JP5306951B2 - Inverted pendulum type vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an inverted pendulum type vehicle capable of properly controlling a vehicle according to a purpose or a using method of a vehicle. <P>SOLUTION: The inverted pendulum type vehicle 1 includes seats 15R, 15L, and steps 25R, 25L which are assembled so as to be folded. The controlling operation amount of a wheel body 5 is decided by using characteristics parameters Ki_x, Ki_y(i=1, 2, 3) and &theta;b_x_obj, &theta;b_y_obj which changes its values according to an action mode decided on the basis of a folding state of the seats 15R, 15L and the steps 25R, 25L. <P>COPYRIGHT: (C)2011,JPO&amp;INPIT

Description

  The present invention relates to an inverted pendulum type vehicle that can move on a floor surface.

  As the inverted pendulum type vehicle that can move on the floor surface, for example, those found in Patent Documents 1 and 2 have been proposed by the present applicant. 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 on the floor surface while being in contact with the floor surface, and the movement An actuator device having an electric motor or the like for driving an operating portion and a passenger's riding portion that can tilt in the vertical direction are assembled to a vehicle base. And these vehicles move on the floor surface by driving the moving operation unit by the actuator device in such a form that the fulcrum of the inverted pendulum is moved so that the inclination angle of the riding section becomes a certain target inclination angle. To do.

  Further, as this type of inverted pendulum type vehicle, for example, what is found in Patent Document 3 has been proposed by the present applicant. The inverted pendulum type vehicle found in Patent Document 3 includes a spherical moving operation unit that can move on the floor surface while being in contact with the floor surface, an electric motor that drives the moving operation unit, and the like. An actuator device and a frame tiltable in the vertical direction are assembled to a vehicle base. The vehicle moves on the floor surface by driving the moving operation unit by the actuator device in such a manner that the fulcrum of the inverted pendulum is moved so that the inclination angle of the frame becomes a certain target inclination angle.

PCT International Publication WO / 2008/132778 PCT International Publication WO / 2008/127279 Patent No.3070015

  By the way, in the inverted pendulum type vehicle shown in Patent Documents 1 and 2, the occupant places the foot on the pair of left and right steps, grasps the handle with his hand, and gets on the vehicle in a standing posture. On the other hand, in the inverted pendulum type vehicle shown in Patent Document 3, the occupant gets on the vehicle in a posture seated on a seat provided in the frame.

  As described above, in the inverted pendulum type vehicle as seen in Patent Documents 1 to 3, since it is assumed that the occupant is only boarded in a posture corresponding to the vehicle, the entire vehicle in a state where the occupant is in the vehicle is used. The weight and the position of the center of gravity are only slightly changed due to differences in the occupant's physique, and are determined according to the use and usage of the vehicle.

  However, if a step for receiving the weight (load) of the occupant or a load receiving portion such as a seat is assembled so as to be foldable or removable, and a plurality of occupant riding postures according to the state of the load receiving portion are possible, The vehicle will be convenient for multiple applications. In addition, by folding and detachably attaching the load receiving portion that receives the load of the load, it is possible to make the vehicle suitable not only for use by passengers but also for use for carrying loads. In these cases, since the weight of the entire vehicle, the position of the center of gravity, and the like differ greatly depending on the riding posture of the occupant, the presence or absence of luggage, the behavior characteristics of the vehicle are greatly different.

  The present invention has been made in view of such a background, and an object of the present invention is to provide an inverted pendulum type vehicle that can appropriately control the vehicle according to the use and usage of the vehicle.

  In order to achieve such an object, the inverted pendulum type vehicle of the present invention is assembled with a moving operation unit that can move on the floor, an actuator device that drives the moving operation unit, and the moving operation unit and the actuator device. And a tilting body provided on the base body and tiltable in the vertical direction, and a state in which the load of the object to be transported can be received and a state in which the load cannot be received can be switched on the base body or the tilting body. Inverted pendulum type vehicle having a load receiving portion, wherein the load receiving portion generates an output indicating whether the load receiving portion can receive the load of the object to be transported or not Detection means, operation mode determination means for determining an operation mode of the vehicle according to the output of the receiving portion state detection means, and control characteristics of the moving operation section according to at least the operation mode determined by the operation mode determination means A control operation amount determining means for determining a control operation amount for determining a driving force to be applied from the actuator device to the moving operation unit using the determined control characteristic parameter; and the control operation amount According to a control operation amount determined by the determining means, a moving operation control means for controlling the moving operation of the moving operation section via the actuator device is provided (first invention).

  In the present invention, “floor” does not mean a floor in a normal sense (such as an indoor floor) but also includes an outdoor ground or road surface.

  According to the first aspect of the invention, the operation mode determination means determines the operation mode of the vehicle depending on whether the load receiver is in a state where it can receive the load of the object to be transported or not. Then, the control operation amount determining means determines at least the control characteristic parameter of the moving operation unit according to the operation mode determined by the operation mode determining means, and determines the control operation amount using the determined control characteristic parameter. To do. The moving operation unit control means controls the moving operation of the moving operation unit via the actuator device according to the control operation amount. Thus, the movement operation of the movement operation unit is controlled according to the operation mode of the vehicle.

  Since the load receiving part receives the load of the object to be transported including passengers and luggage, the usage and usage of the vehicle differ depending on whether the load receiving part is in a state where it can receive the load or not. To do. Therefore, the operation mode of the vehicle is determined depending on whether the load receiving unit is capable of receiving the load of the object to be transported or not, and the control characteristics of the moving operation unit are determined according to the determined operation mode. Determine the parameters. Therefore, the moving operation of the moving operation unit can be appropriately controlled according to the state of the load receiving unit whose state is changed according to the use and usage method of the vehicle.

  Further, since the operation mode of the vehicle is determined depending on whether the load receiving portion is in a state where it can receive the load of the object to be transported or not, it is possible to easily determine the operation mode of the vehicle.

  The load receiving part can be switched between a state that can receive the load of the object to be transported and a state that cannot receive the load by being assembled to the base or tilting body so that it can be folded, opened and closed, removed, etc. It is. For example, when the load receiving portion is assembled so that it can be folded or opened and closed, the load receiving portion can be opened and a state in which the object to be transported can be placed on the upper surface thereof can receive the load of the object to be transported. The state in which the load receiving unit is not folded or closed so that the object to be transported cannot be placed on the upper surface thereof is a state in which the load of the object to be transported cannot be received. In addition, for example, when the load receiving part is removably assembled, the state in which the load receiving part can be attached and the object to be transported can be mounted is a state in which the load of the object to be transported can be received. A state in which it is impossible to mount the object to be transported by removing the receiving part is a state in which the load of the object to be transported cannot be received. Moreover, the load receiving part may be plural or singular.

  In the first aspect of the invention, the control operation amount determining means multiplies at least a tilt angle deviation, which is a deviation between a target tilt angle of the tilting body and an actual tilt angle of the tilting body, by a first gain coefficient. A means for determining the control operation amount so that the first operation component approaches “0”, wherein the operation mode determination is performed using at least one of the target tilt angle and the first gain coefficient as a control characteristic parameter. It is preferable that the determination is made according to the operation mode determined by the means (second invention).

  According to the second aspect of the invention, the target inclination angle or the first gain coefficient is determined according to the operation mode determined depending on whether the load receiving portion is in a state where it can receive the load of the object to be transported or not. Is determined as a control characteristic parameter. Then, the control operation amount is determined so that the first operation component obtained by multiplying the tilt angle deviation and the first gain coefficient approaches “0”.

  The tilting angle of the tilting body suitable for each operation mode depends on whether the occupant's boarding posture is different depending on whether the load receiving part is capable of receiving the load of the object to be transported or not. There may be differences. In this case, by determining the target tilt angle of the tilting body suitable for each operation mode as a control characteristic parameter, it is possible to control the tilting body to have a tilt angle suitable for each operation mode. . Further, if the first gain coefficient for the tilt angle deviation is determined as a control characteristic parameter according to the operation mode, the response characteristic for tilting the tilting body to the target tilt angle becomes suitable for each operation mode.

  Note that the target tilt angle is integrated with the tilting body, for example, of the whole of the transport target object mounted on the vehicle and the vehicle according to the mounting posture (mounting method) of the transport target object in each operation mode. The position of the center of gravity of the entire tiltable part (including the object to be transported) is located immediately above or almost directly above the tilting center of the tilting body (i.e., the gravity acting on the center of gravity It is preferable to employ the tilt angle of the tilt body in a state where the moment generated around the tilt center is “0” or almost “0”.

  In the first aspect of the invention, the control operation amount determining means multiplies at least a tilt angle deviation, which is a deviation between a target tilt angle of the tilting body and an actual tilt angle of the tilting body, by a first gain coefficient. A second gain is applied to a speed deviation that is a deviation between a target speed that is a speed target value of a predetermined representative point of the vehicle and an actual moving speed of the representative point so that the first operation component approaches “0”. A means for determining the control operation amount so that a second operation component obtained by multiplying by a coefficient approaches “0”, the target tilt angle, the target speed, the first gain coefficient, and the second gain; It is preferable that at least one of the coefficients is determined as a control characteristic parameter according to the operation mode determined by the operation mode determination means (third invention).

  According to the third aspect of the invention, the target inclination angle, the target speed, the second speed are determined according to the operation mode determined according to whether the load receiving portion is in a state where it can receive the load of the object to be transported or not. At least one of the first gain coefficient and the second gain coefficient is determined as a control characteristic parameter. Then, the first operation component obtained by multiplying the tilt angle deviation and the first gain coefficient is made closer to “0”, and the second operation component obtained by multiplying the speed deviation by the second gain coefficient is made closer to “0”. As described above, the control operation amount is determined.

