50 is based on the frame image of the shooting data VD supplied from the shooting unit 58 and the moving speed of the vehicle 1 and is relative to the floor surface on which the vehicle 1 is currently traveling or standing. The relative ground contact surface speed, which is the speed of the front floor surface (hereinafter referred to as “relatively moving ground contact surface”) in motion, is obtained, and the rotational angular velocity for feedback control is corrected based on this.

  The relationship between the rotational angular velocity of the output shaft of the electric motor 31R and the rotational angular velocity of the rotating member 27R is proportional to the constant reduction ratio between the output shaft and the rotating member 27R. In the description of this embodiment, for the sake of convenience, the rotational angular velocity of the electric motor 31R means the rotational angular velocity of the rotating member 27R. Similarly, the rotational angular velocity of the electric motor 31L means the rotational angular velocity of the rotating member 27L.

Hereinafter, the control process of the control unit 50 will be described in more detail. The control unit 50 executes the process (main routine process) shown in the flowchart of FIG. 7 at a predetermined control process cycle. First, in step S <b> 1, the control unit 50 acquires the output of the tilt sensor 52.
Next, the process proceeds to step S2, and the control unit 50, based on the acquired output of the tilt sensor 52, the measured value θb_xy_s of the base body tilt angle θb, the measured value θbdot_xy_s of the base body tilt angular velocity θbdot, and the base body tilt angular acceleration θbwdot. The measured value θbwdot_xy_s is calculated.
In the following description, when an observed value (measured value or estimated value) of an actual value of a variable (state quantity) such as the measured value θb_xy_s is represented by a reference symbol, a subscript is added to the reference symbol of the variable. Add “_s”.

Next, after acquiring the output of the load sensor 54 in step S3, the control unit 50 executes the determination process in step S4. In this determination process, the control unit 50 determines whether or not an occupant is on the vehicle 1 depending on whether or not the load measurement value indicated by the acquired output of the load sensor 54 is larger than a predetermined value set in advance ( Whether or not an occupant is seated on the seat 3).
If the determination result in step S4 is affirmative, the control unit 50 sets a target value θb_xy_obj for the base body tilt angle θb, and constant parameters for controlling the operation of the vehicle 1 (basic values for various gains). Etc.) is executed in steps S5 and S6, respectively.

In step S5, the control unit 50 sets a predetermined target value for the boarding mode as the target value θb_xy_obj of the base body tilt angle θb.
Here, the “boarding mode” means an operation mode of the vehicle 1 when an occupant is on the vehicle 1. The target value θb_xy_obj for the boarding mode is such that the overall center of gravity of the vehicle 1 and the occupant seated on the seat 3 (hereinafter referred to as the vehicle / occupant overall center of gravity) is located almost directly above the ground contact surface of the wheel body 5. The posture of the base body 9 in a state is set in advance so as to coincide with or substantially coincide with the measured value θb_xy_s of the base body tilt angle θb measured based on the output of the tilt sensor 52.

  In step S <b> 6, the control unit 50 sets a predetermined value for the boarding mode as a constant parameter value for controlling the operation of the vehicle 1. The constant parameters are hx, hy, Ki_a_x, Ki_b_x, Ki_a_y, Ki_b_y (i = 1, 2, 3), which will be described later.

On the other hand, if the determination result in step S4 is negative, the control unit 50 sets the target parameter θb_xy_obj of the base body tilt angle θb_xy and sets the constant parameter value for controlling the operation of the vehicle 1. Are executed in steps S7 and S8.
In step S7, the control unit 50 sets a predetermined target value for the independent mode as the target value θb_xy_obj of the inclination angle θb.
Here, the “self-supporting mode” means an operation mode of the vehicle 1 when no occupant is on the vehicle 1. The target value θb_xy_obj for the self-supporting mode is an inclination sensor in the posture of the base body 9 in which the center of gravity point of the vehicle 1 (hereinafter referred to as the vehicle center of gravity point) is located almost directly above the ground contact surface of the wheel body 5. It is set in advance so as to coincide with or substantially coincide with the measured value θb_xy_s of the base body tilt angle θb measured based on the output of 52. The target value θb_xy_obj for the self-supporting mode is generally different from the target value θb_xy_obj for the boarding mode.

In step S <b> 8, the control unit 50 sets a predetermined value for the independent mode as a constant parameter value for controlling the operation of the vehicle 1. The value of the constant parameter for the independent mode is different from the value of the constant parameter for the boarding mode.
The difference in the value of the constant parameter between the boarding mode and the independent mode is due to the difference in the height of the center of gravity, the overall mass, etc. in each mode, and the response of the operation of the vehicle 1 to the control input. This is because the characteristics are different from each other.
Through the processes in steps S4 to S8 described above, the target value θb_xy_obj of the base body tilt angle θb_xy and the value of the constant parameter are set individually for each operation mode of the boarding mode and the self-supporting mode.

Note that it is not essential to execute the processes of steps S5 and S6 or the processes of steps S7 and S8 every control processing cycle, and may be executed only when the determination result of step S4 changes.
Supplementally, in both the boarding mode and the self-supporting mode, the target value of the component θbdot_x around the Y axis and the target value of the component θbdot_y around the X axis of the base body tilt angular velocity θbdot are both “0”. For this reason, the process which sets the target value of base | substrate inclination angular velocity (theta) bdot_xy is unnecessary.

  After executing the processes of steps S5 and S6 or the processes of steps S7 and S8 as described above, the control unit 50 next executes the vehicle control calculation process in step S9, whereby each of the electric motors 31R and 31L is executed. Determine the speed command. Details of this vehicle control calculation processing will be described later.

Next, the process proceeds to step S10, and the control unit 50 executes an operation control process for the electric motors 31R and 31L according to the speed command determined in step S9. In this operation control process, the control unit 50 responds to the deviation between the speed command of the right electric motor 31R determined in step S9 and the measured value of the rotational speed of the electric motor 31R measured based on the output of the rotary encoder 56R. The target value (target torque) of the output torque of the electric motor 31R is determined so that the deviation converges to “0”. Then, the control unit 50 controls the energization current of the electric motor 31R so that the output torque of the target torque is output to the electric motor 31R. The same applies to the operation control of the left electric motor 31L.
The above is the overall control process executed by the control unit 50.

Next, details of the vehicle control calculation process in step S9 will be described.
In the following description, the vehicle / occupant overall center-of-gravity point in the boarding mode and the vehicle single body center-of-gravity point in the independent mode are collectively referred to as a vehicle system center-of-gravity point. When the operation mode of the vehicle 1 is the boarding mode, the vehicle system center-of-gravity point means the vehicle / occupant overall center-of-gravity point, and when it is in the self-supporting mode, it means the vehicle single body center-of-gravity point.
In the following description, regarding the value (value to be updated) determined by the control unit 50 in each control processing cycle, the value determined in the current (latest) control processing cycle is the current value, and the control processing immediately before that The value determined by the cycle may be referred to as the previous value. A value not particularly different from the current value and the previous value means the current value.
Further, regarding the speed and acceleration in the X-axis direction, the forward direction is a positive direction, and regarding the speed and acceleration in the Y-axis direction, the left direction is a positive direction.

In the present embodiment, the dynamic behavior of the center of gravity of the vehicle system (specifically, the behavior seen by projecting from the Y-axis direction onto a plane (XZ plane) orthogonal thereto, and orthogonal to the X-axis direction) As shown in FIG. 8, the behavior of the inverted pendulum model (the dynamic behavior of the inverted pendulum) is approximately expressed as the behavior observed by projecting on the plane (YZ plane). Vehicle control calculation processing is performed.
In FIG. 8, reference numerals without parentheses are reference numerals corresponding to the inverted pendulum model viewed from the Y-axis direction, and reference numerals with parentheses refer to the inverted pendulum model viewed from the X-axis direction. Corresponding reference sign.

In this case, the inverted pendulum model expressing the behavior seen from the Y-axis direction has a mass point 60_x located at the center of gravity of the vehicle system and a rotation axis 62a_x parallel to the Y-axis direction. Wheel 62_x (hereinafter referred to as virtual wheel 62_x). The mass point 60_x is supported by the rotation shaft 62a_x of the virtual wheel 62_x via the linear rod 64_x, and can swing around the rotation shaft 62a_x with the rotation shaft 62a_x as a fulcrum.
In this inverted pendulum model, the motion of the mass point 60_x corresponds to the motion of the vehicle system center of gravity as viewed from the Y-axis direction. Further, the inclination angle θbe_x of the rod 64_x with respect to the vertical direction coincides with the deviation θbe_x_s (= θb_x_s−θb_x_obj) between the measured base body tilt angle value θb_x_s and the base body tilt angle target value θb_x_obj in the direction around the Y axis. Further, the changing speed (= dθbe_x / dt) of the inclination angle θbe_x of the rod 64_x is set to coincide with the measured body inclination angular velocity θbdot_x_s in the direction around the Y axis. Further, the movement speed Vw_x (translation movement speed in the X-axis direction) of the virtual wheel 62_x is the same as the movement speed in the X-axis direction of the wheel body 5 of the vehicle 1.

Similarly, an inverted pendulum model (refer to the reference numerals in parentheses in FIG. 8) expressing the behavior viewed from the X-axis direction includes a mass point 60_y located at the vehicle system center of gravity and a rotation axis 62a_y parallel to the X-axis direction. And virtual wheels 62_y (hereinafter referred to as virtual wheels 62_y) that can rotate on the floor surface. The mass point 60_y is supported by the rotation shaft 62a_y of the virtual wheel 62_y via a linear rod 64_y, and can swing around the rotation shaft 62a_y with the rotation shaft 62a_y as a fulcrum.
In this inverted pendulum model, the motion of the mass point 60_y corresponds to the motion of the vehicle system center-of-gravity point viewed from the X-axis direction. Further, the inclination angle θbe_y of the rod 64_y with respect to the vertical direction coincides with the deviation θbe_y_s (= θb_y_s−θb_y_obj) between the measured base body tilt angle value θb_y_s and the base body tilt angle target value θb_y_obj in the direction around the X axis. In addition, the change speed (= dθbe_y / dt) of the inclination angle θbe_y of the rod 64_y coincides with the measured base body inclination angular velocity θbdot_y_s in the direction around the X axis. Further, the moving speed Vw_y (translational moving speed in the Y-axis direction) of the virtual wheel 62_y is set to coincide with the moving speed in the Y-axis direction of the wheel body 5 of the vehicle 1.

The virtual wheels 62_x and 62_y are assumed to have predetermined radii of predetermined values Rw_x and Rw_y, respectively.
Further, the rotational angular velocities ωw_x and ωw_y of the virtual wheels 62_x and 62_y, the rotational angular velocities ω_R and ω_L of the electric motors 31R and 31L (more precisely, the rotational angular velocities ω_R and ω_L of the rotational members 27R and 27L) and The relationship between the following equations 01a and 01b is established.

[Equation 1]
ωw_x = C · (ω_R−ω_L) / 2 (Expression 01a)
ωw_y = (ω_R + ω_L) / 2 (Expression 01b)

  Note that “C” in the expression 01a is a coefficient of a predetermined value depending on the mechanical relationship between the free rollers 29R and 29L and the wheel body 5 and slippage.

  Here, the dynamics of the inverted pendulum model shown in FIG. 8 is expressed by the following equations 03x and 03y. The expression 03x is an expression expressing the dynamics of the inverted pendulum model viewed from the Y-axis direction, and the expression 03y is an expression expressing the dynamics of the inverted pendulum model viewed from the X-axis direction.

[Equation 2]
d2θbe_x / dt2 = α_x · θbe_x + β_x · ωwdot_x (Expression 03x)
d2θbe_y / dt2 = α_y · θbe_y + β_y · ωwdot_y (Expression 03y)

In equation 03x, ωwdot_x is the rotational angular acceleration of the virtual wheel 62_x (first-order differential value of the rotational angular velocity ωw_x), α_x is a coefficient that depends on the mass and height h_x of the mass 60_x, and β_x is the inertia (moment of inertia of the virtual wheel 62_x ) And the radius Rw_x. The same applies to ωwdot_y, α_y, and β_y in Expression 03y.
As can be seen from these equations 03x and 03y, the motions of the mass points 60_x and 60_y of the inverted pendulum (and hence the motion of the vehicle system center of gravity) are the rotational angular acceleration ωwdot_x of the virtual wheel 62_x and the rotational angular acceleration ωwdot_y of the virtual wheel 62_y, respectively. It is defined depending on.

  Therefore, in the present embodiment, the rotational angular acceleration ωwdot_x of the virtual wheel 62_x is used as an operation amount (control input) for controlling the motion of the vehicle system center of gravity point viewed from the Y-axis direction, and viewed from the X-axis direction. The rotational angular acceleration ωwdot_y of the virtual wheel 62_y is used as an operation amount (control input) for controlling the motion of the vehicle system center of gravity.

  The vehicle control calculation process in step S9 will be schematically described. The control unit 50 determines that the motion of the mass point 60_x seen in the Y-axis direction and the motion of the mass point 60_y seen in the X-axis direction are the vehicle system center-of-gravity points. Virtual wheel rotational angular acceleration commands ωwdot_x_cmd and ωwdot_y_cmd, which are command values (target values) of the rotational angular accelerations ωwdot_x and ωwdot_y as operation amounts, are determined so as to correspond to the motion of Further, the control unit 50 integrates the virtual wheel rotation angular acceleration commands ωwdot_x_cmd and ωwdot_y_cmd, and the virtual wheel rotation that is the command values (target values) of the respective rotation angular velocities ωw_x and ωw_y of the virtual wheels 62_x and 62_y. The angular velocity commands are determined as ωw_x_cmd and ωw_y_cmd.

Then, the control unit 50 moves the virtual wheel 62_x corresponding to the virtual wheel rotational angular velocity command ωw_x_cmd (= Rw_x · ωw_x_cmd) and the virtual wheel 62_y corresponding to the virtual wheel rotational angular velocity command ωw_y_cmd (= Rw_y · ωw_y_cmd). ) As the target movement speed in the X-axis direction and the target movement speed in the Y-axis direction of the wheel body 5 of the vehicle 1, and the respective speeds of the electric motors 31 </ b> R and 31 </ b> L so as to realize these target movement speeds. The commands ω_R_cmd and ω_L_cmd are determined.
In this embodiment, the virtual wheel rotation angular acceleration commands ωwdot_x_cmd and ωwdot_y_cmd as the operation amount (control input) are obtained by adding three operation amount components as shown in equations 07x and 07y described later, respectively. It is determined.

The control unit 50 has a function shown in the block diagram of FIG. 9 as a function for executing the vehicle control calculation process of step S9.
That is, the control unit 50 calculates the base body tilt angle deviation measurement value θbe_xy_s, which is a deviation between the base body tilt angle measurement value θb_xy_s and the base body tilt angle target value θb_xy_obj, and the moving speed of the vehicle system center-of-gravity point. It is estimated that the center of gravity speed calculation unit 72 that calculates the center of gravity speed estimated value Vb_xy_s as an observed value of a certain center of gravity speed Vb_xy and the operation of the vehicle 1 by the occupant or the like (operation for adding propulsive force to the vehicle 1) are estimated. The required center-of-gravity speed generation unit 74 for generating the required center-of-gravity speed V_xy_aim as the required value of the center-of-gravity speed Vb_xy, and the allowable angular velocity of the electric motors 31R and 31L based on the estimated center-of-gravity speed value Vb_xy_s and the required center-of-gravity speed V_xy_aim A center-of-gravity speed limiter 76 for determining a control target center-of-gravity speed Vb_xy_mdfd as a target value of the center-of-gravity speed Vb_xy in consideration of a limit according to the range; 07x, and a gain adjustment unit 78 determines the gain adjustment parameter Kr_xy for adjusting the value of the gain coefficient 07y.

  In addition, the control unit 50 receives the photographing data VD from the photographing unit 58 and the center-of-gravity speed estimated value Vb_xy_s from the center-of-gravity speed calculating unit 72, so that the relative ground contact surface speed Vfv_xy_s of the relative moving ground surface is obtained. An acceleration difference that is a difference value between an acceleration (this is referred to as a contact surface acceleration) generated at the contact portion between the wheel body 5 and the floor surface and a circumferential acceleration of the wheel body 5. A rotational angular acceleration correction unit 83 that calculates Vdot_xy_diff, corrects the virtual wheel rotational angular acceleration command ωwdot_xy_cmd supplied from the attitude control calculation unit 80 based on the acceleration difference Vdot_xy_diff, and outputs the corrected virtual wheel rotational angular acceleration command ωwdot_xy_mdfd. With.

  The control unit 50 further calculates the virtual wheel rotation angular velocity command ωw_xy_cmd, the attitude control calculation unit 80, and the virtual wheel rotation angular velocity command ωw_xy_cmd from the right electric motor 31R speed command ω_R_cmd (rotation angular velocity command value) and the left side. And a motor command calculation unit 82 for converting into a set with a speed command ω_L_cmd (rotational angular velocity command value) of the electric motor 31L.

  Note that the reference numeral 84 in FIG. 9 indicates a delay element for inputting the virtual wheel rotation angular velocity command ωw_xy_cmd calculated by the attitude control calculation unit 70 for each control processing cycle. The delay element 84 outputs the previous value ωw_xy_cmd_p of the virtual wheel rotation angular velocity command ωw_xy_cmd in each control processing cycle.