  Depending on whether the load receiving part is capable of receiving the load of the object to be transported or not, depending on whether the vehicle is used or used, depending on the upper speed limit and external force suitable for the operation mode. The acceleration request may or may not be accepted. In this case, by determining a target speed suitable for each operation mode as a control characteristic parameter, it is possible to control the movement speed to be suitable for each operation mode. If the second gain coefficient for the speed deviation is determined as a control characteristic parameter according to the operation mode, the response characteristic of the moving operation unit when the vehicle is accelerated or decelerated to the target speed becomes suitable for each operation mode.

  In the first to third inventions, it is preferable that when the operation mode determining means changes the operation mode, the control operation amount determining means gradually changes the control characteristic parameter (fourth invention). ).

  According to the fourth invention, when the operation mode is changed, the control characteristic parameter is gradually changed. Therefore, when the operation mode is changed, the control operation amount does not change abruptly, so that the moving operation of the moving operation unit does not change abruptly.

  In the present invention described above, the predetermined representative point of the vehicle is, for example, the center of gravity of the entire object to be transported such as an occupant or a baggage mounted on the vehicle and the vehicle, A point or the like of a predetermined part can be used.

The perspective view of the inverted pendulum type vehicle of embodiment. The front view of the inverted pendulum type vehicle of embodiment. The side view of the inverted pendulum type vehicle of embodiment. The figure which expands and shows the lower part of the inverted pendulum type vehicle of embodiment. The perspective view of the lower part of the inverted pendulum type vehicle of embodiment. The perspective view of the movement operation part (wheel body) of the inverted pendulum type vehicle of embodiment. The figure which shows the arrangement | positioning relationship between the movement operation part (wheel body) and free roller of the inverted pendulum type vehicle of embodiment. The flowchart which shows the process of the control unit of the inverted pendulum type vehicle of embodiment. 9 is a flowchart showing a subroutine process of STEP 4 in FIG. 8. The figure which shows the inverted pendulum model expressing the dynamic behavior of the inverted pendulum type vehicle of embodiment. FIG. 9 is a block diagram showing processing functions related to STEP 9 in FIG. 8. The graph for demonstrating the process of the inclination target value determination part 70 shown in FIG. The graph for demonstrating the process of the 2nd gain adjustment part 79 shown in FIG. FIG. 12 is a block diagram showing processing functions of a first gain adjustment unit 78 shown in FIG. 11. The block diagram which shows the processing function of the limit process part (or limit process part shown in FIG. 16) shown in FIG. The block diagram which shows the processing function of the gravity center speed restriction | limiting part 76 shown in FIG. The block diagram which shows the processing function of the attitude | position control calculating part 80 shown in FIG. The flowchart which shows the process of the request | requirement gravity center speed production | generation part 74 shown in FIG. The flowchart which shows the subroutine processing of STEP23 of FIG. The flowchart which shows the subroutine processing of STEP24 of FIG. The flowchart which shows the subroutine processing of STEP25 of FIG.

  One embodiment of the present invention will be described below. 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 to 4, an inverted pendulum type vehicle 1 (hereinafter, also simply referred to as a vehicle 1) in the present embodiment includes a tilting body 3 that can tilt in a vertical direction and a floor surface while being grounded to the floor surface. A moving operation unit 5 that can move in all directions (two-dimensional all directions including the front-rear direction and the left-right direction), and an actuator device 7 that applies power for driving the moving operation unit 5 to the moving operation unit 5 And a base 9 on which the tilting body 3, the moving operation unit 5, and the actuator device 7 are assembled.

  Here, in the description of the present embodiment, “front-rear direction” and “left-right direction” are respectively the front-rear direction and the left-right direction of the upper body of an occupant (driver) who has boarded the inverted pendulum type vehicle 1 in a standard posture. Means a direction that matches or nearly matches. Note that the “standard posture” is a posture assumed in design, and is a posture in which the trunk axis of the upper body of the occupant is substantially directed vertically and the upper body is not twisted.

  In this case, in FIG. 2, 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. In FIG. 2, the moving operation unit 5 and the actuator device 7 are indicated by solid lines for clarity.

  The base 9 includes a lower frame 11 in which the moving operation unit 5 and the actuator device 7 are assembled. The tilting body 3 includes an upper frame 13, and the upper frame 13 is provided above the lower frame 11. The lower claim 11 and the upper frame 13 constitute a main appearance of the inverted pendulum type vehicle 1. In the present embodiment, the lower claim 11 and the upper frame 13 are fixed and integrated with a bolt 14, and the tilting body 3 tilts integrally with the tilting of the base body 9.

  The upper frame 13 is provided with a pair of left and right seats 15R and 15L that can be folded by a hinge mechanism or the like. The upper surface of the seats 15R and 15L in the opened state is a seating surface for the occupant. On the other hand, the folded sheets (closed) of the sheets 15R and 15L are accommodated in an opening formed in the upper frame 13 so as not to protrude from the outer surface of the upper frame 13. As described above, whether or not the seats 15R and 15L can receive the load of the occupant is determined according to the folded (open / close) state. The sheets 15R and 15L are shown in a solid line in FIG. 1 and in an opened state in FIG. 2, and in a dotted line in FIG. 1 and in a folded state in FIG.

  In addition, a hook 17 having a shape suitable for hanging luggage such as an L shape or a hook shape is fixed to the rear surface portion of the upper frame 13.

  The lower frame 11 is provided with a pair of cover members 21 </ b> R and 21 </ b> L disposed 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.

  The cover members 21R and 21L can be folded by a hinge mechanism or the like so that the step 25R for placing the occupant's right foot and the step 25L for placing the left foot are opened to the right and left, respectively, in the opened state. Is provided. The upper surfaces of the steps 25R and 25L in the opened state serve as occupant foot placement surfaces. On the other hand, the steps 25R and 25L in the folded state are accommodated in an opening formed in the lower frame 11 so as not to protrude from the outer surface of the lower frame 11. As described above, whether or not the steps 25R and 25L are in a state where the load of the occupant can be received is determined according to the folded (open / close) state. Steps 25R and 25L are shown in the solid line in FIG. 1, in the opened state in FIGS. 2 and 3, and in the folded state in the one-dot chain line in FIG.

  The moving operation unit 5 and the actuator device 7 are disposed between cover members 21R and 21L provided on 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. The moving operation unit 5 (hereinafter referred to as the wheel body 5) has a circular cross section center C1 (more specifically, a circular cross section center C1 as shown by an arrow Y1 in FIGS. 6 and 7) due to its elastic deformation. And can be rotated around a circumferential line that is concentric with the axis of the wheel body 5.

  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.

  And the wheel body 5 rotates around the axis C2 of the wheel body 5 as shown by an arrow Y2 in FIG. 6 (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 respective housings attached to the cover members 21R and 21L. 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 in the lower frame 11.

  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. 4, 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 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 each of the rotating members 27R and 27L via a speed reducer (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. 2 and 7, 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, by controlling the respective rotational speeds (including the rotational direction) of the electric motors 31R and 31L, and by controlling the rotational speeds of the rotating members 27R and 27L, The moving speed and moving direction of the vehicle 1 can be controlled. The tilting body 3 and the base body 9 are freely tiltable around the axis C2 in the left-right direction with the axis C2 of the wheel body 5 as a fulcrum, and have the ground contact surface (lower end surface) of the wheel body 5 as a fulcrum. The wheel body 5 can be tilted around the longitudinal axis.

  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 3, 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 riding the vehicle 1 tilts the 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 (position projected on the horizontal plane), the base body 9 tilts together with the tilting body 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 seated on the seats 15R and 15L tilts the upper body forward and, as a result, tilts the base body 9 together with the tilting body 3, the movement operation of the wheel body 5 is controlled so that the vehicle 1 moves forward. Is done. Further, when the tilting body 3 is tilted by an external force, the base body 9 tilts together with the tilting body 3. 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 transport assistant tilts the tilting body 3 forward, and thus tilts the base body 9 together with the tilting body 3, the moving operation of the wheel body 5 is controlled so that the vehicle 1 moves forward.

  That is, in the present embodiment, the operation of tilting the base body 9 together with the tilting body 3 is one basic steering operation (operation request of the vehicle 1) for the vehicle 1, and the wheel body 5 according to the steering operation. The moving operation is controlled via the actuator device 7.

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

  Further, in both the state where the occupant and the luggage are mounted on the vehicle 1 and the state where it is not mounted, the moving speed of the vehicle 1 increases as the deviation from the target position of the actual position of the base body 9 increases. At the same time, the movement operation of the wheel body 5 is controlled so that the movement of the vehicle 1 stops in a state in which the actual posture of the base body 9 matches the target posture.

  Supplementally, “posture” means a spatial orientation. In the present embodiment, the posture of the base body 9 and the tilting body 3 changes as the base body 9 tilts together with the tilting body 3. Further, in the present embodiment, the base body 9 and the tilting body 3 tilt integrally, so that the attitude of the base body 9 converges to the target attitude, the attitude of the tilting body 3 corresponds to the tilting body 3. This is equivalent to convergence to the target posture (the posture of the tilting body 3 in a state where the posture of the base body 9 matches the target posture of the base body 9).

  In the present embodiment, in order to control the operation of the vehicle 1 as described above, as shown in FIGS. 2 and 3, it is configured by an electronic circuit unit including a microcomputer and drive circuit units of the electric motors 31R and 31L. As a state quantity related to the posture of the control unit 50 and the base body 9 (or the posture of the tilting body 3), the tilt angle θb of the predetermined portion of the base body 9 with respect to the vertical direction (gravity direction) and its changing speed (= dθb / dt). An inclination sensor 52 for measuring, a first load sensor 54 for detecting whether an occupant is seated on the seats 15R, 15L or a load is hung on the hook 17, and steps 25R, 25L The rotation angle and rotation of the output shaft of each of the second load sensor 55 and the electric motors 31R and 31L for detecting whether or not the foot of the occupant is placed. Rotary encoders 56R and 56L as angle sensors for detecting angular velocity, a first folding sensor 57 for detecting whether or not the sheets 15R and 15L are folded, and whether or not steps 25R and 25L are folded. A second folding sensor 58 for detecting whether or not the vehicle 1 is mounted at an appropriate position of the vehicle 1.