In the vehicle control calculation process in step S9, the processes of the above-described respective processing units are executed as described below. That is, the control unit 50 first executes the process of the deviation calculation unit 70 and the process of the gravity center speed calculation unit 72.
The deviation calculation unit 70 receives the measured base body tilt angle value θb_xy_s (θb_x_s and θb_y_s) calculated in step S2 and the target values θb_xy_obj (θb_x_obj and θb_y_obj) set in step S5 or step S7. . Then, the deviation calculating unit 70 subtracts θb_x_obj from θb_x_s to calculate a measured body tilt angle deviation value θbe_x_s (= θb_x_s−θb_x_obj) around the Y axis, and subtracts θb_y_obj from θb_y_s to obtain X A base body tilt angle deviation measurement value θbe_y_s (= θb_y_s−θb_y_obj) in the direction around the axis is calculated.
The process of the deviation calculation unit 70 may be performed before the vehicle control calculation process of step S9. For example, you may perform the process of the deviation calculating part 70 in the process of the said step S5 or 7.

The center-of-gravity velocity calculation unit 72 receives the current value of the base body inclination angular velocity measurement value θbdot_xy_s (θbdot_x_s and θbdot_y_s) calculated in step S2 and the previous value ωw_xy_cmd_p (ωw_x_cmd_p and ωw_y_cmd_p) of the virtual wheel rotation angular velocity command ωw_xy_cmd. Is input from the delay element 84. Then, the center-of-gravity speed calculation unit 72 calculates the center-of-gravity speed estimated values Vb_xy_s (Vb_x_s and Vb_y_s) from these input values using a predetermined arithmetic expression based on the inverted pendulum model.
Specifically, the center-of-gravity velocity calculation unit 72 calculates Vb_x_s and Vb_y_s by the following equations 05x and 05y, respectively.

[Equation 3]
Vb_x_s = Rw_x · ωw_x_cmd_p + h_x · θbdot_x_s (formula 05x)
Vb_y_s = Rw_y · ωw_y_cmd_p + h_y · θbdot_y_s (formula 05y)

  In these expressions 05x and 05y, Rw_x and Rw_y are the respective radii of the virtual wheels 62_x and 62_y as described above, and these values are predetermined values set in advance. Further, h_x and h_y are the heights of the mass points 60_x and 60_y of the inverted pendulum model from the rotation axes 62a_x and 62a_y, respectively. In this case, in the present embodiment, the height of the vehicle system center-of-gravity point is maintained substantially constant. Therefore, predetermined values set in advance are used as the values of h_x and h_y, respectively. Supplementally, the heights h_x and h_y are included in the constant parameters whose values are set in step S6 or 8.

  The first term on the right side of the formula 05x is the moving speed in the X-axis direction of the virtual wheel 62_x corresponding to the previous value ωw_x_cmd_p of the speed command of the virtual wheel 62_x, and this moving speed is the X-axis direction of the wheel body 5 This corresponds to the current value of the actual movement speed. Further, the second term on the right side of the expression 05x is the movement speed in the X-axis direction of the vehicle system center-of-gravity point caused by the base body 9 tilting at the inclination angular velocity of θbdot_x_s around the Y axis (relative to the wheel body 5). This is equivalent to the current value of the movement speed. The same applies to Formula 05y.

  Note that a set of measured values (current values) of the respective rotational angular velocities of the electric motors 31R and 31L measured based on the outputs of the rotary encoders 56R and 56L becomes a set of rotational angular velocities of the virtual wheels 62_x and 62_y. The rotational angular velocities may be converted and used in place of ωw_x_cmd_p and ωw_y_cmd_p in equations 05x and 05y. However, it is advantageous to use the target values ωw_x_cmd_p and ωw_y_cmd_p in order to eliminate the influence of noise included in the measured value of the rotational angular velocity.

Next, the control unit 50 executes the processing of the required center-of-gravity velocity generation unit 74 and the processing of the gain adjustment unit 78. In this case, the center-of-gravity speed estimation value Vb_xy_s (Vb_x_s and Vb_y_s) calculated by the center-of-gravity speed calculation unit 72 as described above is input to the requested center-of-gravity speed generation unit 74 and the gain adjustment unit 78, respectively.
The required center-of-gravity speed generation unit 74, as will be described in detail later, when the operation mode of the vehicle 1 is the boarding mode, the requested center-of-gravity speed V_xy_aim based on the input center-of-gravity speed estimated value Vb_xy_s (Vb_x_s and Vb_y_s). (V_x_aim, V_y_aim) is determined. In the present embodiment, when the operation mode of the vehicle 1 is the self-supporting mode, the requested center-of-gravity speed generation unit 74 sets both the requested center-of-gravity speeds V_x_aim and V_y_aim to “0”.
Further, the gain adjustment unit 78 determines the gain adjustment parameter Kr_xy (Kr_x and Kr_y) based on the input center-of-gravity velocity estimated value Vb_xy_s (Vb_x_s and Vb_y_s). The processing of the gain adjusting unit 78 will be described below with reference to FIGS.

  As shown in FIG. 10, the gain adjustment unit 78 inputs the input center-of-gravity velocity estimated values Vb_x_s and Vb_y_s to the limit processing unit 86. In the limit processing unit 86, output values Vw_x_lim1 and Vw_y_lim1 are generated by appropriately adding limits corresponding to the allowable ranges of the rotational angular velocities of the electric motors 31R and 31L to the gravity center speed estimated values Vb_x_s and Vb_y_s. The output value Vw_x_lim1 has a meaning after limiting the moving speed Vw_x in the X-axis direction of the virtual wheel 62_x, and the output value Vw_y_lim1 has a meaning as a value after limiting the moving speed Vw_y in the Y-axis direction of the virtual wheel 62_y. .

The processing of the limit processing unit 86 will be described in more detail with reference to FIG. Note that the reference numerals in parentheses in FIG. 11 indicate processing of the limit processing unit 104 of the gravity center speed limiting unit 76 described later, and may be ignored in the description of the processing of the limit processing unit 86.
First, the limit processing unit 86 inputs the center-of-gravity velocity estimated values Vb_x_s and Vb_y_s to the processing units 86a_x and 86a_y, respectively. The processing unit 86a_x divides Vb_x_s by the radius Rw_x of the virtual wheel 62_x to calculate the rotational angular velocity ωw_x_s of the virtual wheel 62_x when it is assumed that the moving speed in the X-axis direction of the virtual wheel 62_x matches Vb_x_s. . Similarly, the processing unit 86a_y calculates the rotational angular velocity ωw_y_s (= Vb_y_s / Rw_y) of the virtual wheel 62_y when it is assumed that the moving speed of the virtual wheel 62_y in the Y-axis direction matches Vb_y_s.

Next, the limit processing unit 86 converts the set of ωw_x_s and ωw_y_s into a set of the rotation angular velocity ω_R_s of the electric motor 31R and the rotation angular velocity ω_L_s of the electric motor 31L by the XY-RL conversion unit 86b.
In this embodiment, this conversion is performed by solving simultaneous equations obtained by replacing ωw_x, ωw_y, ω_R, and ω_L in the equations 01a and 01b with ωw_x_s, ωw_y_s, ω_R_s, and ω_L_s, with ω_R_s and ω_L_s as unknowns. Done.

  Next, the limit processing unit 86 inputs the output values ω_R_s and ω_L_s of the XY-RL conversion unit 86b to the limiters 86c_R and 86c_L, respectively. At this time, if the limiter 86c_R is within the allowable range for the right motor having a predetermined upper limit value (> 0) and lower limit value (<0), the limiter 86c_R keeps ω_R_s as it is. Output as output value ω_R_lim1. Further, when ω_R_s deviates from the right motor allowable range, the limiter 86c_R outputs the boundary value closer to ω_R_s between the upper limit value and the lower limit value of the right motor allowable range as the output value ω_R_lim1. Output as. As a result, the output value ω_R_lim1 of the limiter 86c_R is limited to a value within the allowable range for the right motor.

Similarly, when the limiter 86c_L is within the allowable range for the left motor having a predetermined upper limit value (> 0) and lower limit value (<0), the limiter 86c_L keeps ω_L_s as it is. Output as output value ω_L_lim1. Further, when ω_L_s deviates from the left motor allowable range, the limiter 86c_L outputs the boundary value closer to ω_L_s between the upper limit value and the lower limit value of the left motor allowable range as the output value ω_L_lim1. Output as. As a result, the output value ω_L_lim1 of the limiter 86c_L is limited to a value within the left motor allowable range.
The allowable range for the right motor is set so that the rotational angular velocity (absolute value) of the right electric motor 31R does not become too high, and in turn prevents the maximum value of torque that can be output by the electric motor 31R from decreasing. Tolerance. The same applies to the allowable range for the left motor.

Next, the limit processing unit 86 converts the set of output values ω_R_lim1 and ω_L_lim1 of the limiters 86c_R and 86c_L into sets of rotational angular velocities ωw_x_lim1 and ωw_y_lim1 of the virtual wheels 62_x and 62_y by the RL-XY conversion unit 86d. .
This conversion is a reverse conversion process of the conversion process of the XY-RL conversion unit 86b. This processing is performed by solving simultaneous equations obtained by replacing ωw_x, ωw_y, ω_R, and ω_L in the equations 01a and 01b with ωw_x_lim1, ωw_y_lim1, ω_R_lim1, and ω_L_lim1 as ωw_x_lim1 and ωw_y_lim1.

  Next, the limit processing unit 86 inputs the output values ωw_x_lim1 and ωw_y_lim1 of the RL-XY conversion unit 86d to the processing units 86e_x and 86e_y, respectively. The processing unit 86e_x converts ωw_x_lim1 into the moving speed Vw_x_lim1 of the virtual wheel 62_x by multiplying ωw_x_lim1 by the radius Rw_x of the virtual wheel 62_x. Similarly, the processor 86e_y converts ωw_y_lim1 into the moving speed Vw_y_lim1 (= ωw_y_lim1 · Rw_y) of the virtual wheel 62_y.

  It is assumed that the movement speed Vw_x of the virtual wheel 62_x in the X-axis direction and the movement speed Vw_y of the virtual wheel 62_y in the Y-axis direction are made to coincide with the center-of-gravity speed estimated values Vb_x_s and Vb_y_s, respectively, by the above processing of the limit processing unit 86. In other words (in other words, assuming that the moving speed in the X-axis direction and the moving speed in the Y-axis direction of the wheel body 5 are respectively matched with Vb_x_s and Vb_y_s), it is necessary to realize those moving speeds. When the rotational angular velocities ω_R_s and ω_L_s of the electric motors 31R and 31L are both within the allowable range, a set of output values Vw_x_lim1 and Vw_y_lim1 that respectively match Vb_x_s and Vb_y_s is obtained from the limit processing unit 86. Is output.

  On the other hand, when both or one of the rotational angular velocities ω_R_s and ω_L_s of the electric motors 31R and 31L deviate from the allowable range, both or one of the rotational angular velocities is forcibly limited within the allowable range. Thus, the limit processing unit 86 outputs a set of movement speeds Vw_x_lim1 and Vw_y_lim1 in the X-axis direction and the Y-axis direction corresponding to the set of rotational angular velocities ω_R_lim1 and ω_L_lim1 of the electric motors 31R and 31L after the limitation.

  Therefore, the limit processing unit 86 can make the rotation angular velocities of the electric motors 31R and 31L corresponding to the set of the output values Vw_x_lim1 and Vw_y_lim1 not to deviate from the permissible range under the necessary conditions. As long as the output values Vw_x_lim1 and Vw_y_lim1 coincide with Vb_x_s and Vb_y_s, a set of output values Vw_x_lim1 and Vw_y_lim1 is generated.

Returning to the description of FIG. 10, the gain adjustment unit 78 next executes the processing of the calculation units 88_x and 88_y. The calculation unit 88_x receives the estimated center-of-gravity velocity value Vb_x_s in the X-axis direction and the output value Vw_x_lim1 of the limit processing unit 86. Then, the calculation unit 88_x calculates and outputs a value Vover_x obtained by subtracting Vb_x_s from Vw_x_lim1. Further, the Y-axis direction center of gravity velocity estimated value Vb_y_s and the output value Vw_y_lim1 of the limit processing unit 86 are input to the arithmetic unit 88_y. The computing unit 88_y calculates and outputs a value Vover_y obtained by subtracting Vb_y_s from Vw_y_lim1.
In this case, if the output values Vw_x_lim1 and Vw_y_lim1 are not forcibly limited by the limit processing unit 86, Vw_x_lim1 = Vb_x_s and Vw_y_lim1 = Vb_y_s, and thus the output values Vover_x of the arithmetic units 88_x and 88_y, respectively. , Vover_y is “0”.

On the other hand, when the output values Vw_x_lim1 and Vw_y_lim1 of the limit processing unit 86 are generated by forcibly limiting the input values Vb_x_s and Vb_y_s, the correction amount (= Vw_x_lim1−Vb_x_s) of Vw_x_lim1 from Vb_x_s , And Vw_y_lim1 are corrected from Vb_y_s (= Vw_y_lim1-Vb_y_s) from the arithmetic units 88_x and 88_y, respectively.
Next, the gain adjustment unit 78 determines the gain adjustment parameter Kr_x by sequentially passing the output value Vover_x of the calculation unit 88_x through the processing units 90_x and 92_x. Further, the gain adjustment unit 78 determines the gain adjustment parameter Kr_y by sequentially passing the output value Vover_y of the calculation unit 88_y through the processing units 90_y and 92_y. The gain adjustment parameters Kr_x and Kr_y are both values in the range from “0” to “1”.

The processing unit 90_x calculates and outputs the absolute value of the input Vover_x. Further, the processing unit 92_x generates Kr_x so that the output value Kr_x monotonously increases with respect to the input value | Vover_x | and has a saturation characteristic. The saturation characteristic is a characteristic in which the change amount of the output value with respect to the increase of the input value becomes “0” or approaches “0” when the input value increases to some extent.
In this case, in this embodiment, when the input value | Vover_x | is equal to or less than a predetermined value set in advance, the processing unit 92_x sets a value obtained by multiplying the input value | Vover_x | by a proportional coefficient of the predetermined value. Output as Kr_x. In addition, when the input value | Vover_x | is larger than a predetermined value, the processing unit 92_x outputs “1” as Kr_x. The proportional coefficient is set so that the product of | Vover_x | and the proportional coefficient is “1” when | Vover_x | matches a predetermined value.
The processing of the processing units 90_y and 92_y is the same as the processing of the above-described processing units 90_x and 92_x, respectively.

  When the output values Vw_x_lim1 and Vw_y_lim1 are not forcibly limited by the limit processing unit 86 by the processing of the gain adjusting unit 78 described above, that is, in the X axis direction and the Y axis direction of the wheel body 5 respectively. Even if the electric motors 31R and 31L are operated so that the movement speeds Vw_x and Vw_y coincide with the center-of-gravity speed estimated values Vb_x_s and Vb_y_s, the respective rotational angular velocities of the electric motors 31R and 31L are within the allowable range. In this case, the gain adjustment parameters Kr_x and Kr_y are both determined to be “0”.

  On the other hand, when the output values Vw_x_lim1 and Vw_y_lim1 of the limit processing unit 86 are generated by forcibly limiting the input values Vb_x_s and Vb_y_s, that is, in the X axis direction and the Y axis direction of the wheel body 5 respectively. If the electric motors 31R and 31L are operated so that the moving speeds Vw_x and Vw_y coincide with the center-of-gravity speed estimated values Vb_x_s and Vb_y_s, respectively, the rotational angular speed of either of the electric motors 31R and 31L deviates from the allowable range. In the case (when the absolute value of one of the rotational angular velocities becomes too high), the gain adjustment parameters Kr_x and Kr_y are determined according to the absolute values of the correction amounts Vover_x and Vover_y, respectively. In this case, Kr_x is determined to have a larger value as the absolute value of the correction amount Vx_over increases with “1” as the upper limit. The same applies to Kr_y.

Returning to the description of FIG. 9, the control unit 50 executes the processes of the center-of-gravity speed calculation unit 72 and the requested center-of-gravity speed generation unit 74, and then executes the process of the center-of-gravity speed restriction unit 76.
The center-of-gravity speed limiting unit 76 includes an estimated center-of-gravity speed value Vb_xy_s (Vb_x_s and Vb_y_s) calculated by the center-of-gravity speed calculation unit 72, and a requested center-of-gravity speed V_xy_aim (V_x_aim and V_y_aim) Is entered. Then, the center-of-gravity speed limiter 76 uses these input values to determine the control target center-of-gravity speed V_xy_mdfd (V_x_mdfd and V_y_mdfd) by executing the processing shown in the block diagram of FIG.

  Specifically, the center-of-gravity speed limiting unit 76 first executes the processes of the steady deviation calculating units 94_x and 94_y. In this case, the steady-state deviation calculating unit 94_x receives the estimated center-of-gravity velocity value Vb_x_s in the X-axis direction and the previous value Vb_x_mdfd_p of the control target center-of-gravity velocity Vb_x_mdfd in the X-axis direction via the delay element 96_x. . The steady deviation calculating unit 94_x first inputs the input Vb_x_s to the proportional / differential compensation element (PD compensation element) 94a_x. The proportional / differential compensation element 94_x is a compensation element whose transfer function is represented by 1 + Kd · S, and is obtained by multiplying the input Vb_x_s and its differential value (time change rate) by a predetermined coefficient Kd. Add the value and output the result of the addition.

  Next, the steady deviation calculating unit 94_x calculates a value obtained by subtracting the input Vb_x_mdfd_p from the output value of the proportional / differential compensation element 94_x by the calculating unit 94b_x, and then outputs the output value of the calculating unit 94b_x to the phase compensation It inputs into the low-pass filter 94c_x which has a function. The low-pass filter 94c_x is a filter whose transfer function is represented by (1 + T2 · S) / (1 + T1 · S). The steady deviation calculating unit 94_x outputs the output value Vb_x_prd of the low-pass filter 94c_x.