  In this case, the control unit 50 and the inclination sensor 52 are accommodated in the lower frame 11 of the base body 9, for example. The first load sensor 54 is a six-axis force sensor and is attached to the lower portion of the bolt 14 and can measure the stress and twist transmitted from the tilting body 3 to the base body 9. The second load sensor 55 is built in steps 25R and 25L. The rotary encoders 56R and 56L are provided integrally with the electric motors 31R and 31L, respectively. The rotary encoders 56R and 56L may be attached to the rotating members 27R and 27L, respectively. The first folding sensor 57 is provided in a hinge mechanism or the like for folding the sheets 15R and 15L, and the second folding sensor 58 is provided in a hinge mechanism or the like for folding the steps 25R and 25L.

  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 inclination angle θb with respect to the vertical direction of the lower frame 11 (and thus the base body 9 in this embodiment) and the measured value of the inclination angular velocity θbdot, which is the rate of change (differential value), are 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).

  Supplementally, in this embodiment, since the upper frame 13 of the tilting body 3 tilts integrally with the lower frame 11 of the base body 9, the base body tilt angle θb also has a meaning as the tilt angle of the tilting body 3.

  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. For a variable such as a coefficient to be processed, a suffix “_x” or “_y” is added to the reference symbol of the variable when each component is expressed separately.

  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.

  On the other hand, 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 subscript with the variable related to translational motion. 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 first load sensor 54 outputs, to the control unit 50, a detection signal corresponding to a load applied to the tilting body 3, such as a load due to the weight of a passenger seated on the seats 15R and 15L and a load hung on the hook 17. . Then, based on the load measurement value indicated by the output of the first load sensor 54, the control unit 50 determines whether an occupant is seated on the seats 15R, 15L or a load is hung on the hook 17. Judging.

  Instead of the first load sensor 54, for example, a switch type sensor that is turned on when an occupant is seated on the seats 15R and 15L and when a load is hung on the hook 17 may be used.

  The second load sensor 55 is built in the steps 25R and 25L so as to receive a load due to a part of the weight of the occupant when the foot of the occupant is placed on the steps 25R and 25L. A detection signal is output to the control unit 50. Then, the control unit 50 determines whether or not the occupant's foot is placed on the steps 25R and 25L based on the load measurement value indicated by the output of the second load sensor 55.

  Instead of the second load sensor 55, for example, a switch type sensor that is turned on when the foot of the occupant is placed on the steps 25R and 25L may be used.

  The rotary encoder 56 </ b> R generates a pulse signal each time the output shaft of the electric motor 31 </ b> R 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 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.

  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.

  The first folding sensor 57 is provided in a hinge mechanism or the like that performs the folding operation of the sheets 15R and 15L, and outputs a detection signal corresponding to the folded state of the sheets 15R and 15L to the control unit 50. For example, the first folding sensor 57 outputs an ON signal when the sheets 15R and 15L are opened, and outputs an OFF signal when the sheets 15R and 15L are folded. Then, the control unit 50 determines the folding state of the sheets 15R and 15L based on the detection signal output from the first folding sensor 57.

  The second folding sensor 58 is provided in a hinge mechanism or the like that performs the folding operation of steps 25R and 25L, and outputs a detection signal corresponding to the folded state of steps 25R and 25L to the control unit 50. For example, the second folding sensor 58 outputs an ON signal when the steps 25R and 25L are opened, and outputs an OFF signal when the steps 25R and 25L are folded. Then, the control unit 50 determines the folded state in steps 25R and 25L based on the detection signal output from the second folding sensor 58.

  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. 8 at a predetermined control process cycle.

  First, in STEP 1, the control unit 50 acquires the output of the tilt sensor 52.

  Next, proceeding to STEP 2, the control unit 50 calculates the measured value θb_xy_s of the base body tilt angle θb and the measured value θbdot_xy_s of the base body tilt angular velocity θbdot based on the acquired output of the tilt sensor 52.

  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, the control unit 50 acquires the outputs of the load sensors 54 and 55 and the outputs of the folding sensors 57 and 58 in STEP 3, and then executes a process of determining the operation mode of the vehicle 1 in STEP 4.

  Here, in the present embodiment, the operation modes of the vehicle 1 are roughly classified into two types of operation modes: a mounting mode and a self-supporting mode. The “installation mode” is an operation mode when an occupant or luggage is mounted on the vehicle 1, and the “self-supporting mode” is an operation mode when an occupant or luggage is not mounted on the vehicle 1.

  There are four types of operation modes in the mounting mode. In the “first operation mode”, the occupant is seated on the opened seats 15R and 15L, and the foot of the occupant is placed on the opened steps 25R and 25L, that is, the occupant places his / her feet on the steps 25R and 25L. This is an operation mode in a case where the vehicle 1 moves on the floor surface while being seated on 25L. In the “second operation mode”, the occupant is seated on the opened seats 15R and 15L and the steps 25R and 25L are folded, that is, the occupant is seated and the floor can be kicked at the sole. This is the operation mode when the vehicle 1 moves on the floor surface. In the “third operation mode”, the seats 15R and 15L are folded and the foot of the occupant is placed on the opened steps 25R and 25L, that is, the occupant stands in steps 25R and 25L. This is an operation mode when the vehicle 1 moves on the floor surface with the sheets 15R and 15L folded on the inner side of the knee being sandwiched (knee gripped state). In the “fourth operation mode”, the vehicle 1 is in a state where the seats 15R and 15L are folded and the steps 25R and 25L are folded, that is, the passenger does not get on and the hook 17 is loaded. This is an operation mode when moving on the floor.

Hereinafter, the self-supporting mode may be referred to as a fifth operation mode. As described above, in this embodiment, the operation mode of the vehicle 1 includes five types of operation modes including the first to fifth operation modes as basic operation modes.
In each operation mode, the control unit 50 controls the moving operation of the wheel body 5 with control characteristics suitable for the use and usage method of the vehicle 1 assumed in each operation mode.

  The process of STEP5 is a process of determining a control characteristic parameter that defines the control characteristic in the operation mode of the vehicle 1 determined in STEP4. Although details of the process will be described later, in the present embodiment, the control characteristic parameter determined in the process of STEP 5 includes a base body tilt angle target value θb_xy_obj that is a target value of the base body 9 and is described later. The second gain adjustment parameter Kr2 and constant parameters hx, hy, Ki_a_x, Ki_b_x, Ki_a_y, Ki_b_y (i = 1, 2, 3) and the like are included.

  In this case, the base body tilt angle target value θb_xy_obj is basically determined as follows in each operation mode. That is, in the mounting mode (first to fourth operation modes), the center of gravity (hereinafter referred to as the total center of gravity) of the vehicle 1 and the object to be transported (the passenger seated on the seats 15R and 15L or the luggage hung on the hook 17). In the posture of the base body 9 in a state where the point is located almost directly above the ground contact surface of the wheel body 5, the measured value θb_xy_s of the base body tilt angle θb measured based on the output of the tilt sensor 52 is matched or substantially matched. The value set in advance as described above is determined as θb_xy_obj. Hereinafter, the setting value for the m-th operation mode may be referred to as θb_xy_obj_m (where m = 1, 2, 3, 4, 5).

  Further, in the self-supporting mode (fifth operation mode), in the posture of the base body 9 where the center of gravity of the vehicle 1 (hereinafter referred to as the vehicle center of gravity) is located almost directly above the ground contact surface of the wheel body 5, A value set in advance so as to match or substantially match the measured value θb_xy_s of the base body tilt angle θb measured based on the output of the tilt sensor 52 is determined as θb_xy_obj (= θb_xy_obj_5).

  In addition, since the vehicle 1 of this embodiment is a vehicle with a left-right symmetric structure, the components around θ-axis of θb_xy_obj_m have the same value.

  Supplementally, in any operation mode, the target value of the component θbdot_x in the direction around the Y axis of the base body tilt angular velocity θbdot and the target value of the component θbdot_y in the direction around the X axis are both “0”. For this reason, the process which sets the target value of base | substrate inclination angular velocity (theta) bdot_xy is unnecessary.

  As will be described in detail later, the second gain adjustment parameter Kr2 is set to a value within the range from “0” to “1”.

  The control unit 50 determines the operation mode in STEP4, determines the control characteristic parameter in STEP5, and then determines the speed command for each of the electric motors 31R and 31L by executing vehicle control calculation processing in STEP6. To do. Details of this vehicle control calculation processing will be described later.

  Next, proceeding to STEP 7, the control unit 50 executes an operation control process for the electric motors 31 </ b> R and 31 </ b> L according to the speed command determined in STEP 6. In this operation control process, the control unit 50 determines the deviation according to the deviation between the speed command of the electric motor 31R determined in STEP 6 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 as to converge 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, the operation mode determination process of STEP4, the process of STEP5 (control characteristic parameter determination process) and the vehicle control calculation process of STEP6, which will be described later, will be described in detail.

  First, details of the operation mode determination process in STEP 4 will be described.

  The control unit 50 executes the process (operation mode determination process) shown in the flowchart of FIG. 9 at a predetermined control process cycle.

  First, the control unit 50 executes the determination process in STEP 4-1 based on the outputs of the load sensors 54 and 55 acquired in STEP 3. In this determination process, the control unit 50 mounts the object to be transported on the vehicle 1 depending on whether or not the load measurement values indicated by the acquired outputs of the load sensors 54 and 55 are larger than predetermined values set in advance. Whether or not the passenger is on board or whether the load is hung on the hook 17 or not.