In addition, the steady-state deviation calculating unit 94_y receives the Y-axis centroid speed estimated value Vb_y_s and the previous value Vb_y_mdfd_p of the Y-axis control target centroid speed Vb_y_mdfd via the delay element 96_y.
Then, similarly to the above-described steady deviation calculation unit 94_x, the steady deviation calculation unit 94_y sequentially executes the processing of the proportional / differential compensation element 94a_y, the calculation unit 94b_y, and the low-pass filter 94c_y, and outputs the output value Vb_y_prd of the low-pass filter 94c_y. To do.

  Here, the output value Vb_x_prd of the steady deviation calculating unit 94_x is based on the current motion state of the vehicle system center of gravity as viewed from the Y-axis direction (in other words, the motion state of the mass point 60_x of the inverted pendulum model as viewed from the Y-axis direction). It has a meaning as a steady deviation with respect to the control target center-of-gravity speed Vb_x_mdfd of the estimated predicted center-of-gravity speed estimated value in the X-axis direction. Similarly, the steady deviation calculating unit 94_y output value Vb_y_prd is estimated from the current motion state of the vehicle system center of gravity as viewed from the X-axis direction (in other words, the motion state of the mass point 60_y of the inverted pendulum model as viewed from the X-axis direction). The convergence predicted value of the estimated center-of-gravity speed value in the future Y-axis direction has a meaning as a steady deviation with respect to the control target center-of-gravity speed Vb_y_mdfd. Hereinafter, the respective output values Vb_x_prd and Vb_y_prd of the steady deviation calculation units 94_x and 94_y are referred to as center-of-gravity velocity steady deviation prediction values.

  The center-of-gravity speed limiter 76 executes the processes of the steady-state deviation calculators 94_x and 94_y as described above, and then adds the requested center-of-gravity speed Vb_x_aim to the output value Vb_x_prd of the steady-state deviation calculator 94_x and the steady-state deviation calculator 94_y. Processing for adding the requested center-of-gravity velocity Vb_y_aim to the output value Vb_y_prd is executed by the calculation units 98_x and 98_y, respectively.

  Therefore, the output value Vb_x_t of the calculation unit 98_x is a speed obtained by adding the required center-of-gravity speed Vb_x_aim in the X-axis direction to the center-of-gravity speed steady-state deviation predicted value Vb_x_prd in the X-axis direction. Similarly, the output value Vb_y_t of the calculation unit 98_y is a speed obtained by adding the requested center-of-gravity speed Vb_y_aim in the Y-axis direction to the center-of-gravity speed steady-state deviation predicted value Vb_y_prd in the Y-axis direction.

  Note that, when the required center-of-gravity velocity Vb_x_aim in the X-axis direction is “0”, such as when the operation mode of the vehicle 1 is the self-sustaining mode, the calculation unit 98_x Output value Vb_x_t. Similarly, when the required center-of-gravity speed Vb_y_aim in the Y-axis direction is “0”, the predicted center-of-gravity speed deviation deviation value Vb_y_prd in the Y-axis direction is directly used as the output value Vb_y_t of the calculation unit 98_y.

Next, the center-of-gravity speed limiting unit 76 inputs the output values Vb_x_t and Vb_y_t of the calculation units 98_x and 98_y to the limit processing unit 100, respectively. The processing of the limit processing unit 100 is the same as the processing of the limit processing unit 86 of the gain adjustment unit 78 described above. In this case, as indicated by reference numerals in parentheses in FIG. 11, only the input value and the output value of each processing unit of the limit processing unit 100 are different from the limit processing unit 86.
Specifically, in the limit processing unit 100, it is assumed that the moving speeds Vw_x and Vw_y of the virtual wheels 62_x and 62_y respectively match the Vb_x_t and Vb_y_t, respectively. ωw_y_t is calculated by the processing units 86a_x and 86a_y, respectively. Then, a set of the rotational angular velocities ωw_x_t and ωw_y_t is converted into a set of rotational angular velocities ω_R_t and ω_L_t of the electric motors 31R and 31L by the XY-RL converter 86b.

  Further, these rotational angular velocities ω_R_t and ω_L_t are limited by the limiters 86c_R and 86c_L to values within the allowable range for the right motor and values within the allowable range for the left motor, respectively. Then, the values ω_R_lim2 and ω_L_lim2 after the restriction process are converted into the rotational angular velocities ωw_x_lim2 and ωw_y_lim2 of the virtual wheels 62_x and 62_y by the RL-XY conversion unit 86d.

  Next, the moving speeds Vw_x_lim2 and Vw_y_lim2 of the virtual wheels 62_x and 62_y corresponding to the rotational angular velocities ωw_x_lim2 and ωw_y_lim2 are calculated by the processing units 86e_x and 86e_y, respectively, and the moving speeds Vw_x_lim2 and Vw_y_lim2 are output from the limit processing unit 100. The

By the above processing of the limit processing unit 100, the limit processing unit 100, like the limit processing unit 86, has the rotational angular velocities of the electric motors 31R and 31L corresponding to the set of output values Vw_x_lim2 and Vw_y_lim2 deviate from the allowable range. It is an essential requirement that the output values Vw_x_lim2 and Vw_y_lim2 are generated so that the output values Vw_x_lim2 and Vw_y_lim2 coincide with Vb_x_t and Vb_y_t, respectively, as much as possible under the necessary conditions.
Note that the permissible ranges for the right motor and the left motor in the limit processing unit 100 need not be the same as the permissible ranges in the limit processing unit 86, and may be set to different permissible ranges.

  Returning to the description of FIG. 12, the center-of-gravity speed limiting unit 76 next calculates the control target center-of-gravity speeds Vb_x_mdfd and Vb_y_mdfd by executing the processing of the calculation units 102_x and 102_y, respectively. In this case, the calculation unit 102_x calculates a value obtained by subtracting the X-axis direction center-of-gravity velocity steady deviation predicted value Vb_x_prd from the output value Vw_x_lim2 of the limit processing unit 100 as the control target center-of-gravity velocity Vb_x_mdfd. Similarly, the calculation unit 102_y calculates a value obtained by subtracting the Y-axis direction center-of-gravity velocity steady-state deviation predicted value Vb_y_prd from the output value Vw_y_lim2 of the limit processing unit 100 as the Y-axis direction control center-of-gravity velocity Vb_y_mdfd.

The control target center-of-gravity velocities Vb_x_mdfd and Vb_y_mdfd determined as described above are the cases where the output values V_x_lim2 and V_y_lim2 are not forcibly limited by the limit processing unit 100, that is, in the X-axis direction of the wheel body 5. Even if the electric motors 31R and 31L are operated so that the respective movement speeds in the Y-axis direction coincide with the output value Vb_x_t of the calculation unit 98_x and the output value Vb_y_t of the calculation unit 98_y, respectively. When the respective rotation angular velocities fall within the allowable range, the required center-of-gravity speeds Vb_x_aim and Vb_y_aim are determined as control target center-of-gravity speeds Vb_x_mdfd and Vb_y_mdfd, respectively.
In this case, if the required center-of-gravity speed Vb_x_aim in the X-axis direction is “0”, the control target center-of-gravity speed Vb_x_mdfd in the X-axis direction is also “0”, and the required center-of-gravity speed Vb_y_aim in the Y-axis direction is “0”. If there is, the control target center-of-gravity velocity Vb_y_mdfd in the Y-axis direction is also “0”.

  On the other hand, when the output values Vw_x_lim2 and Vw_y_lim2 of the limit processing unit 100 are generated by forcibly limiting the input values Vb_x_t and Vb_y_t, that is, the X axis direction and the Y axis direction of the wheel body 5 respectively. When the electric motors 31R and 31L are operated so that the moving speed matches the output value Vb_x_t of the calculation unit 98_x and the output value Vb_y_t of the calculation unit 98_y, the rotational angular speed of either of the electric motors 31R and 31L is allowed. When the value deviates from the range (when the absolute value of one of the rotational angular velocities becomes too high), the correction amount (= Vw_x_lim2) from the input value Vb_x_t of the output value Vw_x_lim2 of the limit processing unit 100 in the X-axis direction. A value obtained by correcting the required center-of-gravity speed Vb_x_aim by (−Vb_x_t) (a value obtained by adding the correction amount to Vb_x_aim) is determined as the control center-of-gravity speed Vb_x_mdfd in the X-axis direction. The

For the Y-axis direction, a value obtained by correcting the requested center-of-gravity velocity Vb_y_aim by the correction amount (= Vw_y_lim2-Vb_y_t) from the input value Vb_y_t of the output value Vw_y_lim2 of the limit processing unit 100 (the correction amount is added to Vb_y_aim) Is determined as the control target center-of-gravity velocity Vb_y_mdfd in the Y-axis direction.
In this case, for example, regarding the speed in the X-axis direction, if the requested center-of-gravity speed Vb_x_aim is not “0”, the control target center-of-gravity speed Vb_x_mdfd is closer to “0” than the requested center-of-gravity speed Vb_x_aim or The speed is opposite to the speed Vb_x_aim. When the required center-of-gravity speed Vb_x_aim is “0”, the control target center-of-gravity speed Vb_x_mdfd is a speed opposite to the X-axis center of gravity speed steady deviation predicted value Vb_x_prd output by the steady deviation calculating unit 94_x. . The same applies to the velocity in the Y-axis direction.
The above is the process of the gravity center speed limiting unit 76.

  Returning to the description of FIG. 9, the control unit 50 executes the processing of the center of gravity speed calculation unit 72 and then executes the processing of the contact surface speed calculation unit 81. Hereinafter, the processing of the contact surface speed calculation unit 81 will be described. The ground plane speed calculation unit 81 receives the imaging data VD output from the imaging unit 58 and the center of gravity speed estimated value Vb_xy_s output from the center of gravity speed calculation unit 72. The contact surface speed calculation unit 81 is based on the moving distance for each frame image of the contact surface in front of the vehicle 1 (front contact surface) reflected in the captured data VD and the time information of the frame image. Calculate the relative speed of the ground. Then, the contact surface speed calculation unit 81 adds the relative speed of the front contact surface with respect to the imaging unit 58 and the input center-of-gravity speed estimated value Vb_xy_s to calculate the relative contact surface speed Vfv_xy_s of the relative moving contact surface. Is calculated.

For example, when the vehicle 1 traveling on the fixed floor surface captures the escalator located in front of the photographing unit 58, the ground surface speed calculating unit 81 performs each frame image of the escalator ground surface reflected in the photographing data VD. Based on the moving distance and the time information of the frame image, the relative speed of the escalator contact surface with respect to the imaging unit 58 is calculated. Then, the contact surface speed calculation unit 81 adds the relative speed of the escalator contact surface with respect to the imaging unit 58 and the input center-of-gravity speed estimated value Vb_xy_s that is the input moving speed of the vehicle 1, thereby moving the escalator contact surface moving speed. The relative ground contact surface velocity Vfv_xy_s is calculated. In this case, the polarity of the relative contact surface speed Vfv_xy_s becomes positive.
Further, when the vehicle 1 riding on the escalator gets off the escalator to the fixed floor surface, the polarity of the relative contact surface speed Vfv_xy_s becomes negative.

  When the moving speed of the moving contact surface such as an escalator or a moving sidewalk is known in advance, the contact surface speed calculation unit 81 may store the relative contact surface speed Vfv_xy_s in advance. .

  Next, the control unit 50 executes the processing of the rotational angular acceleration correction unit 83. Hereinafter, processing of the rotation angular acceleration correction unit 83 will be described. FIG. 21 is a flowchart showing a correction process executed by the rotation angular acceleration correction unit 83 at a predetermined control process cycle. In step S <b> 101, the rotation angular acceleration correction unit 83 acquires the relative ground contact surface speed Vfv_xy_s output from the contact surface speed calculation unit 81.

Next, in step S <b> 102, the rotation angular acceleration correction unit 83 acquires the output of the tilt sensor 52. Specifically, the rotational angular acceleration correction unit 83 acquires an acceleration component Gs_x_s parallel to the X-axis direction and an acceleration component Gs_y_s parallel to the Y-axis direction from the acceleration sensor of the tilt sensor 52. Further, the rotational angular acceleration correction unit 83 acquires θbwdot_x_s of the Y-axis direction component and θbwdot_y_s of the X-axis direction component, which are measured values of the base body tilt angular acceleration θbwdot calculated in step S2. Further, the rotation angular acceleration correction unit 83 acquires the rotation angular velocity ωw_x_s of the virtual wheel 62_x and the rotation angular velocity ωw_y_s of the virtual wheel 62_y, which are measurement values, from the angular velocity sensor of the tilt sensor 52.
Next, in step S103, the rotation angular acceleration correction unit 83 obtains a virtual wheel rotation angular acceleration command ωwdot_xy_cmd from an attitude control calculation unit 80 described later in detail.

  Next, in step S <b> 104, the rotation angular acceleration correction unit 83 calculates an acceleration difference Vdot_xy_diff between the contact surface acceleration generated at the contact portion between the wheel body 5 and the floor surface and the circumferential acceleration of the wheel body 5. Specifically, the rotational angular acceleration correction unit 83 calculates the acceleration difference Vdot_xy_diff using the following expressions 06x and 06y.

[Equation 4]
Vdot_x_diff = 1 / (1 + Ts) · (Gs_x_s−θbwdot_x_s · h_x−ωw_x_s · Rw_x)
... (Formula 06x)
Vdot_y_diff = 1 / (1 + Ts) · (Gs_y_s−θbwdot_y_s · h_y−ωw_y_s · Rw_y)
... (Formula 06y)

  That is, in the right side of the above equations 06x and 06y, the ground plane acceleration is a term of 1 / (1 + Ts) · (Gs_xy_s−θbwdot_xy_s · h_xy), and the circumferential acceleration of the wheel body 5 is 1 / (1 + Ts) · ωw_xy_s · Rw_xy. It is a term of.

Next, in step S105, the rotational angular acceleration correction unit 83 determines whether or not the absolute value of the acceleration difference Vdot_xy_diff calculated in the process of step S104 is larger than a predetermined variable Vdot_hold. The value of the predetermined variable Vdot_hold is ideally 0, but it is preferable to set a value close to 0 based on experiments or the like in consideration of noise components.
When the rotation angular acceleration correction unit 83 determines that the absolute value of the acceleration difference Vdot_xy_diff is larger than the predetermined variable Vdot_hold, the rotation angular acceleration correction unit 83 proceeds to the process of step S106, and the absolute value of the acceleration difference Vdot_xy_diff is equal to or smaller than the predetermined variable Vdot_hold. If it is determined that the value is a value, the process proceeds to step S131.
The case where an affirmative determination is made in the process of step S105 is a case where the gradient of the ground surface speed relative to the floor surface of the vehicle 1 suddenly changes, that is, the case where the vehicle 1 gets on the moving ground surface. pointing.

In step S <b> 106, the rotational angular acceleration correction unit 83 confirms the processing mode of this flowchart that is periodically executed. There are two types of modes, “normal mode” and “entry mode”. The normal mode is a mode indicating a state in which the vehicle 1 is not on the moving ground surface or a state in which a predetermined time has elapsed after the vehicle 1 has been on the moving ground surface. The approach mode is a mode indicating a state opposite to the normal mode, that is, a state before a predetermined time elapses after the vehicle 1 rides on the moving ground surface. Further, the “previous mode” in the flowchart of FIG. 10 indicates the mode in the process of the flowchart in the previous cycle, and the “next mode” indicates the mode of processing in the next cycle that is the next time. .
The rotational angular acceleration correction unit 83 confirms whether the previous mode is the normal mode or the approach mode. If the previous mode is the normal mode, the process proceeds to step S107, and the previous mode is the approach mode. If it is confirmed that there is, the process proceeds to step S121. That is, when the vehicle 1 enters the moving ground plane, the rotational angular acceleration correction unit 83 proceeds to the process of step S107, and in each cycle after the cycle when the vehicle 1 enters the moving ground plane, each rotational acceleration The correcting unit 83 proceeds to the process of step S121.

  In step S107, the rotation angular acceleration correction unit 83 substitutes the relative ground contact surface speed Vfv_xy_s into a predetermined variable Vdot_hold. In other words, the relative contact surface speed Vfv_xy_s having polarity is substituted for the predetermined variable Vdot_hold. As a result, the rotation angular acceleration correction unit 83 determines whether it is on the ground contact surface moving from the fixed floor surface (polarity is positive) or whether it is descending from the moving ground surface to the fixed floor surface (polarity is negative). can do.

Next, in step S108, the rotational angular acceleration correction unit 83 sets the internal counter to a predetermined value in order to measure a predetermined time. The predetermined time set by the internal counter is preferably a time including at least the time from when the acceleration changes in the moving direction to the convergence when the vehicle 1 enters the moving ground surface.
Next, in step S109, the rotational angular acceleration correction unit 83 sets the next mode to the approach mode.
The above-described processing from step S106: YES to step S109 is processing executed in the first cycle when the vehicle 1 enters the moving ground surface.

  Next, in step S110, the rotational angular acceleration correction unit 83 eliminates the state in which the wheel body 5 slips due to the absolute value | Vdot_xy_diff | of the acceleration difference being larger than the predetermined variable Vdot_hold. That is, the cancel correction value Floor_xy_correct is generated in order to reduce the speed in the traveling direction caused by the vehicle 1 entering the moving ground surface.

Specifically, the rotational angular acceleration correction unit 83 stores a curve pattern as shown in FIG. 22 in advance, and curves the cancel correction value Floor_xy_correct at a level corresponding to the magnitude of the relative ground contact surface speed Vfv_xy_s. Find based on pattern. The curve pattern stored in the rotational angular acceleration correction unit 83 is a pattern that starts from the initial time (when entering the moving contact surface), rises from the 0 level, changes the peak, and converges to the 0 level when the peak is exceeded. The size of the curve pattern is preferably proportional to the predetermined variable Vdot_hold.
The curve pattern shown in FIG. 22 (a) is a pattern used when the relative ground contact surface speed Vfv_xy_s becomes a positive value (in the case of riding on the moving contact surface from the fixed ground contact surface). Is a pattern used when the relative ground contact surface speed Vfv_xy_s takes a negative value (when the vehicle travels from the moving contact surface to the fixed contact surface).

  Further, the rotational angular acceleration correction unit 83 does not store a curve pattern in advance, but generates a curve similar to the curve pattern of FIG. 22 by differentiating the step function represented by f (t) = Vdot_hold. May be used. That is, the rotational angular acceleration correction unit 83 may calculate a pseudo derivative of a predetermined variable Vdot_hold and generate a cancel correction value Floor_xy_correct = Ts / (1 + Ts) · Vdot_hold.

  Furthermore, the rotational angular acceleration correction unit 83 may use the low-pass component of the acceleration difference Vdot_xy_diff calculated in the process of step S104 or may use it as it is. That is, the cancel correction value Floor_xy_correct = Ts / (1 + Ts) · Vdot_xy_diff may be generated. In this way, the contact surface speed calculation unit 81 can be omitted, and the configuration can be simplified.

  Next, in step S111, the rotation angular acceleration correction unit 83 adds the cancellation correction value Floor_xy_correct generated in step S110 to the virtual wheel rotation angular acceleration command ωwdot_xy_cmd acquired from the attitude control calculation unit 80 in step S103. The corrected virtual wheel rotation angular acceleration command ωwdot_xy_mdfd is calculated and supplied to the attitude control calculation unit 80.

On the other hand, when the rotation angular acceleration correction unit 83 confirms that the previous mode is the approach mode in the process of step S106, in step S121, the rotation angular acceleration correction unit 83 counts down the internal counter.
Next, in step S122, the rotational angular acceleration correction unit 83 determines whether or not the internal counter has become 0. When the internal counter has become 0, that is, a predetermined time has elapsed since the internal counter was set. In this case, the process proceeds to step S123.
In step S123, the rotational angular acceleration correction unit 83 sets the next mode to the normal mode, and proceeds to step S110.
On the other hand, if the internal counter is not 0 in step S122, the rotational angular acceleration correction unit 83 proceeds to step S110 without changing the mode.
That is, the period from step S106: YES to step S122: YES is a transitional period from when the change in acceleration in the moving direction occurs until the change converges when the vehicle 1 enters the moving ground plane. It shows that there is.

  When the rotation angular acceleration correction unit 83 determines in step S105 that the absolute value of the acceleration difference Vdot_xy_diff is smaller than the predetermined variable Vdot_hold, in step S131, the rotation angular acceleration correction unit 83 The virtual wheel rotation angular acceleration command ωwdot_xy_cmd acquired from the attitude control calculation unit 80 in the process of S103 is supplied to the attitude control calculation unit 80 as a corrected virtual wheel rotation angular acceleration command ωwdot_xy_mdfd as it is.

Next, in step S132, the rotational angular acceleration correction unit 83 initializes predetermined variables Vdot_hold and acceleration difference Vdot_xy_diff to 0, and in step S133, changes the next mode to the normal mode and ends the processing of this flowchart. .
The above is the description of the correction process executed by the rotation angular acceleration correction unit 83 at a predetermined control process cycle.

  Returning to the description of FIG. 9 again, the control unit 50 executes the processes of the center-of-gravity speed calculator 72, the required center-of-gravity speed generator 74, the center-of-gravity speed limiter 76, the gain adjuster 78, and the deviation calculator 70 as described above. Then, the process of the attitude control calculation unit 80 is executed. The processing of the attitude control calculation unit 80 will be described below with reference to FIG. In FIG. 13, reference numerals without parentheses are reference numerals related to processing for determining a virtual wheel rotation angular velocity command ωw_x_cmd which is a target value of the rotation angular velocity of the virtual wheel 62_x rotating in the X-axis direction. Reference numerals in parentheses are reference numerals related to processing for determining a virtual wheel rotation angular velocity command ωw_y_cmd that is a target value of the rotation angular velocity of the virtual wheel 62_y rotating in the Y-axis direction.

The posture control calculation unit 80 includes the base body tilt angle deviation measurement value θbe_xy_s calculated by the deviation calculation unit 70, the base body tilt angular velocity measurement value θbdot_xy_s calculated in step S2, and the center of gravity calculated by the center of gravity speed calculation unit 72. The estimated speed Vb_xy_s, the control target center of gravity speed Vb_xy_mdfd calculated by the center of gravity speed limiter 76, and the gain adjustment parameter Kr_xy calculated by the gain adjuster 78 are input.
The attitude control calculation unit 80 first calculates a virtual wheel rotation angular acceleration command ωwdot_xy_cmd by using the following values 07x, 07y using these input values.

[Equation 5]
ωwdot_x_cmd = K1_x ・ θbe_x_s + K2_x ・ θbdot_x_s
+ K3_x · (Vb_x_s−Vb_x_mdfd) (Formula 07x)
ωwdot_y_cmd = K1_y ・ θbe_y_s + K2_y ・ θbdot_y_s
+ K3_y · (Vb_y_s−Vb_y_mdfd) (Formula 07y)

  Therefore, in the present embodiment, as an operation amount (control input) for controlling the motion of the mass point 60_x of the inverted pendulum model viewed from the Y-axis direction (and hence the motion of the vehicle system center-of-gravity point viewed from the Y-axis direction). Virtual wheel rotation angular acceleration command ωwdot_x_cmd and operation amount (control input) for controlling the motion of the mass point 60_y of the inverted pendulum model viewed from the X-axis direction (and hence the motion of the vehicle system center-of-gravity point viewed from the X-axis direction) The virtual wheel rotation angular acceleration command ωwdot_y_cmd is determined by adding three manipulated variable components (three terms on the right side of equations 07x and 07y).

  In this case, the gain coefficients K1_x, K2_x, K3_x related to each manipulated variable component in the expression 07x are variably set according to the gain adjustment parameter Kr_x, and the gain coefficients K1_y, K2_y, K3_y related to each manipulated variable component in the expression 07y. Is variably set according to the gain adjustment parameter Kr_y. Hereinafter, the gain coefficients K1_x, K2_x, and K3_x in Expression 07x may be referred to as a first gain coefficient K1_x, a second gain coefficient K2_x, and a third gain coefficient K3_x, respectively. The same applies to the gain coefficients K1_y, K2_y, and K3_y in Expression 07y.

  The i-th gain coefficient Ki_x (i = 1, 2, 3) in Expression 07x and the i-th gain coefficient Ki_y (i = 1, 2, 3) in Expression 07y are as follows. It is determined according to the gain adjustment parameters Kr_x and Kr_y by the equations 09x and 09y.

[Equation 6]
Ki_x = (1−Kr_x) · Ki_a_x + Kr_x · Ki_b_x (formula 09x)
Ki_y = (1−Kr_y) · Ki_a_y + Kr_y · Ki_b_y (formula 09y)
(I = 1, 2, 3)

  Here, Ki_a_x and Ki_b_x in Expression 09x are preliminarily set as the gain coefficient value on the minimum side (side closer to “0”) and the gain coefficient value on the maximum side (side away from “0”) of the i-th gain coefficient Ki_x, respectively. It is a set constant value. The same applies to Ki_a_y and Ki_b_y in Expression 09y.

  Accordingly, each i-th gain coefficient Ki_x (i = 1, 2, 3) used in the calculation of Expression 07x is determined as a weighted average value of the corresponding constant values Ki_a_x and Ki_b_x. In this case, the weights applied to Ki_a_x and Ki_b_x are changed according to the gain adjustment parameter Kr_x. Therefore, when Kr_x = 0, Ki_x = Ki_a_x, and when Kr_x = 1, Ki_x = Ki_b_x. As Kr_x approaches “1” from “0”, the i-th gain coefficient Ki_x approaches Ki_b_x from Ki_a_x.

Similarly, each i-th gain coefficient Ki_y (i = 1, 2, 3) used in the calculation of Expression 07y is determined as a weighted average value of the corresponding constant values Ki_a_y and Ki_b_y. In this case, the weights applied to Ki_a_y and Ki_b_y are changed according to the gain adjustment parameter Kr_y. Therefore, as in the case of Ki_x, as the value of Kr_y changes between “0” and “1”, the value of the i-th gain coefficient Ki_y changes between Ki_a_y and Ki_b_y.
Supplementally, the constant values Ki_a_x, Ki_b_x and Ki_a_y, Ki_b_y (i = 1, 2, 3) are included in the constant parameters whose values are set in step S6 or 8.

The attitude control calculation unit 80 calculates the expression 07x using the first to third gain coefficients K1_x, K2_x, and K3_x determined as described above, and thereby the virtual wheel related to the virtual wheel 62_x that rotates in the X-axis direction. Rotational angular acceleration command ωwdot_x_cmd is calculated.
In more detail, with reference to FIG. 13, the posture control calculation unit 80 sets the manipulated variable component u1_x obtained by multiplying the base body tilt angle deviation measured value θbe_x_s by the first gain coefficient K1_x and the base body tilt angular velocity measured value θbdot_x_s. The operation amount component u2_x obtained by multiplying the two gain coefficients K2_x is calculated by the processing units 80a and 80b, respectively. Further, the attitude control calculation unit 80 calculates a deviation (= Vb_x_s−Vb_x_mdfd) between the estimated center-of-gravity velocity value Vb_x_s and the target gravity center velocity for control Vb_x_mdfd (= Vb_x_s−Vb_x_mdfd), and multiplies this deviation by the third gain coefficient K3_x. The operation amount u3_x is calculated by the processing unit 80c. Then, the posture control calculation unit 80 calculates the virtual wheel rotation angular acceleration command ωwdot_x_cmd by adding these manipulated variable components u1_x, u2_x, u3_x in the calculation unit 80e.

Similarly, the attitude control calculation unit 80 calculates the expression 07y using the first to third gain coefficients K1_y, K2_y, and K3_y determined as described above, so that the virtual wheel 62_y that rotates in the Y-axis direction is obtained. The related virtual wheel rotation angular acceleration command ωwdot_y_cmd is calculated.
In this case, the posture control calculation unit 80 multiplies the operation amount component u1_y obtained by multiplying the base body tilt angle deviation measurement value θbe_y_s by the first gain coefficient K1_y and the base body tilt angular velocity measurement value θbdot_y_s by the second gain coefficient K2_y. The operation amount component u2_y is calculated by the processing units 80a and 80b, respectively. Further, the attitude control calculation unit 80 calculates a deviation (= Vb_y_s−Vb_y_mdfd) between the center-of-gravity velocity estimated value Vb_y_s and the control target center-of-gravity velocity Vb_y_mdfd by the calculation unit 80d, and multiplies this deviation by the third gain coefficient K3_y. The operation amount u3_y is calculated by the processing unit 80c. Then, the attitude control calculation unit 80 calculates the virtual wheel rotation angular acceleration command ωwdot_y_cmd by adding these manipulated variable components u1_y, u2_y, u3_y in the calculation unit 80e.

Here, the first term (= the first manipulated variable component u1_x) and the second term (= the second manipulated variable component u2_x) on the right side of the expression 07x are the body tilt angle deviation measured values θbe_x_s in the direction around the X axis, It has a meaning as a feedback manipulated variable component for converging to “0” (converging the substrate tilt angle measurement value θb_x_s to the target value θb_x_obj) by the PD law (proportional / differential law) as a feedback control law.
In addition, the third term (= third manipulated variable component u3_x) on the right side of the expression 07x converges to “0” by the proportional law as the feedback control law for the deviation between the center of gravity speed estimated value Vb_x_s and the control target center of gravity speed Vb_x_mdfd. This has a meaning as a feedback manipulated variable component for causing Vb_x_s to converge to Vb_x_mdfd.
The same applies to the first to third terms (first to third manipulated variable components u1_y, u2_y, u3_y) on the right side of Expression 07y.

The attitude control calculation unit 80 calculates the virtual wheel rotation angular acceleration commands ωwdot_x_cmd and ωwdot_y_cmd as described above, and then supplies them to the rotation angular acceleration correction unit 83.
When the corrected virtual wheel rotation angular acceleration command ωwdot_xy_mdfd is output from the rotation angular acceleration correction unit 83, the attitude control calculation unit 80 acquires these, and integrates these ωwdot_x_mdfd and ωwdot_y_mdfd by the integrator 80f, respectively. The virtual wheel rotation angular velocity commands ωw_x_cmd and ωw_y_cmd are determined.
The above is the details of the processing of the attitude control calculation unit 80.

  Supplementally, the third term on the right side of the expression 07x is virtually divided into an operation amount component (= K3_x · Vb_x_s) according to Vb_x_s and an operation amount component (= −K3_x · Vb_x_mdfd) according to Vb_x_mdfd The wheel rotation angular acceleration command ωwdot_x_cmd may be calculated. Similarly, the third term on the right side of Expression 07y is divided into an operation amount component (= K3_y · Vb_y_s) according to Vb_y_s and an operation amount component (= −K3_y · Vb_y_mdfd) according to Vb_y_mdfd, The wheel rotation angular acceleration command ωwdot_y_cmd may be calculated.

  In this embodiment, the virtual wheel rotation angular velocity commands ωw_x_cmd and ωw_y_cmd of the virtual wheels 62_x and 62_y are used as the operation amount (control input) for controlling the behavior of the vehicle system center of gravity. Manipulate the driving torque of the wheels 62_x and 62_y or a translational force obtained by multiplying the driving torque by the radii Rw_x and Rw_y of the virtual wheels 62_x and 62_y (that is, frictional forces between the virtual wheels 62_x and 62_y and the floor surface). It may be used as a quantity.

  Returning to the description of FIG. 9, the control unit 50 next inputs the virtual wheel rotation angular velocity commands ωw_x_cmd and ωw_y_cmd determined as described above by the attitude control calculation unit 80 to the motor command calculation unit 82, and the motor command calculation unit By executing the process 82, the speed command ω_R_cmd of the electric motor 31R and the speed command ω_L_cmd of the electric motor 31L are determined. The processing of the motor command calculation unit 82 is the same as the processing of the XY-RL conversion unit 86b of the limit processing unit 86 (see FIG. 11).

Specifically, the motor command calculation unit 82 replaces ωw_x, ωw_y, ω_R, and ω_L in the equations 01a and 01b with ωw_x_cmd, ωw_y_cmd, ω_R_cmd, and ω_L_cmd, respectively, and sets ω_R_cmd and ω_L_cmd as unknowns. By solving, the respective speed commands ω_R_cmd and ω_L_cmd of the electric motors 31R and 31L are determined.
Thus, the vehicle control calculation process in step S9 is completed.

  As described above, the control unit 50 executes the control calculation process, so that the attitude of the base body 9 basically has the base body tilt angle deviation measured value θbe_x_s in any of the operation modes of the boarding mode and the self-supporting mode. , Θbe_y_s so as to maintain a posture where both are “0” (hereinafter, this posture is referred to as a basic posture), in other words, the vehicle system center-of-gravity point (vehicle / occupant overall center of gravity point or vehicle individual center-of-gravity point) The virtual wheel rotation angular acceleration command ωwdot_xy_cmd as the operation amount (control input) is determined so that the position is maintained almost directly above the ground contact surface of the wheel body 5.

  More specifically, the virtual wheel rotation is performed so that the center-of-gravity speed estimated value Vb_xy_s as the estimated value of the moving speed of the vehicle system center-of-gravity point converges to the control target center-of-gravity speed Vb_xy_mdfd while keeping the attitude of the base body 9 in the basic attitude. An angular acceleration command ωwdot_xy_cmd is determined. Note that the control target center-of-gravity velocity Vb_xy_mdfd is normally “0” (specifically, unless the passenger or the like gives additional propulsive force of the vehicle 1 in the boarding mode). In this case, the virtual wheel rotation angular acceleration command ωwdot_xy_cmd is determined so that the center of gravity of the vehicle system is substantially stationary while maintaining the posture of the base body 9 in the basic posture.

  Then, the rotational angular velocities of the electric motors 31R and 31L obtained by converting the virtual wheel rotational angular velocity command ωw_xy_cmd obtained by integrating the components of ωwdot_xy_mdfd are determined as the speed commands ω_R_cmd and ω_L_cmd of the electric motors 31R and 31L. Further, the rotational speeds of the electric motors 31R and 31L are controlled according to the speed commands ω_R_cmd and ω_L_cmd. As a result, the moving speeds of the wheel body 5 in the X-axis direction and the Y-axis direction are controlled so as to coincide with the moving speed of the virtual wheel 62_x corresponding to ωw_x_cmd and the moving speed of the virtual wheel 62_y corresponding to ωw_y_cmd, respectively. The

  For this reason, for example, if the actual base body tilt angle θb_x shifts forward from the target value θb_x_obj in the direction around the Y axis, the wheel body 5 is adjusted to eliminate the shift (to converge θbe_x_s to “0”). Move forward. Similarly, when the actual θb_x shifts backward from the target value θb_x_obj, the wheel body 5 moves rearward in order to eliminate the shift (to converge θbe_x_s to “0”).