If the determination result in STEP 4-1 is positive, the control unit 50 sets the mounting mode as the operation mode of the vehicle 1 in STEP 4-2. Here, in this embodiment, there are the first to fourth operation modes as the mounting modes of the vehicle 1. Therefore, the control unit 50 executes the determination process in STEP 4-3 based on the outputs of the folding sensors 57 and 58 acquired in STEP 3. In this determination process, the control unit 50 changes the operation mode of the vehicle 1 from the first to the first according to the folded state of the seats 15R and 15L and the steps 25R and 25L indicated by the acquired detection signals of the folding sensors 57 and 58. One of the four operation modes is determined.
Specifically, the detection signal indicating the state in which the sheets 15R and 15L are opened is acquired from the first folding sensor 57, and the detection signal indicating the state in which the steps 25R and 25L are opened is acquired by the second folding sensor. When acquired from 58, the control unit 50 determines the current (current) operation mode of the vehicle as the first operation mode in STEP 4-4. On the other hand, a detection signal indicating that the sheets 15R and 15L are opened is acquired from the first folding sensor 57, and a detection signal indicating that the steps 25R and 25L are folded is acquired from the second folding sensor 58. Then, the control unit 50 determines the current operation mode of the vehicle as the second operation mode in STEP 4-5. On the other hand, a detection signal indicating that the sheets 15R and 15L are folded is acquired from the first folding sensor 57, and a detection signal indicating that the steps 25R and 25L are opened is acquired from the second folding sensor 58. Then, the control unit 50 determines the current operation mode of the vehicle as the third operation mode in STEP 4-6. On the other hand, a detection signal indicating that the sheets 15R and 15L are folded is acquired from the first folding sensor 57, and a detection signal indicating that the steps 25R and 25L are folded is acquired from the second folding sensor 58. Then, the control unit 50 determines the current operation mode of the vehicle as the fourth operation mode in STEP 4-7.

  If the determination result in STEP 4-1 is negative, the control unit 50 determines the operation mode of the vehicle 1 as the self-sustained mode (fifth operation mode) in STEP 4-8.

  Next, for convenience of explanation, details of the vehicle control calculation process of STEP 6 will be described.

  In the following description, the center of gravity of the entire system in which a downward translational force caused by gravity is applied to the ground contact surface of the wheel body 5 is referred to as a vehicle system center of gravity. In this case, the vehicle system center-of-gravity point coincides with the overall center-of-gravity point when the operation mode of the vehicle 1 is the mounting mode, and coincides with the vehicle single body center-of-gravity point when it is in the self-supporting mode.

  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 this embodiment, the dynamic behavior of the vehicle system center-of-gravity point in each operation mode (specifically, the behavior seen by projecting from the Y-axis direction onto a plane (XZ plane) orthogonal thereto, and the X-axis direction) The behavior (projected by projecting onto a plane orthogonal to this (YZ plane)) is approximately expressed by the behavior of the inverted pendulum model (the dynamic behavior of the inverted pendulum) as shown in FIG. As a result, the vehicle control calculation process of STEP 6 is performed.

  In FIG. 10, 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 tilt angle θbe_x of the rod 64_x with respect to the vertical direction is a deviation θbe_x_s (= θb_x_s) between the base body tilt angle measured value θb_x_s around the Y axis and the base body tilt angle target value θb_x_obj determined as described later in STEP5. −θb_x_obj). 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. 10) expressing the behavior seen from the X-axis direction includes a mass point 60_y located at the center of gravity of the vehicle system 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 base body tilt angle measured value θb_y_s in the direction around the X axis and the base body tilt angle target value θb_y_obj determined as described later. It is supposed to be. 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 and 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 rotating members 27R and 27L), respectively. The relationship of the following formulas 01a and 01b is established.

ωw_x = (ω_R + ω_L) / 2 Equation 01a
ωw_y = C · (ω_R−ω_L) / 2 …… Formula 01b

Note that “C” in the expression 01b 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. Further, the positive directions of ωw_x, ω_R, and ω_L are the rotation direction of the virtual wheel 62_x when the virtual wheel 62_x rotates forward, and the positive direction of ωw_y is the case when the virtual wheel 62_y rotates leftward. This is the rotation direction of the virtual wheel 62_y.

  Here, the dynamics of the inverted pendulum model shown in FIG. 10 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.

d ² θbe_x / dt ² = α_x · θbe_x + β_x · ωwdot_x ...... Formula 03x
d ² θbe_y / dt ² = α_y · θbe_y + β_y · ωwdot_y ...... Formula 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 respectively 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. 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.

  Then, the vehicle control arithmetic processing in STEP 9 will be schematically described. The control unit 50 determines that the motion of the mass point 60_x seen in the X-axis direction and the motion of the mass point 60_y seen in the Y-axis direction are 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 achieve a motion corresponding to a desired motion. 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 ωL_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.

  Supplementally, among the virtual wheel rotation angular acceleration commands ωwdot_x_cmd and ωwdot_y_cmd as the operation amount (control input) in the present embodiment, ωwdot_x_cmd is the rotation angular velocity of the virtual wheel 62_x moving in the X-axis direction. This functions as an operation amount that defines the driving force to be applied to the wheel body 5 in order to move the wheel in the X-axis direction. Further, since ωwdot_y_cmd is the rotational angular velocity of the virtual wheel 62_y moving in the Y-axis direction, it functions as an operation amount that defines the driving force to be applied to the wheel body 5 in order to move the wheel body 5 in the Y-axis direction. To be.

  The control unit 50 has the function shown in the block diagram of FIG. 11 as a function for executing the vehicle control calculation process of STEP 6 as described above.

  That is, the control unit 50 includes a tilt target value setting unit 70 that sets a base tilt angle target value θb_xy_obj, and a base tilt angle deviation measured value θbe_xy_s that is a deviation between the base tilt angle measured value θb_xy_s and the base tilt angle target value θb_xy_obj. A deviation calculating unit 71 that calculates the center of gravity speed estimated value Vb_xy_s as an observed value of the center of gravity speed Vb_xy that is the moving speed of the vehicle system center of gravity point, and the rotational angular velocities of the electric motors 31R and 31L. In consideration of the limit in accordance with the allowable range, the center-of-gravity speed limiter 76 that determines the control target center-of-gravity speed Vb_xy_mdfd as the target value of the center-of-gravity speed Vb_xy, and the gain coefficient values of equations 07x and 07y described later are adjusted. A first gain adjustment unit 78 and a second gain adjustment unit 79 for determining a first gain adjustment parameter Kr1_xy and a second gain adjustment parameter Kr2 Yeah.

  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 speed command ω_R_cmd (rotational angular velocity command value) of the right electric motor 31R. And a motor command calculation unit 82 for converting into a set with a speed command ω_L_cmd (rotation angular velocity command value) of the left electric motor 31L.

  The reference numeral 84 in FIG. 11 indicates a delay element for inputting the virtual wheel rotation angular velocity command ωw_xy_cmd calculated by the attitude control calculation unit 70 every 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 9, 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 tilt target value setting unit 70, the process of the deviation calculation unit 71, the process of the second gain adjustment unit 79, and the process of the gravity center speed calculation unit 72.

  The operation mode determined in STEPs 4-4 to 8 is input to the tilt target value setting unit 70. Then, the tilt target value setting unit 70 determines the base tilt angle target value θb_xy_obj as shown in the graph of FIG. 12 according to the input operation mode.

For example, regarding the base body tilt angle target value θb_x_obj in the direction around the Y axis, in the present embodiment, the base body tilt angle target value θb_x_obj_m (where the operation mode is continuously held in the m-th operation mode) A basic target value for the m-th operation mode as a value of m = 1, 2, 3, 4, 5) is predetermined. The target value θb_xy_obj_m for each operation mode may be different from each other or may be the same value.
The reason why the base body tilt angle target value θb_xy_obj_m is set for each operation mode is that the appropriate tilt angles of the base body 9 and the tilting body 3 are different depending on the riding posture of the occupant and the presence / absence of luggage transport in each operation mode. Because.

  In the present embodiment, the posture of the base 9 suitable for each operation mode is set as a target posture, and the target value θb_xy_obj_m of the tilt angle θb of the base 9 in this basic posture is set. Basically, the actual tilt angle of the base 9 is set. Is controlled so as to converge to the target value θb_xy_obj_m.

  For example, as the target value θb_xy_obj_m of the inclination angle θb for the m-th operation mode, a portion that can be tilted integrally with the base body 9 (transport target) of the entire transport target object and vehicle mounted on the vehicle 1. A state in which the center of gravity of the entire body (including the object) is located immediately above or almost immediately above the center of tilting (supporting point of tilting) of the substrate 9 (that is, the moment generated around the center of tilting by the gravity acting on the center of gravity is “ It is preferable to adopt the inclination angle of the substrate 9 in a state of “0” or almost “0”.

  Specifically, in the first and second operation modes, the entire tilting body 3 and the entire occupant tilting integrally with the base body 9 out of the total of the occupant seated on the seats 15R and 15L and the vehicle 1 are combined. It is preferable to adopt the inclination angle of the base body 9 in the state where the center of gravity is located immediately above or substantially above the tilt center of the base body 9 as the target values θb_xy_obj_1 and θb_xy_obj_2 of the inclination angle θb. Are both 5 degrees, and the target values θb_y_obj_1m and θb_y_obj_2 are both 0 degrees.

  In the case of the third operation mode, the tilting body 3 and the occupant tilting integrally with the base body 9 out of the total of the occupant riding the vehicle and the vehicle 1 in a standing posture with the foot placed on the steps 25R and 25L. Is preferably used as the target value θb_xy_obj_3 of the tilt angle θb, for example, the target value θb_x_obj_3 is: The target value θb_y_obj_3 is 0 degree.

  In the case of the fourth operation mode, the entire tilting body 3 tilting integrally with the base body 9 and the center of gravity of the entire luggage are directly above the tilting center of the base body 9 out of the total of the luggage hung on the hook 17 and the vehicle 1. Alternatively, it is preferable to adopt the tilt angle of the base body 9 in a state of being almost directly above as the target value θb_xy_obj_m of the tilt angle θb. For example, the target values θb_x_obj_4 and θb_y_obj_4 are both 0 degrees.