  Further, for example, when the actual base body tilt angle θb_y shifts to the right tilt side from the target value θb_y_obj in the direction around the X axis, the wheel body 5 faces right to eliminate the shift (to converge θbe_y_s to “0”). Move to. Similarly, when the actual θb_y shifts to the left tilt side from the target value θb_y_obj, the wheel body 5 moves to the left in order to eliminate the shift (to converge θbe_y_s to “0”).

  Further, when both the actual base body tilt angles θb_x and θb_y deviate from the target values θb_x_obj and θb_y_obj, respectively, in order to eliminate the shift operation of the wheel body 5 to eliminate the shift of θb_x and the shift of θb_y. And the horizontal movement of the wheel body 5 are combined, and the wheel body 5 moves in the X-axis direction and the Y-axis direction (direction inclined with respect to both the X-axis direction and the Y-axis direction). It becomes.

Thus, when the base body 9 is tilted from the basic posture, the wheel body 5 moves toward the tilted side. Therefore, for example, in the boarding mode, when the occupant intentionally tilts the upper body, the wheel body 5 moves to the tilted side.
When the control target center-of-gravity speeds Vb_x_mdfd and Vb_y_mdfd are “0”, the movement of the wheel body 5 almost stops when the posture of the base body 9 converges to the basic posture. Further, for example, if the inclination angle θb_x in the direction around the Y axis of the base body 9 is maintained at a constant angle inclined from the basic posture, the moving speed of the wheel body 5 in the X axis direction is a constant moving speed ( The target center-of-gravity speed Vb_x_mdfd and the movement speed having a constant steady deviation are converged. The same applies to the case where the inclination angle θb_y of the base 9 in the direction around the X axis is maintained at a constant angle inclined from the basic posture.

  Further, for example, in a situation where both the requested center of gravity speeds Vb_x_aim and Vb_y_aim generated by the requested center of gravity speed generation unit 74 are “0”, the amount of inclination of the base body 9 from the basic posture (base tilt angle deviation measurement value) θbe_x_s, θbe_y_s) becomes relatively large, and the moving speed of one or both of the X-axis direction and the Y-axis direction of the wheel body 5 necessary to eliminate or maintain the tilt amount (the moving speeds are , Respectively, corresponding to the predicted center-of-gravity speed deviations Vb_x_prd and Vb_y_prd shown in FIG. 12), the excessive angular movement of one or both of the electric motors 31R and 31L deviates from the allowable range. In such a situation, the speeds that are opposite to the moving speed of the wheel body 5 (specifically, Vw_x_lim2-Vb_x_prd and Vw_y_lim2-Vb_y_prd) are control target center-of-gravity speeds Vb_x_mdfd, V Determined as b_y_mdfd. Then, the operation amount components u3_x and u3_y among the operation amount components constituting the control input are determined so as to converge the center-of-gravity speed estimated values Vb_x_s and Vb_y_s to the control target center-of-gravity speeds Vb_x_mdfd and Vb_y_mdfd, respectively. For this reason, it is prevented that the inclination amount of the base body 9 from the basic posture becomes excessive, and consequently, the rotational angular velocity of one or both of the electric motors 31R and 31L is prevented from becoming too high.

Further, in the gain adjusting unit 78, one or both of the center-of-gravity velocity estimated values Vb_x_s and Vb_y_s are increased, and as a result, it is necessary for eliminating the inclination of the base body 9 from the basic posture or maintaining the inclination amount. The moving speed of one or both of the X-axis direction and the Y-axis direction of the wheel body 5 may be an excessive moving speed that causes the rotational angular speed of one or both of the electric motors 31R and 31L to deviate from the allowable range. In some circumstances, as the deviation becomes more prominent (specifically, as the absolute values of Vover_x and Vover_y shown in FIG. 10 increase), one or both of the gain adjustment parameters Kr_x and Kr_y change from “0” to “1”. It can be approached.
In this case, each i-th gain coefficient Ki_x (i = 1, 2, 3) calculated by the expression 09x is changed from the minimum constant value Ki_a_x to the maximum constant value Ki_b_x as Kr_x approaches “1”. Get closer. The same applies to each i-th gain coefficient Ki_y (i = 1, 2, 3) calculated by the expression 09y.

  As the absolute value of the gain coefficient increases, the sensitivity of the operation amount (virtual wheel rotation angular acceleration commands ωwdot_x_cmd, ωwdot_y_cmd) with respect to a change in the tilt of the base body 9 increases. Therefore, if the inclination amount of the base body 9 from the basic posture is increased, the moving speed of the wheel body 5 is controlled so as to quickly eliminate the inclination amount. Accordingly, it is strongly suppressed that the base body 9 is largely inclined from the basic posture, and consequently, the moving speed of one or both of the wheel body 5 in the X-axis direction and the Y-axis direction is the rotation of one or both of the electric motors 31R and 31L. It is possible to prevent an excessive movement speed that causes the angular speed to deviate from the allowable range.

  Further, in the boarding mode, the requested center-of-gravity speed generation unit 74 generates the requested center-of-gravity speeds Vb_x_aim and Vb_y_aim (the requested center-of-gravity speed where one or both of Vb_x_aim and Vb_y_aim are not “0”) in response to a request by a steering operation such as a passenger In this case, unless one or both of the electric motors 31R and 31L have a high rotational angular velocity that deviates from the allowable range (specifically, as long as Vw_x_lim2 and Vw_y_lim2 shown in FIG. 12 match Vb_x_t and Vb_y_t, respectively) ), The required center-of-gravity speeds Vb_x_aim and Vb_y_aim are determined as the control target center-of-gravity speeds Vb_x_mdfd and Vb_y_mdfd, respectively. For this reason, the moving speed of the wheel body 5 is controlled so as to realize the required center-of-gravity speeds Vb_x_aim and Vb_y_aim (so that the actual center-of-gravity speed approaches the required center-of-gravity speeds Vb_x_aim and Vb_y_aim).

Further, as described above, the inverted pendulum type vehicle 1 according to the present embodiment moves from a state where the inverted pendulum type vehicle 1 is traveling on a fixed floor surface, for example, to a fixed floor surface such as an escalator or a moving sidewalk (moving ground surface). ), The control unit 50 may reduce the speed generated by the moving ground surface or the acceleration generated when the foot (wheel body) is scooped. Since the feedback control is adjusted so as to cancel, the balance of the inverted pendulum type vehicle 1 is not lost. Therefore, when the inverted pendulum type vehicle 1 rides on the moving ground surface, the inverted pendulum type vehicle 1 does not travel backward and try to reestablish the unstable balance and get off the ground from the moving ground surface.
Further, the inverted pendulum type vehicle 1 according to the present embodiment maintains a balance in the same manner as described above even when getting off the fixed floor from the state on the moving ground surface, for example, when getting off the ground from an escalator or moving sidewalk. Feedback control can be performed.
Therefore, according to the inverted pendulum type vehicle 1 in the present embodiment, the vehicle can stably travel even when the gradient of the ground contact surface speed changes suddenly, that is, when the ground contact surface acceleration changes.

Next, details of the processing of the required center-of-gravity velocity generation unit 74, which will be described later, will be described.
In the present embodiment, the required center-of-gravity speed generation unit 74 sets the required center-of-gravity speeds Vb_x_aim and Vb_y_aim to “0” as described above when the operation mode of the vehicle 1 is the self-supporting mode.
On the other hand, when the operation mode of the vehicle 1 is the boarding mode, the requested center-of-gravity velocity generation unit 74 performs the operation according to the operation of the vehicle 1 by the occupant or the like (the operation of adding a propulsive force to the vehicle 1). The required center-of-gravity speeds Vb_x_aim and Vb_y_aim estimated to be required are determined.

  Here, for example, when an occupant of the vehicle 1 tries to actively increase the moving speed of the vehicle 1 (the moving speed of the center of gravity of the vehicle system) when the vehicle 1 starts, etc. Thus, the vehicle 1 is subjected to kicking the floor, thereby applying to the vehicle 1 a propulsive force that increases the moving speed of the vehicle 1 (a propulsive force generated by the frictional force between the passenger's foot and the floor). Alternatively, for example, an external assistant or the like may add a propulsive force that increases the moving speed of the vehicle 1 in response to a request from a passenger of the vehicle 1.

  In such a case, the required center-of-gravity velocity generation unit 74 determines the vehicle based on the temporal change rate of the magnitude (absolute value) of the actual velocity vector (hereinafter referred to as the center-of-gravity velocity vector ↑ Vb) of the vehicle system center-of-gravity point. While determining whether or not an acceleration request as a request to increase the moving speed of 1 has occurred, in response to this, two required gravity center velocity vectors ↑ Vb_aim (required gravity center velocity Vb_x_aim, Vb_y_aim as two target values of ↑ Vb) The velocity vector as a component) is sequentially determined.

  The process is schematically described. When the acceleration request is generated, the requested gravity center velocity vector ↑ Vb_aim is increased so that the magnitude of the requested gravity center velocity vector ↑ Vb_aim is increased until the acceleration request is canceled. Is determined. When the acceleration request is resolved, the required center-of-gravity velocity vector ↑ Vb_aim is determined so as to attenuate the magnitude of the required center-of-gravity velocity vector ↑ Vb_aim stepwise. In this case, in the present embodiment, basically, the magnitude of the required center-of-gravity velocity vector ↑ Vb_aim is kept constant for a predetermined time period after the acceleration request is canceled. After that, the magnitude of the required center-of-gravity velocity vector ↑ Vb_aim is continuously attenuated to “0”. At the time of this attenuation, the direction of the required center-of-gravity velocity vector ↑ Vb_aim is brought closer to the X-axis direction as appropriate.

The required center-of-gravity velocity generation unit 74 that executes such processing will be described in detail below with reference to the flowcharts of FIGS.
With reference to FIG. 14, the requested center-of-gravity velocity generation unit 74 first executes the process of step S <b> 21. In this process, the requested center-of-gravity speed generation unit 74 has an estimated center-of-gravity speed vector ↑ Vb_s that is a speed vector (observed value of the actual center-of-gravity speed vector ↑ Vb) having the input center-of-gravity speed estimated values Vb_x_s and Vb_y_s as two components. The rate of temporal change (differential value) DVb_s of the magnitude of || Vb_s | (= sqrt (Vb_x_s2 + Vb_y_s2)) is calculated. This DVb_s has a meaning as an observed value (estimated value) of the temporal change rate of the magnitude of the actual center-of-gravity velocity vector ↑ Vb. Hereinafter, DVb_s is referred to as an estimated gravity center velocity absolute value change rate DVb_s. The sqrt () is a square root function.

Further, in step S21, the requested center-of-gravity speed generation unit 74 calculates center-of-gravity acceleration estimated values Vbdot_x_s and Vvdot_y_s that are respective temporal change rates (differential values) of the input center-of-gravity speed estimated values Vb_x_s and Vb_y_s. A vector having two components of Vbdot_x_s and Vvdot_y_s means an observed value of an actual acceleration vector at the vehicle system center of gravity.
Next, the process proceeds to step S22, and the requested center-of-gravity speed generation unit 74 determines which mode is the current calculation processing mode for calculating the requested center-of-gravity speed Vb_x_aim.

  Here, in the present embodiment, the requested center-of-gravity velocity generation unit 74 determines a basic value of the requested center-of-gravity velocity vector ↑ Vb_aim (hereinafter, referred to as a basic requested center-of-gravity velocity vector ↑ Vb_aim1), and then the basic requested center-of-gravity velocity vector ↑. The requested center-of-gravity velocity vector ↑ Vb_aim is determined so that the requested center-of-gravity velocity vector ↑ Vb_aim follows Vb_aim1 (in a consistent manner).

The arithmetic processing mode represents a type of how to determine the basic required center-of-gravity velocity vector ↑ Vb_aim1. In this embodiment, there are three types of calculation processing modes: a braking mode, a speed tracking mode, and a speed hold mode.
The braking mode is a mode in which ↑ Vb_aim1 is determined so that the magnitude of the basic required center-of-gravity velocity vector ↑ Vb_aim1 is attenuated to “0” or held at “0”. The speed follow-up mode is a mode in which the basic required center-of-gravity speed vector ↑ Vb_aim1 is determined so as to follow (match or substantially match) the estimated center-of-gravity speed vector ↑ Vb_s. The speed hold mode is a mode for determining ↑ Vb_aim1 so as to keep the magnitude of the basic required center-of-gravity velocity vector ↑ Vb_aim1 constant.
Note that the calculation processing mode (initial calculation processing mode) in a state in which the control unit 50 is initialized when the control unit 50 is started is a braking mode.

  The requested center-of-gravity speed generation unit 74 determines whether the current calculation processing mode is the braking mode, the speed follow-up mode, or the speed hold mode in step S22. The calculation process of step S24, the calculation process of step S24, and the calculation process of step S25 are executed to determine the basic required center-of-gravity velocity vector ↑ Vb_aim1.

  The arithmetic processing corresponding to each of these modes is executed as follows. The brake mode calculation process in step S23 is executed as shown in the flowchart of FIG. Specifically, the requested center-of-gravity velocity generation unit 74 firstly sets DVb_s> DV1 and | Vbdot_x_s | with respect to the estimated center-of-gravity velocity absolute value change rate DVb_s calculated in step S21 and the center-of-gravity acceleration estimated values Vbdot_x_s and Vbdot_y_s. It is determined in step S23-1 whether the condition> a1 * | Vbdot_y_s | is satisfied. This determination process is a process for determining whether or not there is an acceleration request for increasing the moving speed of the vehicle 1 in the general front-rear direction of the vehicle 1.

Here, DV1 is a first threshold value DV1 (> 0) having a preset positive value. And DVb_s> DV1 means a situation where the magnitude | ↑ Vb | of the actual center-of-gravity velocity vector ↑ Vb increases at a temporal change rate larger than the first threshold value DV1.
The a1 is a positive coefficient value set in advance. And | Vbdot_x_s |> a1 * | Vbdot_y_s | means that the actual acceleration vector of the vehicle system center-of-gravity point has a component in the X-axis direction that is not “0”, and the acceleration vector is in the X-axis direction. This means that the acute angle (= tan-1 (| Vbdot_y_s | / | Vbdot_x_s |) is closer to “0” than the predetermined angle (= tan-1 (1 / a1)). In the embodiment, a1 is set to, for example, “1” or a value close thereto.

  Accordingly, the situation in which the determination result in step S23-1 is affirmative is that a maneuvering operation (in the vehicle 1) is attempted to increase the magnitude of the center-of-gravity velocity vector ↑ Vb in the front-rear direction by an occupant or an external assistant. This is a situation in which a maneuvering operation that adds a propulsive force in a substantially longitudinal direction is being performed.

When the determination result of step S23-1 is negative, that is, when there is no acceleration request for the vehicle 1 (a request for acceleration of the vehicle 1 in the general front-rear direction), the requested center-of-gravity velocity generation unit 74 then The determination process of step S23-4 is executed.
In the determination process of step S23-4, the requested center-of-gravity velocity generation unit 74 determines that the estimated center-of-gravity velocity absolute value change rate DVb_s calculated in step S21 is greater than a preset negative third threshold DV3 (<0). Judge whether it is small or not. This determination process determines whether or not a deceleration request has been made for the occupant of the vehicle 1 to actively reduce the magnitude of the center-of-gravity velocity vector ↑ Vb. In this case, if the passenger of the vehicle 1 intentionally grounds his / her foot and generates a frictional force in the braking direction of the vehicle 1 between his / her foot and the floor, the determination result of step S23-4 Will be positive.

  And the required gravity center speed production | generation part 74 performs a 1st braking calculation process by step S23-5, when the judgment result of step S23-4 is negative (when the deceleration request | requirement has not generate | occur | produced). Therefore, the magnitude of the basic required center of gravity velocity vector ↑ Vb_aim1 | ↑ Vb_aim1 | (hereinafter referred to as the basic required center of gravity velocity vector absolute value | ↑ Vb_aim1 |) and the azimuth θvb_aim1 (hereinafter referred to as the basic required centroid velocity vector azimuth θvb_aim1) And the process of FIG. 15 is terminated. Further, when the determination result of step S23-4 is affirmative (when a deceleration request is generated), the requested center-of-gravity speed generation unit 74 executes the second braking calculation process in step S23-6, The basic required center-of-gravity velocity vector absolute value | ↑ Vb_aim1 | and the basic required center-of-gravity velocity vector azimuth angle θvb_aim1 are determined, and the processing in FIG. 15 ends.

  In the present embodiment, the basic required center-of-gravity velocity vector azimuth angle θvb_aim1 is an angle (180 ° ≦ θVb_aim1) = sin (θvb_aim1) = Vb_x_aim1 / | ↑ Vb_aim1 |, cos (θvb_aim1) = Vb_y_aim1 / °) as defined. When | ↑ Vb_aim | = 0, it is assumed that θVb_aim = 0 °.

The first braking calculation process of step S23-5 is executed as shown in the flowcharts of FIGS.
In the first braking calculation process, the requested center-of-gravity speed generation unit 74 firstly sets a positive positive value preset in advance from the previous value | ↑ Vb_aim_p | of the basic requested center-of-gravity speed vector absolute value | ↑ Vb_aim1 | A value that is decreased by a predetermined value ΔVb1 is calculated as a candidate value ABS_Vb of | ↑ Vb_aim1 |. ΔVb1 is a set value that defines the amount of decrease in | ↑ Vb_aim1 | (and the temporal change rate of | ↑ Vb_aim1 |) for each control processing cycle.

  Next, in step S23-5-2, the requested center-of-gravity velocity generation unit 74 sets the larger value max (0, ABS_Vb) of the candidate value ABS_Vb and “0” as the current value of | ↑ Vb_aim1 |. Determine as. Therefore, when ABS_Vb ≧ 0, ABS_Vb is determined as it is as the current value of | ↑ Vb_aim1 |, and when ABS_Vb <0, the current value of | ↑ Vb_aim1 | is set to “0”.

  Next, the requested center-of-gravity velocity generation unit 74 determines in step S23-5-3 whether or not | ↑ Vb_aim1 | determined as described above is “0”. If this determination result is affirmative, the requested center-of-gravity velocity generation unit 74 next sets the current value of θvb_aim1 to 0 ° in step S23-5-4, and ends the processing of FIG.

  If the determination result of step S23-5-3 is negative, the requested center-of-gravity velocity generation unit 74 then sets the previous value θvb_aim1_p of θvb_aim1 to 0 by the processing from step S23-5-5. ° ≦ θvb_aim1_p ≦ θth1 +, θth1- ≦ θvb_aim1_p <0 °, θth2 + ≦ θvb_aim1_p ≦ 180 °, −180 ° ≦ θvb_aim1_p ≦ θth2-, θth1 + <θvb_aim1_p <θth2 +, any of θth2- <θvb_a Depending on whether or not, the current value of θvb_aim1 is determined.

  Here, θth1 + is a positive azimuth angle threshold preset with a value between 0 ° and 90 °, and θth1- is a negative azimuth preset with a value between 0 ° and −90 °. Angle threshold, θth2 + is a positive azimuth threshold preset with a value between 90 ° and 180 °, and θth2- is a negative negative preset with a value between -90 ° and -180 °. Azimuth angle threshold. In the present embodiment, the absolute values of θth1 + and θth1- are set to the same value (for example, 45 ° or an angle value in the vicinity thereof). The absolute values of θth2 + and θth2- are set to the same value (for example, 135 ° or an angle value in the vicinity thereof). Note that the difference between θth1 + and θth1- (= (θth1 +)-(θth1-)) and the difference between θth2 and θth2- (= (θth2 +)-(θth2-)) are not necessarily the same. .

  The processing from step S23-5-5 is executed as described below. That is, the required center-of-gravity velocity generation unit 74 determines whether or not 0 ° ≦ θvb_aim1_p ≦ θth1 + in step S23-5-5. If this determination result is affirmative, the requested center-of-gravity velocity generation unit 74 decreases a value obtained by reducing the previous value θvb_aim1_p of θvb_aim1 by a predetermined positive value Δθvb1 in step S23-5-6. , Θvb_aim1 is calculated as a candidate value ANG_Vb. Δθvb1 is a set value that defines the amount of change in θvb_aim1 (and thus the temporal change rate of θvb_aim1) for each control processing cycle.

  In step S23-5-7, the requested center-of-gravity velocity generation unit 74 determines the larger angle value max (0, ANG_Vb) of the candidate value ANG_Vb and 0 ° as the current value of θvb_aim1, The process of FIG. 16 is terminated. Therefore, when ANG_Vb ≧ 0 °, ANG_Vb is determined as it is as the current value of θvb_aim1, and when ANG_Vb <0 °, the current value of θvb_aim1 is 0 °.

  If the determination result of step S23-5-5 is negative, the requested center-of-gravity velocity generation unit 74 next determines whether or not θth1- ≦ θvb_aim1_p <0 ° in step S23-5-8. to decide. If this determination result is affirmative, the required center-of-gravity velocity generation unit 74 sets a value obtained by increasing the previous value θvb_aim1_p of θvb_aim1 by the predetermined value Δθvb1 in step S23-5-9 as a candidate value for θvb_aim1 Calculate as ANG_Vb.

  In step S23-5-10, the requested center-of-gravity velocity generation unit 74 determines the smaller angle value min (0, ANG_Vb) of the candidate value ANG_Vb and 0 ° as the current value of θvb_aim1, The process of FIG. 16 is terminated. Therefore, when ANG_Vb ≦ 0 °, ANG_Vb is determined as it is as the current value of θvb_aim1, and when ANG_Vb> 0 °, the current value of θvb_aim1 is 0 °.

  If the determination result of step S23-5-8 is negative, the requested center-of-gravity velocity generation unit 74 then determines whether θth2 + ≦ θvb_aim1_p ≦ 180 ° in step S23-5-11 of FIG. Determine whether. If this determination result is affirmative, the required center-of-gravity velocity generation unit 74 sets a value obtained by increasing the previous value θvb_aim1_p of θvb_aim1 by the predetermined value Δθvb1 in step S23-5-12 as a candidate value for θvb_aim1. Calculate as ANG_Vb.

  In step S23-5-13, the requested center-of-gravity velocity generation unit 74 determines the smaller angle value min (180, ANG_Vb) of the candidate value ANG_Vb and 0 ° as the current value of θvb_aim1, The process of FIG. 17 is terminated. Therefore, when ANG_Vb ≦ 180 °, ANG_Vb is determined as it is as the current value of θvb_aim1, and when ANG_Vb> 180 °, the current value of θvb_aim1 is 180 °.

  If the determination result of step S23-5-11 is negative, the requested center-of-gravity velocity generation unit 74 next determines whether or not −180 ° ≦ θvb_aim1_p ≦ θth2− in step S23-5-14. Judging. If this determination result is affirmative, the required center-of-gravity velocity generation unit 74 sets a value obtained by reducing the previous value θvb_aim1_p of θvb_aim1 by the predetermined value Δθvb1 in step S23-5-15 as a candidate value for θvb_aim1. Calculate as ANG_Vb.

  Then, in step S23-5-16, the required center-of-gravity velocity generation unit 74 determines the larger angle value max (180, ANG_Vb) of the candidate value ANG_Vb and -180 ° as the current value of θvb_aim1. Then, the process of FIG. Therefore, when ANG_Vb ≧ −180 °, ANG_Vb is determined as it is as the current value of θvb_aim1, and when ANG_Vb <−180 °, the current value of θvb_aim1 is set to −180 °.

If the determination result in step S23-5-14 is negative, that is, if θth1 + <θvb_aim1_p <θth2 + or θth2- <θvb_aim1_p <θth1-, then the required center-of-gravity velocity generation unit 74 performs step S23-5-5. 17, the current value of θvb_aim1 is determined to be the same value as the previous value θvb_aim1_p, and the processing of FIG.
The above is the details of the first braking calculation process in step S23-5.

  On the other hand, the second braking calculation process of step S23-6 is executed as shown in the flowchart of FIG. In the second braking calculation process, the requested center-of-gravity velocity generation unit 74 firstly sets a positive positive value preset in advance from the previous value | ↑ Vb_aim_p | of the basic requested center-of-gravity velocity vector absolute value | ↑ Vb_aim1 | in step S23-6-1. A value that is decreased by a predetermined value ΔVb2 is calculated as a candidate value ABS_Vb of | ↑ Vb_aim1 |. ΔVb2 is a set value that defines the amount of decrease in | ↑ Vb_aim1 | (and the temporal change rate of | ↑ Vb_aim1 |) for each control processing cycle in the second braking calculation process. In this case, ΔVb2 is set to a value larger than the predetermined value ΔVb1 used in the first braking calculation process.

  Next, the requested center-of-gravity velocity generation unit 74 executes the same process as in step S23-5-2 in step S23-6-2, and sets the candidate value ABS_Vb calculated in step S23-6-1 to “0”. The larger value max (0, ABS_Vb) is determined as the current value of | ↑ Vb_aim1 |.

  Next, the requested center-of-gravity velocity generation unit 74 determines in step S23-6-3 whether or not | ↑ Vb_aim1 | determined as described above is “0”. If this determination result is affirmative, the requested center-of-gravity velocity generation unit 74 next sets the current value of θvb_aim1 to “0” in step S23-6-4, and ends the processing of FIG.

If the determination result in step S23-6-3 is negative, the requested center-of-gravity velocity generation unit 74 next sets the current value of θvb_aim1 to be the same as the previous value θvb_aim1_p in step S23-6-5. The value is determined, and the processing in FIG. 18 is terminated.
The above is the details of the second braking calculation process in step S23-6.

  Returning to the description of FIG. 15, when the determination result of step S23-1 is affirmative, that is, when there is a request for acceleration of the vehicle 1 in the general front-rear direction, the requested center-of-gravity velocity generation unit 74 performs step In S23-2, the basic required centroid speed vector absolute value | ↑ Vb_aim1 | and the basic required centroid speed vector azimuth θvb_aim1 are determined. The requested center-of-gravity velocity generation unit 74 changes the calculation processing mode from the braking mode to the velocity follow-up mode in step S23-3, and ends the processing in FIG.

  In step S23-2, specifically, the magnitude of the estimated centroid velocity vector ↑ Vb_s (current value) | ↑ Vb_s | (= sqrt (Vb_x_s2 + Vb_y_s2)) is multiplied by a predetermined ratio γ. Is determined as the basic required center-of-gravity velocity vector absolute value | ↑ Vb_aim1 |. In the present embodiment, the ratio γ is set to a positive value (for example, 0.8) slightly smaller than “1”.

  Further, in step S23-2, the azimuth angle θvb_s (= sin−1 (Vb_x_s / | ↑ Vb_s |)) of the estimated centroid velocity vector ↑ Vb_s is determined as the basic required centroid velocity vector azimuth θvb_aim1. Accordingly, in step S23-2, as a result, a vector obtained by multiplying the estimated centroid velocity vector ↑ Vb_s by the ratio γ is determined as the basic required centroid velocity vector ↑ Vb_aim1.

Such processing in step S23-2 is to match the method of determining | ↑ Vb_x_aim1 | and θvb_aim1 with the speed following mode starting from the next control processing cycle.
Note that it is not essential that the value of the ratio γ is slightly smaller than “1”. For example, the value of the ratio γ may be set to “1” or a value slightly larger than that. In the present embodiment, in order to prevent the movement speed of the vehicle 1 that the occupant perceives sensibly (sensually) from being recognized as if it is higher than the actual movement speed, the ratio γ The value is set to a value slightly smaller than “1”.
The above is the calculation process of the braking mode in step S23.

  If the determination result in step S23-1 is negative, the arithmetic processing mode is not changed, and therefore the arithmetic processing mode is maintained in the braking mode even in the next control processing cycle.

  Next, the speed follow-up mode calculation process in step S24 is executed as shown in the flowchart of FIG. Specifically, the requested center-of-gravity velocity generation unit 74 first executes in step S24-1 the same determination process as in step S23-4, that is, a determination process as to whether or not a deceleration request for the vehicle 1 has occurred. .

  If this determination result is affirmative, the requested center-of-gravity velocity generation unit 74 next executes the same processing as the step S23-6 (the processing shown in the flowchart of FIG. 18) in step S24-6. Thus, the basic required centroid speed vector absolute value | ↑ Vb_aim1 | and the basic required centroid speed vector azimuth θvb_aim1 are determined. Further, the requested center-of-gravity velocity generation unit 74 changes the calculation processing mode from the velocity follow-up mode to the braking mode in step S24-7, and ends the processing of FIG.

  On the other hand, when the determination result of step S24-1 is negative, that is, when the deceleration request for the vehicle 1 is not generated, the requested center-of-gravity velocity generation unit 74 next performs the process of step S24-2. Run. In step S24-2, the required center-of-gravity velocity generation unit 74 executes the same processing as in step S23-2, and determines the basic required center-of-gravity velocity vector absolute value | ↑ Vb_aim1 | and the basic required center-of-gravity velocity vector azimuth θvb_aim1. To do. That is, | ↑ Vb_x_s | * γ is determined as | ↑ Vb_aim1 |, and θvb_s is determined as θvb_aim1.

  Next, in step S24-3, the requested center-of-gravity velocity generation unit 74 determines whether or not the estimated center-of-gravity velocity absolute value change rate DVb_s (the value calculated in step S21) is smaller than a preset second threshold DV2. to decide. In the present embodiment, the second threshold value DV2 is set to a predetermined negative value that is larger than the third threshold value DV3 (closer to “0” than DV3). Note that the second threshold DV2 may be set to “0” or a positive value slightly larger than “0” (however, a value smaller than the first threshold DV1).

  The determination process in step S24-3 is to determine the transition timing from the speed following mode to the speed hold mode. Then, when the result of determination in step S24-3 is negative, the requested center-of-gravity velocity generation unit 74 ends the process of FIG. 19 as it is. In this case, since the arithmetic processing mode is not changed, the arithmetic processing mode is maintained in the speed tracking mode even in the next control processing cycle.

  If the determination result in step S24-3 is affirmative, the requested center-of-gravity velocity generation unit 74 considers that the acceleration request for the vehicle 1 has been completed, and initializes the countdown timer in step S24-4. To do. Then, the requested center-of-gravity velocity generation unit 74 changes the calculation processing mode from the velocity follow-up mode to the velocity hold mode in step S24-5, and ends the processing in FIG.

The countdown timer is a timer that measures the elapsed time after the start of the speed hold mode that starts from the next control processing cycle. In step S24-4, a preset initial value Tm is set in the timer time value CNT. The initial value Tm_x means a set value of time for which the speed hold mode is to be continued.
The above is the calculation process of the speed follow-up mode in step S24.

  Next, the calculation processing in the speed hold mode in step S25 is executed as shown in the flowchart of FIG. Specifically, the required center-of-gravity velocity generation unit 74 first executes the same determination process as in step S23-4 in step S25-1, that is, a determination process as to whether or not a deceleration request for the vehicle 1 has occurred. .

  If the determination result in step S25-1 is affirmative (when a deceleration request for the vehicle 1 is generated), the requested center-of-gravity velocity generation unit 74 then performs step S23 in step S25-2. The basic required centroid velocity vector absolute value | ↑ Vb_aim1 | and the basic required centroid velocity vector azimuth angle θvb_aim1 are determined by executing the same processing as −6 (the processing shown in the flowchart of FIG. 18). Further, the requested center-of-gravity velocity generation unit 74 changes the calculation processing mode from the velocity hold mode to the braking mode in step S25-3, and ends the processing of FIG.

  On the other hand, when the determination result of the step S25-1 is negative (when the deceleration request for the vehicle 1 is not generated), the requested center-of-gravity velocity generation unit 74 performs the same determination process as that of the step S23-1. That is, the process of determining whether or not there is a request for acceleration of the vehicle 1 in the general front-rear direction is executed in step S25-4.

  And when the judgment result of step S25-4 is affirmative (when the acceleration request | requirement of the vehicle 1 in the substantially front-back direction generate | occur | produced again), the request | requirement gravity center speed production | generation part 74 is the said in step S25-5. By executing the same processing as step S23-2, the basic required centroid speed vector absolute value | ↑ Vb_aim1 | and the basic required centroid speed vector azimuth θvb_aim1 are determined. That is, | ↑ Vb_x_s | * γ is determined as | ↑ Vb_aim1 |, and θvb_s is determined as θvb_aim1.

Further, the requested center-of-gravity velocity generation unit 74 changes the calculation processing mode from the velocity hold mode to the velocity follow-up mode in step S25-6, and ends the processing of FIG.
When the determination result of step S25-4 is negative (when the state where there is no approximate acceleration request in the front-rear direction continues), the required center-of-gravity velocity generation unit 74 determines that the step S25-7 Decrement the count value CNT of the countdown timer. In other words, the time value CNT is updated by subtracting the predetermined value ΔT (time of the control processing cycle) from the current value of the time value CNT.

Next, the requested center-of-gravity velocity generation unit 74 determines whether or not the count value CNT of the countdown timer is greater than “0”, that is, whether or not the countdown timer has ended in step S25-8.
If the determination result in step S25-8 is affirmative, the time represented by the initial value Tm of the countdown timer has not yet elapsed since the start of the speed hold mode. In this case, the requested center-of-gravity velocity generation unit 74 assumes that the calculation processing mode is maintained in the velocity hold mode, and obtains the basic requested center-of-gravity velocity vector absolute value | ↑ Vb_aim1 | and the basic requested center-of-gravity velocity azimuth θvb_aim1 in step S25- 9 to complete the processing of FIG.

In this case, in step S25-9, the current value of | ↑ Vb_aim1 | is determined to be the same value as the previous value | ↑ Vb_aim1_p |. Also, the current value of θvb_aim1 is determined to be the same value as the previous value θvb_aim1_p. Accordingly, the previous value of the basic required center-of-gravity velocity vector ↑ Vb_aim1_p is determined as it is as the velocity vector of the current value of ↑ Vb_aim1.
If the determination result in step S25-8 is affirmative, the arithmetic processing mode is not changed, and therefore the arithmetic processing mode is maintained in the speed hold mode even in the next control processing cycle.

  If the determination result in step S25-8 is negative, that is, if the predetermined time represented by the initial value Tm of the countdown timer has elapsed since the start of the speed hold mode, the required gravity center speed In step S25-10, the generation unit 74 executes the same processing as that in step S23-5 (the processing in the flowcharts of FIGS. 16 and 17), thereby obtaining the basic required center-of-gravity velocity vector absolute value | ↑ Vb_aim1 | The center-of-gravity velocity azimuth θvb_aim1 is determined.

Further, the requested center-of-gravity speed generation unit 74 changes the calculation processing mode from the speed hold mode to the braking mode in step S25-11, and ends the process of FIG.
The above is the calculation process of the speed hold mode in step S25.

  Returning to the description of FIG. 14, the requested center-of-gravity velocity generation unit 74 executes any one of the arithmetic processes in steps S23 to S25 as described above, and then determines | ↑ Vb_aim1 | and θvb_aim1 determined by the arithmetic process. Is input to the filter (filtering process) in step S26.