  In the case of the self-supporting mode (fifth operation mode), the center of gravity of the entire tilting body 3 that tilts integrally with the base body 9 in the vehicle 1 alone is positioned directly above or substantially immediately above the tilt center of the base body 9. The inclination angle of the base body 9 is preferably adopted as the target value θb_xy_obj_5 of the inclination angle θb. For example, the target value θb_x_obj_5 and the target value θb_y_obj_5 are both 0 degrees.

  In FIG. 12, the basic target value for the m-th operation mode is shown above the basic target value for the n-th operation mode, but the basic target value for the m-th operation mode and the basic target value for the n-th operation mode. Is generally dependent on the structure of the vehicle 1 (n = 1, 2, 3, 4, 5, where n ≠ m).

  And the inclination target value determination part 70 is a constant temporal change rate in the period immediately after the operation mode of the vehicle 1 switches from the m-th operation mode to the n-th operation mode (immediately after time t in FIG. 12). The base body tilt angle target value θb_x_obj is changed from the m-th operation mode basic target value θb_x_obj_m toward the n-th operation mode basic target value θb_x_obj_n. Further, after the base body tilt angle target value θb_x_obj reaches the nth operation mode basic target value θb_x_obj_n, the tilt target value determination unit 70 holds θb_x_obj at the nth operation mode basic target value θb_x_obj_n.

  When the operation mode changes during the change of the base body tilt angle target value θb_x_obj, the tilt target value determination unit 70 determines the value of θb_x_obj immediately before the change of the operation mode (previous value) after the change. Θb_x_obj is changed toward the basic target value corresponding to the operation mode.

  The method of determining the base body tilt angle target value θb_x_obj described above is the same for the base body tilt angle target value θb_y_obj in the direction around the X axis.

  However, each operation mode basic target value corresponding to θb_y_obj is generally a value different from the basic target value corresponding to θb_x_obj.

  Supplementally, for example, when the vehicle 1 has a bilaterally symmetric structure, the vehicle system center-of-gravity point tilts the base body 9 in the direction around the X axis when the vehicle system center of gravity is located almost directly above the ground contact surface of the wheel body 5. The angles may be the same or substantially the same in each operation mode. In such a case, the basic target value for each operation mode is set to the same value, and the base body tilt angle target value θb_y_obj in the direction around the X axis is held constant regardless of the operation mode. May be. The same applies to the base body tilt angle target value θb_x_obj in the direction around the Y axis.

  Further, the magnitude of the time change rate of the base body tilt angle target value θb_x_obj may be changed according to the type of operation mode before and after switching.

  In addition, for both θb_x_obj and θb_y_obj, when the difference between the basic target values for the operation mode to be switched is very small, when the operation mode is switched, immediately after the switching, θb_x_obj or You may make it change (theta) b_y_obj to the basic target value corresponding to the operation mode after switching.

  The deviation calculating unit 71 includes a base body tilt angle measurement value θb_xy_s (θb_x_s and θb_y_s) calculated in STEP 2 and a base body tilt angle target value θb_xy_obj (θb_x_obj and θb_y_obj) determined by the tilt target value determining unit 70 as described above. Is entered. Then, the deviation calculating unit 71 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) in the direction 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.

  In addition, you may make it perform the process of the inclination target value determination part 70 and the deviation calculating part 71 before the vehicle control calculating process of STEP6. For example, the processing of the inclination target value determining unit 70 and the deviation calculating unit 71 may be executed in STEP5.

  The operation mode determined in STEPs 4-4 to 8 is input to the second gain adjusting unit 79. Then, the tilt target value setting unit 70 determines the second gain adjustment parameter Kr2 as shown in the graph of FIG. 11 according to the input operation mode. The second gain adjustment parameter Kr2 is a value within the range from “0” to “1”.

  For example, in the present embodiment, the value of the second gain adjustment parameter Kr2 in the state where the operation mode is continuously held in the m-th operation mode is set to “0” which is the basic value.

  Then, the second gain adjustment unit 79 has a constant temporal change rate in a period immediately after the operation mode of the vehicle 1 is switched from the m-th operation mode to the n-th operation mode (immediately after time t in FIG. 11). Then, the second gain adjustment parameter Kr2 is changed from “0” to “1”. Further, after the second gain adjustment parameter Kr2 reaches “1”, the second gain adjustment unit 79 returns Kr2 to the basic value (= 0).

  As described above, the second gain adjustment parameter Kr2 is a parameter determined to a value other than the basic value (= 0) when the operation mode is changed in order to smoothly change between the operation modes.

  The magnitude of the time change rate of the second gain adjustment parameter Kr2 may be changed according to the type of operation mode before and after switching.

  The center-of-gravity velocity calculation unit 72 receives the current value of the base body tilt angular velocity measurement value θbdot_xy_s (θbdot_x_s and θbdot_y_s) calculated in STEP 2 and the previous value ωw_xy_cmd_p (ωw_x_cmd_p and ωw_y_cmd_p) of the virtual wheel speed command ωw_xy_cmd. 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.

Vb_x_s = Rw_x · ωw_x_cmd_p + h_x · θbdot_x_s ...... 05x
Vb_y_s = Rw_y · ωw_y_cmd_p + h_y · θbdot_y_s …… 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. H_x and h_y are the heights of the mass points 60_x and 60_y of the inverted pendulum model, respectively. In this case, in this embodiment, in each operation mode of the vehicle 1, the height of the vehicle system center-of-gravity point is maintained substantially constant. Therefore, as the values of h_x and h_y, predetermined values set in advance for each operation mode are used. Supplementally, the heights h_x and h_y are included in the constant parameters whose values are set in STEP5.

  The mass of the main body of the vehicle 1 is relatively smaller than the mass of an object to be transported such as an occupant or a luggage. Therefore, in the present embodiment, in the first and third operation modes, the heights of the upper surface centers of the sheets 15R and 15L are h_x and h_y, and in the second operation mode, the heights of the upper surface centers of the steps 25R and 25L are set. In the fourth case, the height of the center of the upper surface of the hook 17 is h_x, h_y, and in the fifth operation mode, the height of the center of gravity of the main body of the vehicle 1 is h_x, h_y. In the third operation mode, the heights slightly lower than the height of the center of the upper surface of the sheets 15R and 15L may be set as h_x and h_y.

  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 is converted into 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 requested center-of-gravity speed generation unit 74, the processing of the center-of-gravity speed limiting unit 76, and the processing of the first gain adjustment unit 78. In this case, the center-of-gravity speed limiter 76 and the first gain adjuster 78 are input with the center-of-gravity speed estimated values Vb_xy_s (Vb_x_s and Vb_y_s) calculated by the center-of-gravity speed calculator 72 as described above. Further, 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”.

  Then, the first gain adjustment unit 78 determines the first gain adjustment parameter Kr1_xy (Kr1_x and Kr1_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 first gain adjustment unit 78 will be described below with reference to FIGS.

  As shown in FIG. 14, the first 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 with parentheses in FIG. 15 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, in this embodiment, simultaneous equations obtained by substituting ωw_x, ωw_y, ω_R, and ω_L in equations 01a and 01b with ωw_x_s, ωw_y_s, ω_R_s, and ω_L_s, respectively, are solved by using 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. 14, the first 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 first gain adjustment unit 78 determines the first gain adjustment parameter Kr1_x by sequentially passing the output value Vover_x of the calculation unit 88_x through the processing units 90_x and 92_x. The first gain adjustment unit 78 determines the first gain adjustment parameter Kr1_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 first gain adjustment parameters Kr1_x and Kr1_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 Kr1_x so that the output value Kr1_x monotonously increases with respect to the input value | Vover_x | and has saturation characteristics. 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 Kr1_x. In addition, when the input value | Vover_x | is larger than the predetermined value, the processing unit 92_x outputs “1” as Kr1_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 first gain adjusting unit 78 described above, that is, in the X-axis direction and the Y-axis direction of the wheel body 5. Even if the electric motors 31R and 31L are operated so that the respective moving 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 such a case, the first gain adjustment parameters Kr1_x and Kr1_y are both determined to be “0”. Therefore, normally, Kr1_x = Kr1_y = 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 this case (when the absolute value of one of the rotational angular velocities is too high), the values of the first gain adjustment parameters Kr1_x and Kr1_y are determined according to the absolute values of the correction amounts Vover_x and Vover_y, respectively. In this case, Kr1_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 value. The same applies to Kr1_y.

  Returning to the description of FIG. 11, 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) determined by the required center-of-gravity speed generation unit 74. 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.

  In addition, 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 other than the second operation mode, the center-of-gravity velocity steady-state deviation predicted value Vb_x_prd in the X-axis direction remains as it is. The output value Vb_x_t of the calculation unit 98_x is obtained. 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, 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, as indicated by reference numerals in parentheses in FIG.

  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, and the rotational angular velocities ωw_x_t, 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. 16, 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 obtained when the output values V_x_lim2 and V_y_lim2 in the limit processing unit 100 are not forcibly limited, 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 requested 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 calculator 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 explanation of FIG. 11, the control unit 50 executes the processes of the gravity center speed limiting unit 76, the first gain adjusting unit 78, the second gain adjusting unit 79, and the deviation calculating unit 70 as described above. Then, the processing 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. 17, reference numerals without parentheses are reference numerals related to processing for determining the 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. The reference numerals in parentheses are reference numerals related to the process of determining the virtual wheel rotation angular velocity command ωw_y_cmd that is the 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 a base body tilt angle deviation measurement value θbe_xy_s calculated by the deviation calculation unit 70, a base body tilt angular velocity measurement value θbdot_xy_s calculated in STEP2, and a center of gravity speed calculated by the center of gravity speed calculation unit 72. The estimated value Vb_xy_s, the target center-of-gravity speed Vb_xy_mdfd calculated by the center-of-gravity speed limiting unit 76, the first gain adjustment parameter Kr1_xy calculated by the first gain adjustment unit 78, and the second calculated by the second gain adjustment unit 79. The gain adjustment parameter Kr2 is 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.