  Here, the filters that respectively input | ↑ Vb_aim1 | and θvb_aim1 are the sizes of the required gravity center velocity vector ↑ Vb_aim | ↑ Vb_aim |, immediately after the arithmetic processing mode is changed from the braking mode to the speed following mode. This is a low-pass filter having a first-order lag characteristic for preventing the azimuth angle θvb_aim from changing suddenly in a step shape. In this case, the time constant of the filter that inputs | ↑ Vb_aim | is set to a relatively short time constant, and the output value of the filter matches | ↑ Vb_aim1 | in a situation other than immediately after | ↑ Vb_aim1 | Or they are almost identical. The same applies to the filter that inputs θvb_aim1.

  In step S26, the output value of the filter to which θvb_aim1 is input is determined as it is as the azimuth angle θvb_aim of the required centroid velocity vector ↑ Vb_aim (hereinafter referred to as the required centroid velocity vector azimuth angle θvb_aim).

  Next, the process proceeds to step S27, where the required center-of-gravity velocity generation unit 74 finally sets the value obtained by passing the output value of the filter to which | ↑ Vb_aim1 | ↑ Vb_aim | (hereinafter referred to as a required gravity center velocity vector absolute value | ↑ Vb_aim |). In this case, the limiter is for preventing | ↑ Vb_aim | from becoming excessive. When the output value of the filter to which | ↑ Vb_aim1 | is input is equal to or lower than a predetermined upper limit value set in advance. Outputs the output value of the filter as | ↑ Vb_aim | as it is. Further, when the output value of the filter exceeds the upper limit value, the limiter outputs the upper limit value as | ↑ Vb_aim |. In other words, the limiter outputs the smaller value of the output value of the filter and the upper limit value as | ↑ Vb_aim |.

Next, the process proceeds to step S28, where the required center-of-gravity velocity generation unit 74 determines the X-axis direction component (required center-of-gravity velocity in the X-axis direction) of the required center-of-gravity velocity vector ↑ Vb_aim from | ↑ Vb_aim | determined as described above and θvb_aim. Vb_x_aim and a Y-axis direction component (required center of gravity speed in the Y-axis direction) Vb_y_aim are calculated. More specifically, | ↑ Vb_aim | * sin (θvb_aim) is calculated as Vb_x_aim, and | ↑ Vb_aim | * cos (θvb_aim) is calculated as Vb_y_aim.
The above is the details of the processing of the required center-of-gravity velocity generation unit 74.

By the processing of the requested center-of-gravity velocity generation unit 74 described above, the requested center-of-gravity velocity vector ↑ Vb_aim (and thus the requested center-of-gravity velocity Vb_x_aim, Vb_y_aim) is determined in the following manner.
That is, for example, in order to increase the moving speed of the vehicle 1, an occupant kicks the floor with his / her foot, or an assistant or the like pushes the vehicle 1, A case is assumed in which a propulsive force in the approximate X-axis direction (specifically, a propulsive force that makes the determination result in Step S23-1 positive) is added.

  It is assumed that the arithmetic processing mode before applying the propulsive force is the braking mode. Here, for the sake of understanding, the output value of the filter that inputs | ↑ Vb_aim1 | in step S26 of FIG. 14 is a value that falls within a range that is not subject to the compulsory restriction by the limiter in step S27 (the limiter). It is assumed that the value is equal to or less than the upper limit value. Similarly, it is assumed that the estimated center-of-gravity speed values Vb_x_s and Vb_y_s are within a range where the output values V_x_lim2 and V_y_lim2 in the limit processing unit 104 are not forcibly limited.

In this case, if the determination result in step S23-1 becomes affirmative by applying propulsive force to the vehicle 1, the processing mode is changed from the braking mode to the speed following mode by the processing in step S23-3 in FIG. Will be changed.
In this speed follow-up mode, in a situation where a deceleration request is not generated (a situation where the determination result in step S24-1 is negative), a ratio γ of a predetermined value is set to the current value (current value) of the estimated center-of-gravity velocity vector ↑ Vb_s. A vector obtained by multiplication, that is, a velocity vector slightly smaller than ↑ Vb_s and in the same direction as ↑ Vb_s is sequentially determined as a basic required centroid velocity vector ↑ Vb_aim1.

  Therefore, the requested center-of-gravity velocity vector ↑ Vb_aim, which is sequentially determined by the requested center-of-gravity velocity generation unit 74, substantially matches the actual center-of-gravity velocity vector ↑ Vb that is accelerated (increased in magnitude) by the propulsive force applied to the vehicle 1. The speed vector ↑ Vb_aim1 (= γ * ↑ Vb_s) to be followed is determined.

  Then, the X-axis direction component and the Y-axis direction component of the required center-of-gravity velocity vector ↑ Vb_aim determined in this way are determined as the control target center-of-gravity velocity Vb_x_mdfd and Vb_y_mdfd. Further, the operation amount components u3_x and u3_y included in the virtual wheel rotation angular acceleration commands ωwdot_x_cmd and ωwdot_y_cmd are determined so that the center-of-gravity speed estimated values Vb_x_s and Vb_y_s converge on the control target center-of-gravity speeds Vb_x_mdfd and Vb_y_mdfd, respectively.

  As a result, the actual moving speed of the vehicle system center of gravity (acceleration in the front-rear direction) due to the propulsive force applied by the occupant to the vehicle 1 is promptly performed in accordance with the request by the propulsive force. The moving speed of the wheel body 5 is controlled. Therefore, the vehicle 1 is smoothly accelerated by the added driving force.

  In addition, when the braking force is applied to the vehicle 1 in the speed tracking mode and the determination result in step S24-1 in FIG. 19 becomes affirmative (when a deceleration request is generated), the arithmetic processing mode is changed to the braking mode. To do. For this reason, the moving speed of the vehicle 1 is attenuated. In this case, while the deceleration request is being generated, | ↑ Vb_aim1 | and θvb_aim1 are determined by the second braking calculation process (the process of FIG. 18) in step S23-6, so the basic required center-of-gravity velocity vector ↑ Vb_aim1 or The required center-of-gravity velocity vector ↑ Vb_aim that follows this attenuates at a constant temporal change rate (temporal change rate defined by the predetermined value ΔVb2) while maintaining the direction constant. Will be determined.

  Next, in the speed following mode, when the addition of the propulsive force to the vehicle 1 is finished and the estimated gravity center speed absolute value change rate DVb_s becomes smaller than the second threshold value DV2 (the determination result in step S24-3 in FIG. 19 is If affirmative), the processing mode is changed from the speed following mode to the speed hold mode by the process of step S24-5 of FIG.

  In this speed hold mode, the acceleration request and the deceleration request are not generated (the determination result of steps S25-1 and 25-4 in FIG. 19 is both negative) until the countdown timer finishes counting. The basic required center-of-gravity velocity vector ↑ Vb_aim1 is set to the same velocity vector as the previous velocity vector ↑ Vb_aim1_p.

Therefore, the basic required center-of-gravity velocity vector ↑ Vb_aim1 is set immediately before the start of the speed hold mode in a predetermined time period (the time of the initial value Tm of the countdown timer) after the start of the speed hold mode. Thus, the speed vector is held constant at the same speed vector as the determined speed vector.
For this reason, the required center-of-gravity velocity vector ↑ Vb_aim determined so as to follow ↑ Vb_aim1 is also maintained at a constant velocity vector (a velocity vector that coincides with or substantially coincides with ↑ Vb_aim determined immediately before the velocity hold mode starts). It will be decided to sag.

  Then, the X-axis direction component and the Y-axis direction component of the required center-of-gravity velocity vector ↑ Vb_aim determined as described above are determined as the control target center-of-gravity velocity Vb_x_mdfd and Vb_y_mdfd. Further, the operation amount components u3_x and u3_y included in the virtual wheel rotation angular acceleration commands ωwdot_x_cmd and ωwdot_y_cmd are determined so that the center-of-gravity speed estimated values Vb_x_s and Vb_y_s converge on the control target center-of-gravity speeds Vb_x_mdfd and Vb_y_mdfd, respectively.

As a result, it is necessary to frequently adjust the occupant's body posture in the period (time period represented by the initial value Tm) until the countdown timer finishes counting after the vehicle 1 is accelerated. Instead, the moving speed of the wheel body 5 is controlled so that the magnitude and direction of the actual speed vector ↑ Vb of the vehicle system center-of-gravity point are kept constant. Therefore, the actual running state of the vehicle 1 in this situation is a state in which the occupant slides at a substantially constant speed vector without performing a steering operation that actively moves the upper body.
In addition, in the speed hold mode, when the driving force in the roughly forward / backward direction is applied to the vehicle 1 again, and the determination result in step S25-4 in FIG. Return to the speed following mode. For this reason, the vehicle 1 will accelerate in the general front-back direction again.

  In addition, when the braking force is applied to the vehicle 1 in the speed hold mode and the determination result in step S25-1 in FIG. 20 becomes affirmative (when a deceleration request is generated), the arithmetic processing mode is changed to the braking mode. To do. For this reason, the moving speed of the vehicle 1 is attenuated. In this case, as in the case where the deceleration request is generated in the speed following mode, during the generation of the deceleration request, | ↑ Vb_aim1 | and θvb_aim1 are determined by the second braking calculation process (the process of FIG. 18) in step S23-6. It is determined

  Next, in the speed hold mode, the countdown timer is maintained while maintaining a situation in which neither an acceleration request nor a deceleration request is generated (a situation in which the judgment results in steps S25-1 and 25-4 in FIG. 20 are both negative). When the time measurement is completed, the calculation processing mode is changed from the speed hold mode to the braking mode by the processing of step S25-11 in FIG.

  In this braking mode, in a situation where neither an acceleration request nor a deceleration request is generated (a situation where the judgment results in steps S23-1 and 23-4 in FIG. 15 are both negative), step S23-5-1 in FIG. By executing the processing of 23-5-2 every control processing cycle, the basic required center-of-gravity velocity vector absolute value | ↑ Vb_aim1 | becomes a constant rate of change (time defined by ΔVb1) until “0”. The rate of decay is continuously reduced. Then, after | ↑ Vb_aim1 | is attenuated to “0”, | ↑ Vb_aim1 | is held at “0”.

  Further, in the braking mode, the processing after step S23-5-3 in FIG. 16 is executed every control processing cycle in a situation where neither an acceleration request nor a deceleration request is generated. In this case, the direction of the basic required center-of-gravity velocity vector ↑ Vb_aim1 determined immediately before the transition from the speed hold mode to the braking mode (one step before the control processing cycle in which the determination result in step S25-8 in FIG. 20 is negative) When the direction of ↑ Vb_aim1 determined in the control processing cycle is different from the X-axis direction and is relatively close to the X-axis direction (more precisely, the azimuth angle of ↑ Vb_aim1 determined immediately before the transition) When θvb_aim1 is an angle value within the range of 0 ° <θvb_aim1_p ≦ θth1 +, θth1- ≦ θvb_aim1_p <0 °, θth2 + ≦ θvb_aim1_p <180 °, −180 ° <θvb_aim1_p ≦ θth2-) In the period until ↑ Vb_aim1 | decays to “0”, θvb_aim1 approaches 0 °, 180 °, or −180 ° as a convergence target angle value at a constant rate of time change, and finally, The convergence target angle value is held. Therefore, the direction of the basic required center-of-gravity velocity vector ↑ Vb_aim continuously approaches the X-axis direction within a period until | ↑ Vb_aim1 | attenuates to “0” after the start of the braking mode. In other words, during the period, the ratio of the absolute value of the Y-axis direction component Vb_y_aim1 to the absolute value of the X-axis direction component Vb_x_aim1 of the basic required center-of-gravity velocity vector ↑ Vb_aim approaches “0”. When the direction of ↑ Vb_aim1 reaches the same direction as the X-axis direction (when Vb_y_aim1 = 0) until | ↑ Vb_aim1 | attenuates to “0”, the direction of ↑ Vb_aim1 becomes the same direction as the X-axis direction. Retained.

  Therefore, ↑ Vb_aim1 is determined such that the direction thereof approaches (converges) in the X-axis direction while the magnitude is attenuated. Thus, in the situation where ↑ Vb_aim1 is determined, the required gravity center velocity vector ↑ Vb_aim determined so as to follow ↑ Vb_aim1 is also determined so that its direction approaches the X-axis direction while the magnitude is attenuated. The Rukoto.

  Further, when the direction of the basic required center-of-gravity velocity vector ↑ Vb_aim1 determined immediately before the transition from the speed hold mode to the braking mode is different from the X-axis direction and is relatively deviated from the X-axis direction (more accurately If the azimuth angle θvb_aim1 of ↑ Vb_aim1 determined immediately before the transition is an angle value in any of θth1 + <θvb_aim1_p <θth2 +, θth2- <θvb_aim1_p <θth1-)), | ↑ Vb_aim1 In the period until | is attenuated to “0”, θvb_aim1 is held constant at the same angle value as the azimuth angle θvb_aim1 of ↑ Vb_aim1 determined immediately before the transition.

  Therefore, ↑ Vb_aim1 is determined such that its direction is kept constant while its magnitude is attenuated. Thus, in the situation where ↑ Vb_aim1 is determined, the required center-of-gravity velocity vector ↑ Vb_aim determined so as to follow ↑ Vb_aim1 is also determined so that its direction is kept constant while its magnitude is attenuated. The Rukoto.

  In the present embodiment, in the speed hold mode, the magnitude and direction of ↑ Vb_aim1 is kept constant, so that the basic required center-of-gravity speed vector ↑ Vb_aim1 determined immediately before the transition from the speed hold mode to the braking mode is established. As a result, ↑ Vb_aim1 determined immediately before the transition from the speed following mode to the speed hold mode (in this embodiment, determined in the control processing cycle in which the determination result in step S24-3 in FIG. 19 becomes affirmative) ↑ Vb_aim1).

Then, the X-axis direction component and the Y-axis direction component of the required center-of-gravity speed vector ↑ Vb_aim determined as described above in the braking mode are determined as the control target center-of-gravity speeds Vb_x_mdfd and Vb_y_mdfd. Further, the operation amount components u3_x and u3_y included in the virtual wheel rotation angular acceleration commands ωwdot_x_cmd and ωwdot_y_cmd are determined so that the center-of-gravity speed estimated values Vb_x_s and Vb_y_s are converged to the control target center-of-gravity speeds Vb_x_mdfd and Vb_y_mdfd, respectively.
As a result, when the calculation processing mode prior to the braking mode is the speed hold mode, the actual speed vector of the vehicle system center-of-gravity point is increased even if the occupant does not actively perform the steering operation by the movement of the upper body. Therefore, the moving speed of the wheel body 5 is controlled so as to continuously attenuate from the magnitude in the speed hold mode.

  In this case, the direction of ↑ Vb_aim1 determined immediately before the transition from the speed hold mode to the braking mode (= ↑ Vb_aim1 determined immediately before the transition from the speed follow mode to the speed hold mode) is different from the X-axis direction, and If the direction is relatively close to the X-axis direction, the speed vector is reduced while the magnitude of the speed vector at the center of gravity of the vehicle system is attenuated without the occupant performing an aggressive maneuvering operation by the movement of the upper body. The direction of the vector automatically approaches the X-axis direction (the occupant's front-rear direction). Accordingly, the straight traveling performance of the vehicle 1 with respect to the front-rear direction of the passenger is improved.

  Here, when the vehicle 1 is to be accelerated, it is often required to accelerate the vehicle 1 particularly in the front-rear direction of the occupant. In this case, since the vehicle 1 of the present embodiment has high straightness in the front-rear direction as described above, even if the direction of the propulsive force applied to the vehicle 1 is slightly deviated from the front-rear direction, the subsequent speed hold mode is continued. In the braking mode, the moving speed of the wheel body 5 is controlled so that the speed vector of the vehicle system center of gravity is automatically directed in the front-rear direction.

  For this reason, a variation in the moving direction of the vehicle 1 is unlikely to occur, and a vehicle 1 having high straightness with respect to the occupant's front-rear direction (a vehicle 1 that easily travels in the anteroposterior direction of the occupant) is realized. As a result, when the vehicle 1 is moved in the front-rear direction, the vehicle 1 can be moved in the front-rear direction without directing the propulsive force applied to the vehicle 1 in the front-rear direction. As a result, the steering operation for moving the vehicle 1 in the front-rear direction is facilitated.

  The direction of the basic required center-of-gravity velocity vector ↑ Vb_aim1 (= ↑ Vb_aim1 determined immediately before the transition from the speed follow mode to the speed hold mode) determined immediately before the transition from the speed hold mode to the braking mode is the X-axis direction. If the direction is relatively different from the X-axis direction, the magnitude of the velocity vector at the center of gravity of the vehicle system is attenuated even if the occupant does not actively perform the steering operation by the movement of the upper body. However, the direction of the velocity vector is kept almost constant. That is, if the direction of ↑ Vb_aim1 determined immediately before the transition from the speed hold mode to the braking mode is a direction that is relatively deviated from the X-axis direction, the vehicle system finally intended by the occupant in the speed follow-up mode There is a high possibility that the direction of the velocity vector of the center of gravity is different from the X-axis direction. Therefore, it is possible to prevent the vehicle system center-of-gravity point from moving in a direction deviating from the direction intended by the occupant after the speed following mode.

Here, the correspondence between the present embodiment and the present invention will be supplemented. In the present embodiment, the front-rear direction (X-axis direction) and the left-right direction (Y-axis direction) of the passenger boarding the vehicle 1 correspond to the first direction and the second direction in the present invention, respectively.
The required center-of-gravity speed generation unit 74 implements a target speed determination means in the present invention. In this case, in this embodiment, the vehicle system center-of-gravity point (more precisely, the vehicle / occupant overall center-of-gravity point) corresponds to a predetermined representative point of the vehicle in the present invention, and the speed vector ↑ Vb of this vehicle system center-of-gravity point The required center-of-gravity velocity vector ↑ Vb_aim, which is a target value, corresponds to the target velocity vector in the present invention.

Further, the center-of-gravity speed limiting unit 76, the posture control calculation unit 80, and the motor command calculation unit 82 realize the moving operation unit control means in the present invention.
Then, regarding the processing of the required center-of-gravity speed generation unit 74, the determination result of step S24-3 in FIG. 19 becomes affirmative during the speed follow-up mode processing, and the subsequent speed hold mode processing and braking mode processing The acceleration request and the deceleration request are not generated (specifically, the determination results in steps S23-1 and 23-4 in FIG. 15 and the determination results in steps S25-1 and 25-4 in FIG. 20 are both negative) Is equivalent to the case where a predetermined condition in the present invention is satisfied.

  Further, the processing in the speed hold mode in a state where no acceleration request and deceleration request are generated (specifically, the processing in FIG. 20 in a state in which the determination results in steps S25-1 and 25-4 are negative) and the braking mode. (Specifically, the processing in FIG. 15 until ↑ Vb_aim is attenuated to “0” in a state where the determination results in steps S23-1 and 23-4 are negative), and subsequent steps S26 to S28. Thus, the speed attenuation process in the present invention is realized. Then, in the braking mode following the speed hold mode from the start of execution of the speed hold mode processing, the period from when ↑ Vb_aim is attenuated to “0” corresponds to the speed attenuation period in the present invention.

Further, ↑ Vb_aim determined immediately before the arithmetic processing mode shifts from the speed follow-up mode to the speed hold mode (this coincides with or almost coincides with ↑ Vb_aim1), that is, the determination result of step S24-3 in FIG. ↑ Vb_aim determined in the positive control processing cycle corresponds to the attenuated initial target velocity vector in the present invention.
Further, the speed direction adjusting means in the present invention is realized by the processing of steps S23-5-5 to 23-5-17 of FIGS. In this case, the azimuth angle threshold value θth1 +,-(θth1-), 180 °-(θth2 +), and (θth2-)-180 ° correspond to the predetermined angle values in the present invention.

Further, the speed change rate measuring means in the present invention is realized by the process of step S21 of FIG. In this case, in the present embodiment, the estimated gravity center speed absolute value change rate DVb_s corresponds to the measured value of the speed change rate in the present invention.
Further, the acceleration request determination means in the present invention is realized by the determination processing of steps S23-1 and 25-4 executed by the required gravity center speed generation portion 74. And the process of the speed follow-up mode in the state where the deceleration request is not generated (the process of FIG. 19 in the state where the determination result in step S24-1 is negative) corresponds to the speed increasing process in the present invention.

  Next, a modified aspect according to the embodiment described above will be described. In the present embodiment described above, the vehicle system center of gravity (specifically, the vehicle / occupant overall center of gravity) is set as the predetermined representative point of the vehicle 1, but the representative point is, for example, the center point of the wheel body 5 or the base body 9. You may set to the point of a predetermined part (for example, support frame 13), etc.

In this embodiment, in order to determine whether or not an acceleration request has occurred in steps S23-1 and 25-4, the estimated gravity center velocity absolute value change rate DVb_s and the gravity center acceleration estimated values Vbdot_x_s and Vbdot_y_s are related to each other. , DVb_s> DV1, and whether or not | Vbdot_x_s |> a1 * | Vbdot_y_s | is satisfied.
However, for example, when the temporal change rate of the absolute value of the center-of-gravity velocity estimated value Vb_x_s in the X-axis direction is larger than a predetermined threshold, it may be determined that an acceleration request has occurred.
Alternatively, for example, the conditions regarding the center-of-gravity acceleration estimated values Vbdot_x_s and Vbdot_y_s may be omitted, and it may be determined whether or not an acceleration request has occurred by simply determining whether or not DVb_s> DV1. In such a case, the speed vector ↑ Vb of the vehicle system center of gravity is accelerated in the approximate Y-axis direction, and then held at a constant speed vector, and then the magnitude of ↑ Vb is attenuated. The vehicle 1 can be run.

  In the above embodiment, when the determination result in step S23-5-14 in FIG. 17 is negative, θvb_aim1_p is a value relatively close to 90 ° (a value within a predetermined range around 90 °). Is determined so that θvb_aim1 gradually approaches 90 °, and θvb_aim1 is a value relatively close to −90 ° (when the value is within a predetermined range around −90 °). May be determined so that θvb_aim1 gradually approaches −90 °. Alternatively, whenever the determination result in step S23-5-14 is negative, θvb_aim1 may be brought close to 90 ° or −90 ° (an angle value closer to θvb_aim1_p). In these cases, as a method for bringing θvb_aim1 closer to 90 ° or −90 °, for example, a method similar to the method for bringing θvb_aim1 closer to 0 °, 180 °, or −180 ° in the embodiment may be used.

  In this case, when the direction of ↑ Vb_aim1 immediately before shifting from the speed follow mode to the speed hold mode is relatively close to the Y-axis direction, in the braking mode following the speed hold mode or in the speed hold mode. In the braking mode, the required center-of-gravity velocity vector ↑ Vb_aim can be made closer to the Y-axis direction.

  Also, in the braking mode after the speed following mode, or in the speed hold mode and the braking mode, whether the direction of ↑ Vb_aim1 (and thus ↑ Vb_aim) is closer to the X-axis direction or the Y-axis direction. May be selectively switched according to a switch operation or the like.

  In the above embodiment, when the magnitude of ↑ Vb_aim1 is attenuated in the braking mode, | ↑ Vb_aim1 | is continuously attenuated to “0” at a constant rate of time change. In another form, | ↑ Vb_aim1 | may be attenuated to “0”. For example, | ↑ Vb_aim1 | may be attenuated exponentially with a predetermined time constant.

  Similarly, when the direction of ↑ Vb_aim1 is made closer to the X-axis direction, instead of making θvb_aim1 close to the convergence target angle (0 °, 180 °, or −180 °) at a constant rate of time change, for example, θvb_aim1 May be exponentially approximated to the convergence target angle with a predetermined time constant. This is the same even when the direction of ↑ Vb_aim1 is made closer to the Y-axis direction.

  In the embodiment, when the direction of ↑ Vb_aim1 is made closer to the X-axis direction, θvb_aim1 (and thus θvb_aim) is sequentially determined so as to approach the convergence target angle (0 °, 180 °, or −180 °). However, instead of sequentially determining θvb_aim1, the ratio of the absolute value of the Y-axis direction component Vb_y_aim1 to the absolute value of the X-axis direction component Vb_x_aim1 of ↑ Vb_aim1 | Vb_y_aim1 | / | Vb_x_aim1 | The direction of ↑ Vb_aim1 may be determined by this ratio | Vb_y_aim1 | / | Vb_x_aim1 |. In this case, the polarities of Vb_x_aim1 and Vb_y_aim1 are kept constant until the respective magnitudes become “0”.

  When the direction of ↑ Vb_aim1 is made closer to the Y-axis direction, the ratio of the absolute value of the X-axis direction component Vb_x_aim1 to the absolute value of the Y-axis direction component Vb_y_aim1 of ↑ Vb_aim1 | Vb_x_aim1 | / | Vb_y_aim1 | "Vb_x_aim1 | / | Vb_y_aim1 |" to determine the direction of ↑ Vb_aim1.

  In the above embodiment, the speed hold mode is provided between the speed tracking mode and the braking mode. However, the speed hold mode may be omitted. In this case, the process of step S24-4 in FIG. 19 may be omitted, and a process of changing the arithmetic processing mode to the braking mode may be executed instead of the process of step S24-5. Other than this, it may be the same as the first embodiment, for example. In such a case, the speed attenuation process according to the present invention is a process in the braking mode in a state where neither an acceleration request nor a deceleration request is generated (the determination results in steps S23-1, 23-4 are both negative). 15 in the state) and subsequent processing in steps S26 to S28.

  Further, in the above-described embodiment, the required center-of-gravity velocity vector ↑ Vb_aim is increased in response to additional propulsive force applied to the vehicle 1, and then the speed hold mode and braking mode processes are executed as the speed attenuation process. I did it. However, for example, the required center-of-gravity velocity vector ↑ Vb_aim is increased so as to accelerate the vehicle 1 according to the switch operation by the occupant, and then the speed hold mode and the braking mode are activated according to the release of the switch operation. Execution of processing (speed attenuation processing) may be started. Moreover, you may consider environmental conditions etc. as conditions for starting the process of speed hold mode and braking mode.

  In the above-described embodiment, in the self-supporting mode, the required center-of-gravity velocity vector ↑ Vb_aim is always set to “0”. When moving, ↑ Vb_aim may be determined so as to change the required center-of-gravity velocity vector ↑ Vb_aim by executing the same process as in the boarding mode.

Moreover, in the said embodiment, although the vehicle 1 of the structure shown in FIG.1 and FIG.2 was illustrated, the inverted pendulum type vehicle 1 in this invention is not restricted to the vehicle illustrated in this embodiment.
Specifically, the wheel body 5 as the moving operation unit of the vehicle 1 according to the present embodiment has an integral structure. For example, the wheel body 5 has a structure as shown in FIG. May be. That is, a plurality of rollers are extrapolated on a rigid annular shaft body so that the shaft centers in the tangential direction of the shaft body, and the plurality of rollers are circumferentially arranged along the shaft body. You may comprise a wheel body by arranging in a direction.

Furthermore, the moving operation unit may have a crawler-like structure as described in FIG.
Alternatively, for example, as described in FIG. 5 of Patent Document 1, FIG. 7 of Patent Document 2, or FIG. 1 of Patent Document 3, the moving operation unit is configured by a sphere, and this sphere is used as an actuator device ( For example, the vehicle may be configured to be rotationally driven in the direction around the X axis and the direction around the Y axis by an actuator device having the wheel body 5).

  Moreover, in this embodiment, although the vehicle 1 provided with the seat 3 as an occupant's boarding portion was illustrated, an inverted pendulum type vehicle according to the present invention has both feet as shown in FIG. The vehicle may have a structure in which the step of placing and the portion gripped by the occupant standing on the step are assembled to the base body.

Thus, the present invention can be applied to inverted pendulum type vehicles having various structures as disclosed in Patent Documents 1 to 3 and the like.
Furthermore, the inverted pendulum type vehicle according to the present invention has a plurality of moving operation units that can move in all directions on the floor surface (for example, two in the left-right direction, two in the front-rear direction, or three or more). You may have. In this case, for example, when three or more moving operation units are provided, the control of the tilt angle of the base body may be omitted by preventing the base body from tilting.

  In addition, you may make it implement | achieve a part of function of the control apparatus of the inverted pendulum type vehicle which is embodiment mentioned above with a computer. In this case, a control program for realizing the control function may be recorded on a computer-readable recording medium, and the control program recorded on the recording medium may be read by the computer system and executed. . Here, the “computer system” includes an OS (Operating System) and hardware of peripheral devices. The “computer-readable recording medium” refers to a portable recording medium such as a flexible disk, a magneto-optical disk, an optical disk, and a memory card, and a storage device such as a hard disk built in the computer system. Furthermore, the “computer-readable recording medium” dynamically holds a program for a short time like a communication line when transmitting a program via a network such as the Internet or a communication line such as a telephone line. In this case, a volatile memory in a computer system serving as a server or a client in that case may be included and a program that holds a program for a certain period of time may be included. Further, the above program may be for realizing a part of the functions described above, or may be realized by a combination with the program already recorded in the computer system. .

  As mentioned above, although embodiment of this invention was explained in full detail with reference to drawings, the concrete structure is not restricted to this embodiment, The design etc. of the range which does not deviate from the summary of this invention are included.

1 Inverted pendulum type vehicle 5 Moving action part (wheel body)
50 Control unit (control device)
52 Inclination sensor (ground surface acceleration acquisition means, wheel body circumferential acceleration acquisition means)
81 Contact surface speed calculation unit (relative contact surface speed acquisition means)
83 Rotational angular acceleration correction unit (entrance detection means, movement control means)
80 Attitude control calculation unit (movement control means)
Step S101 Step in the relative contact surface speed acquisition means Step S102 Step in the contact surface acceleration acquisition means and wheel body circumferential acceleration acquisition means Steps S104 and S105 Steps in the approach detection means Steps S110 and S111 Steps in the movement control means

Claims (6)

In the control device of an inverted pendulum type vehicle that rotates on the ground surface by rotating the wheel body,
This is the moving speed when the second ground contact surface in the traveling direction of the inverted pendulum type vehicle is moving relative to the first ground contact surface on which the wheel body of the inverted pendulum vehicle contacts the ground. A relative contact surface speed acquisition means for acquiring a relative contact surface speed;
A contact surface acceleration acquisition means for acquiring a contact surface acceleration which is an acceleration of a contact portion between the wheel body and a contact surface on which the wheel body is contacted;
Wheel body circumferential acceleration acquisition means for acquiring circumferential acceleration of the wheel body;
Entry detection for calculating an acceleration difference between the acquired ground contact surface acceleration and circumferential acceleration, and detecting an entry of the wheel body from the first contact surface to the second contact surface based on the acceleration difference. Means,
A movement control means for changing the moving speed of the inverted pendulum type vehicle according to the relative contact surface speed acquired by the relative contact surface speed acquisition means when the approach detection means detects the entry of the wheel body; ,
An inverted pendulum type vehicle control device comprising: In the control device of an inverted pendulum type vehicle that rotates on the ground surface by rotating the wheel body,
A contact surface acceleration acquisition means for acquiring a contact surface acceleration which is an acceleration of a contact portion between the wheel body and a contact surface on which the wheel body is contacted;
Wheel body circumferential acceleration acquisition means for acquiring circumferential acceleration of the wheel body;
Calculating an acceleration difference between the acquired ground surface acceleration and circumferential acceleration, and based on the acceleration difference, from the first ground surface on which the wheel body contacts the ground, in the traveling direction of the inverted pendulum type vehicle An entry detecting means for detecting the approach of the wheel body to the second contact surface moving relative to the first contact surface;
A movement control means for changing the driving rotational speed of the wheel body according to the calculated acceleration difference when the approach detection means detects the approach of the wheel body;
An inverted pendulum type vehicle control device comprising: In the control method of the inverted pendulum type vehicle that rotates on the ground surface by rotating the wheel body,
This is the moving speed when the second ground contact surface in the traveling direction of the inverted pendulum type vehicle is moving relative to the first ground contact surface on which the wheel body of the inverted pendulum vehicle contacts the ground. A first step of obtaining a relative contact surface speed;
A second step of acquiring a ground surface acceleration, which is an acceleration of a ground contact portion between the wheel body and a ground surface on which the wheel body is grounded, and a circumferential acceleration of the wheel body;
Calculating an acceleration difference between the acquired ground contact surface acceleration and circumferential acceleration, and detecting the approach of the wheel body from the first contact surface to the second contact surface based on the acceleration difference; Steps,
A fourth step of changing the moving speed of the inverted pendulum type vehicle in accordance with the relative contact surface speed acquired in the first step when the wheel body is detected in the third step;
An inverted pendulum type vehicle control method comprising: In the control method of the inverted pendulum type vehicle that rotates on the ground surface by rotating the wheel body,
A first step of acquiring a ground surface acceleration, which is an acceleration of a ground contact portion between the wheel body and a ground surface on which the wheel body is grounded, and a circumferential acceleration of the wheel body;
Calculating an acceleration difference between the acquired ground surface acceleration and circumferential acceleration, and based on the acceleration difference, from the first ground surface on which the wheel body contacts the ground, in the traveling direction of the inverted pendulum type vehicle A second step of detecting entry of the wheel body into a second ground contact surface that is moving relative to the first ground contact surface;
A third step of changing the driving rotational speed of the wheel body in accordance with the calculated acceleration difference when an approach of the wheel body is detected in the second step;
An inverted pendulum type vehicle control method comprising: In the control device of an inverted pendulum type vehicle that moves on the ground surface by rotating the wheel body,
This is the moving speed when the second ground contact surface in the traveling direction of the inverted pendulum type vehicle is moving relative to the first ground contact surface on which the wheel body of the inverted pendulum vehicle contacts the ground. A first step of obtaining a relative contact surface speed;
A second step of acquiring a ground surface acceleration, which is an acceleration of a ground contact portion between the wheel body and a ground surface on which the wheel body is grounded, and a circumferential acceleration of the wheel body;
Calculating an acceleration difference between the acquired ground contact surface acceleration and circumferential acceleration, and detecting the approach of the wheel body from the first contact surface to the second contact surface based on the acceleration difference; Steps,
A fourth step of changing the moving speed of the inverted pendulum type vehicle in accordance with the relative contact surface speed acquired in the first step when the wheel body is detected in the third step;
A control program to execute. In the control device of an inverted pendulum type vehicle that moves on the ground surface by rotating the wheel body,
A first step of acquiring a ground surface acceleration, which is an acceleration of a ground contact portion between the wheel body and a ground surface on which the wheel body is grounded, and a circumferential acceleration of the wheel body;
Calculating an acceleration difference between the acquired ground surface acceleration and circumferential acceleration, and based on the acceleration difference, from the first ground surface on which the wheel body contacts the ground, in the traveling direction of the inverted pendulum type vehicle A second step of detecting entry of the wheel body into a second ground contact surface that is moving relative to the first ground contact surface;
A third step of changing the driving rotational speed of the wheel body in accordance with the calculated acceleration difference when an approach of the wheel body is detected in the second step;
A control program to execute.

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