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 these equations 07x and 07y, gain coefficients K1_x and K1_y are feedback gains related to the inclination angle of the base body 9 (or tilting body 3), and gain coefficients K2_x and K2_y are tilt angular velocities (inclinations of the base body 9 (or tilting body 3)). The feedback gain and gain coefficients K3_x and K3_y related to the temporal change rate of the angle have a meaning as feedback gain related to the moving speed of the vehicle system center of gravity (a predetermined representative point of the vehicle 1).

  In this case, the gain coefficients K1_x, K2_x, K3_x related to each manipulated variable component in Expression 07x are variably set according to the first gain adjustment parameter Kr1_x, the second gain adjustment parameter Kr2, and the operation mode. Similarly, gain coefficients K1_y, K2_y, and K3_y related to each manipulated variable component in Expression 07y are variably set according to the first gain adjustment parameter Kr1_x, the second gain adjustment parameter Kr2, and the operation mode. 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 the expression 07x and the i-th gain coefficient Ki_x (i = 1, 2, 3) in the expression 07x are as follows, as shown in FIG. It is determined by the expressions 09x and 09y.

Ki_x = (1−Wgain_x) · Ki_a_x + Wgain_x · Ki_b_x …… Formula 09y
(I = 1, 2, 3)
Ki_y = (1−Wgain_y) · Ki_a_y + Wgain_y · Ki_b_y …… Formula 09y
(I = 1, 2, 3)

In this case, Wgain_x, Ki_a_x, Ki_b_x in the expression 09x and Wgain_x, Ki_a_x, Ki_b_x in the expression 09y are the following (1 ) And (2).
(1) When the current operation mode is the m-th operation mode (m = 1, 2, 3, 4, 5)
Wgain_x = Kr1_x, Ki_a_x = Gi_x_mA (i = 1, 2, 3)
Ki_b_x = Gi_x_mB (i = 1, 2, 3)
Wgain_y = Kr1_y, Ki_a_y = Gi_y_mA (i = 1, 2, 3)
Ki_b_y = Gi_y_mB (i = 1, 2, 3)
(2) When the setting changes from the m-th operation mode, which is the current operation mode, to the n-th operation mode (m = 1, 2, 3, 4, 5, n = 1, 2, 3, 4, 5, m ≠ n)
Wgain_x = Kr2, Ki_a_x = Gi_x_mA (i = 1, 2, 3)
Ki_b_x = Gi_x_nA (i = 1, 2, 3)
Wgain_y = Kr2, Ki_a_y = Gi_y_mA (i = 1, 2, 3)
Ki_b_y = Gi_y_nA (i = 1, 2, 3)
Here, Gi_x_mA, Gi_x_mB, Gi_y_mA, Gi_y_mB are predetermined values (constant values) preset for the m-th operation mode, and Gi_x_nA, Gi_y_nA are predetermined values (constant values) preset for the n-th operation mode. . The reason why the value of the constant parameter is made different for each operation mode is because the response characteristic of the operation required for the vehicle 1 in each operation mode is different.

  In this case, in this embodiment, | Gi_x_mA | <| Gi_x_mB |, | Gi_y_mA | <| Gi_y_mB |, | Gi_x_nA | <| Gi_x_nA |.

  In the present embodiment, Gi_x_mA ≠ Gi_x_nA and Gi_y_mA ≠ Gi_y_nA. However, Gi_x_mA = Gi_x_nA and Gi_y_mA = Gi_y_nA may be used.

  When the operation mode is the m-th operation mode, each i-th gain coefficient Ki_x (i = 1, 2, 3) used in the calculation of the expression 07x is weighted with two constant values Gi_x_mA and Gi_x_mB corresponding to each. It is determined as an average value. In this case, the weight (1-Wgain) and Wgain applied to Ki_a_x (= Gi_x_mA) and Ki_b_x (= Gi_x_mB) are changed according to the first gain adjustment parameter Kr1_x. Specifically, when Kr1_x = 0, Ki_x = Gi_x_mA, and when Kr1_x = 1, Ki_x = Gi_x_mB. Then, as Kr1_x approaches “1” from “0”, the i-th gain coefficient Ki_x approaches from Gi_x = Gi_x_mA to Gi_x_mB (the absolute value of Ki_x increases). In the boarding mode, the same applies to each i-th gain coefficient Ki_y (i = 1, 2, 3) used in the calculation of Expression 07y.

  Supplementally, as described above, the first gain adjustment parameters Kr1_x and Kr1_y are normally (specifically, when the output values Vw_x_lim1 and Vw_y_lim1 in the limit processing unit 86 of the gain adjustment unit 78 are not forcibly limited). ), “0”. Accordingly, the i-th gain coefficients Ki_x, Ki_y (i = 1, 2, 3) in the m-th operation mode are normally Ki_x = Ki_a_x (= Gi_x_mA) and Ki_y = Ki_a_y (= Gi_y_mA), respectively. Therefore, Gi_x_mA and Gi_y_mA are constant values set in advance as appropriate values of the i-th gain coefficients Ki_x and Ki_y (i = 1, 2, 3) in the normal operation state of the vehicle 1 in the m-th operation mode. It is.

  On the other hand, when the setting changes from the m-th operation mode to the n-th operation mode, each i-th gain coefficient Ki_x (i = 1, 2, 3) used in the calculation of Expression 07x corresponds to each. It is determined as a weighted average value of two constant values Gi_x_mA and Gi_x_nA. In this case, the weight (1-Wgain) and Wgain applied to Ki_a_x (= Gi_x_mA) and Ki_b_x (= Gi_x_nA) are changed according to the second gain adjustment parameter Kr2. Specifically, when Kr2 = 0, Ki_x = Gi_x_mA, and when Kr2 = 1, Ki_x = Gi_x_nA. As Kr2 approaches “1” from “0”, the i-th gain coefficient Ki_x approaches Gi_x_nA from Ki_x = Gi_x_m.

  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, so that 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. 15, the posture control calculation unit 80 sets the manipulated variable component u1_x obtained by multiplying the base body tilt angle deviation measurement value θbe_x_s by the first gain coefficient K1_x and the base body tilt angular velocity measurement 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 posture 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_x_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 base body 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 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. It 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.

  Normally, as described above (more specifically, when the output values V_x_lim2 and V_y_lim2 are not forcibly limited by the limit processing unit 100 of the centroid speed limiting unit 76), the control target centroid speed Vb_x_mdfd , Vb_y_mdfd is “0”. In the normal case where Vb_x_mdfd = Vb_y_mdfd = 0, the third manipulated variable components u3_x and u3_y match the values obtained by multiplying the center-of-gravity velocity estimated values Vb_x_s and Vb_y_s by the third gain coefficients K3_x and K3_y, respectively.

  After calculating the virtual wheel rotation angular acceleration commands ωwdot_x_cmd and ωwdot_y_cmd as described above, the attitude control calculation unit 80 then integrates the ωwdot_x_cmd and ωwdot_y_cmd by the integrator 80f, thereby obtaining the virtual wheel rotation speed command. Determine ωw_x_cmd and ωw_y_cmd.

  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 ωdotw_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 ωdotw_y_cmd may be calculated.

  In the present embodiment, the rotational angular acceleration 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 point. The driving torque of 62_x, 62_y or a translational force obtained by dividing this driving torque by the radii Rw_x, Rw_y of the virtual wheels 62_x, 62_y (that is, the frictional force between the virtual wheels 62_x, 62_y and the floor surface) is manipulated. It may be used as a quantity.

  Returning to the description of FIG. 11, the control unit 50 next inputs the virtual wheel rotational speed 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 of STEP 9 is completed.

  As described above, when the control unit 50 executes the control calculation process, basically, in any of the first to fifth operation modes, the posture of the tilting body 3 and the base body 9 is the base body tilt angle. In a state where both the deviation measurement values θbe_x_s and θbe_y_s are kept at “0” (hereinafter, this posture is referred to as a basic posture), the operation amount (control input) is set so that the vehicle system center of gravity is stationary. A virtual wheel rotation angular acceleration command ωdotw_xy_cmd is determined. When the posture of the tilting body 3 and the base body 9 is tilted with respect to the basic posture, in other words, the horizontal position of the vehicle system center of gravity (the entire center of gravity or the single body center of gravity) is determined as the ground contact surface of the wheel body 5. Is displaced from a state located almost directly above the tilting body 3 and the posture of the base 9 are restored to the basic posture (θbe_x_s and θbe_y_s are brought close to “0” or held at “0”). ), The virtual wheel rotation angular acceleration command ωdotw_xy_cmd is determined.

  Then, the respective 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 ωdotw_xy_cmd 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.

  In this way, when the postures of the tilting body 3 and the base body 9 are tilted from the basic posture, the wheel body 5 is moved toward the tilted side. Therefore, for example, in the boarding mode, when the occupant intentionally tilts the upper body together with the tilting body 3 and the base body 9, the wheel body 5 moves to the tilted side. In the present embodiment, for reasons described later, the moving direction in the horizontal plane of the vehicle system center of gravity when the tilting body 3 and the base body 9 are tilted from the basic posture (the moving direction in the direction perpendicular to the Z axis), It does not necessarily coincide with the moving direction of the wheel body 5.

  When the wheel body 5 moves (when the entire vehicle 1 moves), the tilting body 3 and the base body 9 are tilted from the basic posture (a posture where the base body tilt angle deviation measurement value θbe_xy_s is constant). If this is maintained, the moving speed of the vehicle system center-of-gravity point (and hence the moving speed of the wheel body 5) has a certain deviation from the control target center-of-gravity speed Vb_xy_mdfd, and the deviation depends on the measured body tilt angle deviation θbe_xy_s Convergence to the speed of movement

  In this case, in this embodiment, in the normal case where the wheel body 5 is moved at a moving speed that does not cause the rotational angular velocities of the electric motors 31R and 31L to be too high (more precisely, the center-of-gravity speed limiter). 76), the control target center-of-gravity speeds Vb_x_mdfd and Vb_x_mdfd are both kept at “0”. In such a situation where Vb_x_mdfd and Vb_x_mdfd are kept constant, if the posture of the tilting body 3 and the base body 9 is held at a constant posture inclined from the basic posture, the moving speed of the vehicle system center-of-gravity point (and thus the wheel body). 5) converges to a moving speed having a magnitude and direction that depends on the measured value of the base body tilt angle deviation θbe_xy_s.

  In more detail regarding such an operation, the second manipulated variable components u2_x and u2_y are “0” in a steady state where both of the base body tilt angle deviation measured values θbe_x_s and θbe_y_s are held constant. Therefore, the virtual wheel rotation angular acceleration command ωdotw_x_cmd is a combination of the first operation amount component u1_x and the third operation amount component u3_x, and the virtual wheel rotation angular acceleration command ωdotw_y_cmd is the first operation amount component u1_y. And the third manipulated variable component u3_y.

  In the steady state, the virtual wheel rotation angular acceleration commands ωdotw_x_cmd and ωdotw_x_cmd converge to values that can keep the moving speed of the wheel body 5 constant. As a result, the center-of-gravity speeds Vb_x and Vb_y converge to a constant value.

  In this case, the second term (= u2_x) on the right side in the expression 07x is “0”, the first term on the right side (= u1_x = K1_x · θbe_x_s) is a constant value, and ωdotw_x_cmd on the left side is a constant value. The convergence value of the centroid velocity Vb_x in the direction (the convergence value of the centroid velocity estimated value Vb_x_s, hereinafter referred to as the steady-state convergence velocity Vb_x_stb) depends on the measured body inclination angle deviation θbe_x_s around the Y axis. More specifically, Vb_x_stb is Vb_x_stb = (− K1_x · Δθbe_x_s + ωdotw_x_cmd) / K3_x + Vb_x_mdfd, and thus a function value that changes monotonously with θbe_x_s.

  Similarly, the second term (= u2_y) on the right side in the above expression 07y is “0”, the first term on the right side (= u1_y = K1_y · θbe_y_s) is a constant value, and ωdotw_y_cmd on the left side is a constant value. The convergence value of the centroid velocity Vb_y in the direction (the convergence value of the centroid velocity estimated value Vb_y_s, hereinafter referred to as the steady-state convergence velocity Vb_y_stb) depends on the measured body inclination angle deviation θbe_y_s around the X axis. More specifically, Vb_x_stb is Vb_y_stb = (− K1_y · Δθbe_y_s + ωdotw_y_cmd) / K3_y + Vb_y_mdfd, and thus a function value that changes monotonously with θbe_y_s.

  In such a situation where Vb_x_mdfd and Vb_x_mdfd are kept constant, if the postures of the tilting body 3 and the base body 9 are held in a constant posture inclined from the basic posture, the moving speed of the vehicle system center of gravity (and thus the wheel body 5) (Moving speed) converges to a moving speed having a magnitude and direction depending on the measured value of the base body tilt angle deviation θbe_xy_s.

  Further, for example, the tilt amounts (base tilt angle deviation measurement values θbe_x_s and θbe_y_s) of the base body 9 and the tilting body 3 from the basic posture are relatively large, and the tilt amount of the wheel body 5 when the tilt amount is held constant. One or both of the movement speeds in the X-axis direction and the Y-axis direction (these movement speeds correspond to the center-of-gravity speed steady-state deviation predicted values Vb_x_prd and Vb_y_prd shown in FIG. 14), respectively, of the electric motors 31R and 31L. In a situation in which one or both rotational angular velocities deviate from the allowable range in the limit processing unit 100 and the movement speed becomes excessive, the speed is opposite to the movement speed of the wheel body 5. (Specifically, Vw_x_lim2-Vb_x_prd and Vw_y_lim2-Vb_y_prd) are determined as the control target center-of-gravity speeds Vb_x_mdfd and Vb_y_mdfd. Then, the third manipulated variable components u3_x and u3_y among the manipulated variables constituting the control input are determined so as to converge the gravity center speed estimated values Vb_x_s and Vb_y_s to the control target gravity center speeds Vb_x_mdfd and Vb_y_mdfd, respectively. For this reason, the acceleration of the wheel body 5 is suppressed, and as a result, the rotational angular velocity of one or both of the electric motors 31R and 31L is prevented from becoming too high.

  Further, in the first gain adjustment unit 78, one or both of the center-of-gravity speed estimated values Vb_x_s and Vb_y_s are increased, and as a result, the moving speed of one or both of the wheel body 5 in the X-axis direction and the Y-axis direction is In a situation where the rotational angular velocity of one or both of 31R and 31L deviates from the allowable range in the limit processing unit 86, the deviation becomes more noticeable (see FIG. 14 for details). As the absolute values of Vover_x and Vover_y shown increase, one or both of the first gain adjustment parameters Kr1_x and Kr1_y are brought closer to “1” from “0”.

  In this case, each i-th gain coefficient Ki_x (i = 1, 2, 3) calculated by Expression 09x1 approaches Ki_b_x · Ki_x_2 from Ki_a_x · Ki_x_2 as Kr1_x approaches “1”. As a result, the absolute value of Ki_x increases. The same applies to each i-th gain coefficient Ki_y (i = 1, 2, 3) calculated by the expression 09y1.

  Then, as the absolute value of the gain coefficient increases, the manipulated variable (virtual wheel) for the change in the inclination of the base body 9 and the tilting body 3 (change in the base body tilt angle deviation measurement value θbe_xy_s) and the change in the center-of-gravity velocity estimated value Vb_xy_s. The sensitivity of the rotational angular acceleration commands (ωdotw_x_cmd, ωdotw_y_cmd) is increased. Therefore, if the inclination amount from the basic posture of the base body 9 and the tilting body 3 is to be increased or the magnitude of the center of gravity speed estimated value Vb_xy_s is to be increased, the moving speed of the wheel body 5 is set so as to quickly eliminate them. Will be controlled. Accordingly, it is strongly suppressed that the base body 9 is greatly inclined from the basic posture or the estimated center-of-gravity speed value Vb_xy_s is increased. As a result, the moving speed of one or both of the wheel body 5 in the X-axis direction and the Y-axis direction is electrically controlled. It is possible to prevent an excessive moving speed from causing the rotational angular speed of one or both of the motors 31R and 31L to deviate from the allowable range in the limit processing unit 86.

  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 an occupant. In this case, unless one or both of the electric motors 31R and 31L has 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. 14 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).

  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 other than the second operation mode.

  On the other hand, when the operation mode of the vehicle 1 is the second operation mode, the required center-of-gravity velocity generation unit 74 maintains the required center-of-gravity velocity Vb_y_aim in the Y-axis direction at “0” and the X-axis direction in this embodiment. The required center-of-gravity velocity Vb_x_aim is variably determined in accordance with the steering operation of the vehicle 1 (operation for adding propulsive force to the vehicle 1) by an occupant or the like.

  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). In this case, since the moving speed of the vehicle 1 that the occupant or the like is trying to increase is usually the moving speed of the occupant in the front-rear direction, the propulsive force applied to the vehicle 1 for the increased speed is Usually, the driving force is in the X-axis direction or a direction close thereto.

  Therefore, in the present embodiment, the required center-of-gravity speed generation unit 74 is based on the temporal change rate of the magnitude (absolute value) of the center-of-gravity speed estimated value Vb_x_s in the X-axis direction calculated by the center-of-gravity speed calculation unit 72. While determining whether or not an acceleration request is generated as a request for increasing the moving speed of the vehicle 1 (specifically, the moving speed of the vehicle system center of gravity point) in the X-axis direction, the requested center-of-gravity speed in the X-axis direction is determined accordingly. Vb_x_aim is sequentially determined. When the acceleration request in the X-axis direction is resolved, the required center-of-gravity velocity Vb_x_aim is determined to be attenuated after being kept constant for a certain time. In this embodiment, the requested center-of-gravity velocity Vb_y_aim in the Y-axis direction is constantly held at “0” regardless of whether or not an acceleration request is generated.

  Specifically, the requested center-of-gravity speed generation unit 74 determines the requested center-of-gravity speed Vb_x_aim in the X-axis direction by sequentially executing the processing shown in the flowchart of FIG. 18 at a predetermined control processing cycle.

  If it demonstrates below, the required gravity center speed production | generation part 74 will perform the process of STEP21 first. In this process, the requested center-of-gravity speed generation unit 74 calculates a temporal change rate (differential value) DVb_x_s of the absolute value | Vb_x_s | of the input center-of-gravity speed estimated value Vb_x_s. Hereinafter, DVb_x_s is referred to as the gravity center velocity absolute value change rate DVb_x_s.

  Next, proceeding to STEP 22, it is determined which mode is the current calculation processing mode for calculating the required center-of-gravity velocity Vb_x_aim.

  Here, in the present embodiment, the requested center-of-gravity speed generation unit 74 determines a basic value of the requested center-of-gravity speed Vb_x_aim (hereinafter referred to as the requested center-of-gravity speed basic value Vb_x_aim1), The required center-of-gravity velocity Vb_x_aim is determined so as to follow the response time constant (normally match). In this case, how to determine the required center-of-gravity velocity basic value Vb_x_aim1 is defined by the arithmetic processing mode.

  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 the required center-of-gravity velocity basic value Vb_x_aim1 is set to “0” in order to attenuate the moving speed of the vehicle 1 or keep it at “0”. Further, the speed follow-up mode is a mode in which the required center-of-gravity speed basic value Vb_x_aim1 is determined so as to follow (substantially match) the center-of-gravity speed estimated value Vb_x_s as the actual movement speed of the vehicle system center-of-gravity point in the X-axis direction It is. The speed hold mode is a mode for determining the required center-of-gravity speed basic value Vb_y_aim1 to be constant.

  In each processing mode, in addition to determining the required center-of-gravity velocity basic value Vb_x_aim1, a filter time constant Ta_x that defines the response speed for following the required center-of-gravity velocity Vb_x_aim with respect to the required center-of-gravity velocity basic value Vb_x_aim1 is determined. The process to perform is also executed. Further, 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 velocity generation unit 74 next calculates the calculation of STEP 23 in STEP 22 in the case where the current calculation processing mode is the braking mode, the velocity follow-up mode, and the velocity hold mode, respectively. The process, the calculation process of STEP24, and the calculation process of STEP25 are executed, and the required center-of-gravity velocity basic value Vb_y_aim1 and the filter time constant Ta_x are determined.

  The arithmetic processing corresponding to each of these modes is executed as follows.

  The brake mode calculation process in STEP 23 is executed as shown in the flowchart of FIG. Specifically, the requested center-of-gravity speed generation unit 74 first determines whether or not the center-of-gravity speed absolute value change rate DVb_x_s calculated in STEP 21 is greater than a first positive threshold value DV1 (> 0) set in advance. Is determined in STEP23-1. 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 front-rear direction of the vehicle 1.

  In this case, DVb_s> DV1 means that the absolute value | Vb_x | of the actual center-of-gravity velocity Vb_x in the X-axis direction is increasing at a temporal change rate larger than the first threshold DV1. Therefore, the situation in which the determination result in STEP 23-1 is affirmative is that a maneuvering operation (an attempt to increase the size of the center-of-gravity velocity Vb_x in the front-rear direction by an occupant or an external assistant) This is a situation where a steering operation for adding propulsive force is being performed.

  When the determination result of STEP 23-1 is negative, that is, when there is no acceleration request for the vehicle 1 (request for acceleration of the vehicle 1 in the front-rear direction), the requested center-of-gravity speed generation unit 74 then performs the center-of-gravity speed. In STEP23-4, it is determined whether or not the absolute value change rate DVb_x_s is smaller than a preset negative third threshold value DV3_x (<0). This determination process is to determine whether or not a deceleration request for the passenger of the vehicle 1 to actively reduce the magnitude of the center-of-gravity velocity Vb_x has occurred. In this case, when the occupant 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 STEP23-4 is Become positive.

  When the determination result in STEP 23-4 is negative (when no deceleration request is generated), the required center-of-gravity velocity generation unit 74 determines the required center-of-gravity velocity basic value Vb_x_aim1 and the filtering time in STEP 23-5. The constant Ta_x is determined, and the processing of FIG.

  In STEP23-5, “0” is set as the required center-of-gravity velocity basic value Vb_x_aim. In addition, a second response time constant τ2_x having a predetermined value set in advance is set as the filter time constant Ta_x.

  When the determination result in STEP 23-4 is affirmative (when a deceleration request is generated), the required center-of-gravity speed generation unit 74 determines the required center-of-gravity speed basic value Vb_x_aim1 and the filter time constant Ta_x in STEP 23-6. And the process of FIG. 19 ends.

  In STEP23-6, as in STEP23-5, "0" is set as the required center-of-gravity velocity basic value Vb_x_aim. On the other hand, a third response time constant τ3_x having a predetermined value set in advance is set as the filter time constant Ta_x. This third response time number τ3_x is a time constant having a shorter time than the second response time constant τ2_x.

  If the determination result in STEP 23-1 is positive, the required center-of-gravity velocity generation unit 74 determines the required center-of-gravity velocity basic value Vb_x_aim1 and the filter time constant Ta_x in STEP 23-2. Further, the requested center-of-gravity velocity generation unit 74 changes the calculation processing mode (the calculation processing mode in the next control processing cycle) from the braking mode to the speed following mode in STEP 23-3, and ends the processing in FIG.

  In STEP 23-2, a value obtained by multiplying the estimated gravity center velocity value Vb_x_s in the X-axis direction input from the gravity center velocity calculation unit 72 by a predetermined ratio γ_x is determined as the required gravity center velocity basic value Vb_x_aim1. Is done. In the present embodiment, the ratio γ_x is set to a positive value (for example, 0.8) slightly smaller than “1”. The processing in STEP 23-2 is to match the method of determining Vb_x_aim1 and Ta_x with the speed tracking mode starting from the next control processing cycle.

  Note that it is not essential that the value of the ratio γ_x is slightly smaller than “1”. For example, the value of the ratio γ_x 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 being higher than the actual movement speed, the ratio γ_x The value is set to a value slightly smaller than “1”.

  In addition, a first response time constant τ1_x having a predetermined value set in advance is set as the filter time constant Ta_x. The first response time constant τ1_x is set to a time value relatively shorter than the second response time constant τ2_x. The first response time constant τ1_x may be the same value as the third response time constant τ3_x.

  If the determination result in STEP 21-1 is negative, the arithmetic processing mode is not changed, so that the arithmetic processing mode is maintained in the braking mode even in the next control processing cycle.

  The above is the calculation process of the braking mode in STEP23.

  Next, the speed follow-up mode calculation process in STEP 24 is executed as shown in the flowchart of FIG. Specifically, the requested center-of-gravity velocity generation unit 74 first executes the same determination process as in STEP23-4, that is, a determination process as to whether or not a deceleration request for the vehicle 1 has occurred in STEP24-1.

  When this determination result is affirmative, the requested center-of-gravity velocity generation unit 74 next executes the same processing as STEP 23-6 in STEP 24-6, thereby obtaining “0 as the requested center-of-gravity velocity basic value Vb_x_aim1”. ", And a third response time constant τ3_x is set as the filter time constant Ta_x. Furthermore, the required center-of-gravity velocity generation unit 74 changes the calculation processing mode in the next control processing cycle to the braking mode in STEP 24-7, and ends the processing of FIG.

  On the other hand, when the determination result of STEP 24-1 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 STEP 23- in STEP 24-2. By the same process as 2, the required center-of-gravity velocity basic value Vb_x_aim1 and the filter time constant Ta_x are determined. That is, the requested center-of-gravity speed generation unit 74 determines a value obtained by multiplying the input center-of-gravity speed estimated value Vb_x_s by the ratio γ_x as the requested center-of-gravity speed basic value Vb_x_aim1. Further, the required center-of-gravity velocity generation unit 74 sets the first response time constant τ1_x as the filter time constant Ta_x.

  Next, the requested center-of-gravity speed generation unit 74 determines whether or not the estimated center-of-gravity speed absolute value change rate DVb_x_s (value calculated in STEP 21) is smaller than a preset second threshold value DV2_x in STEP 24-3. . In the present embodiment, the second threshold value DV2_x is set to a negative predetermined value that is larger than the third threshold value DV3_x (closer to “0” than DV3_x). The second threshold DV2_x may be set to “0” or a positive value slightly larger than “0” (however, a value smaller than the first threshold DV1_x).

  The determination process of STEP24-3 is to determine the transition timing from the speed follow mode to the speed hold mode. Then, when the determination result in STEP 24-3 is negative, the requested center-of-gravity velocity generation unit 74 ends the process of FIG. 20 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 24-3 is affirmative, the requested center-of-gravity velocity generation unit 74 considers that the acceleration request for vehicle 1 (acceleration request in the front-rear direction) has been completed, and in STEP 24-4, Initialize the countdown timer. 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 24-5, 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 24-4, a preset initial value Tm_x is set to the timer time value CNT_x. 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 speed follow-up mode calculation process in STEP24.

  Next, the speed hold mode calculation process in STEP 25 is executed as shown in the flowchart of FIG. Specifically, the requested center-of-gravity velocity generation unit 74 first executes the same determination process as in STEP 23-4, that is, a determination process as to whether or not a deceleration request for the vehicle 1 has occurred in STEP 25-1.

  If this determination result is affirmative, the requested center-of-gravity velocity generation unit 74 next executes the same processing as STEP 23-6 in STEP 25-2, thereby obtaining “0 as the requested center-of-gravity velocity basic value Vb_x_aim1”. ", And a third response time constant τ3_x is set as the filter time constant Ta_x. Further, the requested gravity center speed generation unit 74 changes the calculation processing mode in the next control processing cycle from the speed hold mode to the braking mode in STEP 25-3, and ends the processing of FIG.

  On the other hand, when the determination result of STEP25-1 is negative (when the deceleration request for the vehicle 1 is not generated), the required center-of-gravity velocity generation unit 74 performs the same determination process as STEP23-1, that is, the outline. In STEP 25-4, a process for determining whether or not there is a request for acceleration of the vehicle 1 in the front-rear direction is executed.

  When the determination result in STEP 25-4 is affirmative (when the acceleration request for the vehicle 1 in the substantially front-rear direction is generated again), the required center-of-gravity velocity generation unit 74 determines in STEP 25-5 in STEP 25-5. By the same process as 2, the required center-of-gravity velocity basic value Vb_x_aim1 and the filter time constant Ta_x are determined. That is, the requested center-of-gravity speed generation unit 74 determines a value obtained by multiplying the input center-of-gravity speed estimated value Vb_x_s by the ratio γ_x as the requested center-of-gravity speed basic value Vb_x_aim1. Further, the required center-of-gravity velocity generation unit 74 sets the first response time constant τ1_x as the filter time constant Ta_x.

  Further, the requested center-of-gravity velocity generation unit 74 changes the calculation processing mode in the next control processing cycle from the velocity hold mode to the velocity follow-up mode in STEP 25-6, and ends the processing in FIG.

  When the determination result of STEP25-4 is negative (when there is a continuous absence of acceleration request in the front-rear direction), the required center-of-gravity velocity generation unit 74 determines that the countdown timer in STEP25-7 Decrement the time value CNT_x. That is, the time value CNT_x is updated by subtracting the predetermined value ΔT (time of the control processing cycle) from the current value of the time value CNT_x.

  Next, the requested center-of-gravity velocity generation unit 74 determines in STEP 25-8 whether or not the count value CNT_x of the countdown timer is greater than “0”, that is, whether or not the countdown timer has ended.

  If the determination result in STEP 25-8 is affirmative, the time represented by the initial value Tm_x 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 determines the requested center-of-gravity velocity basic value Vb_x_aim1 and the filter time constant Ta_x in STEP 25-9, assuming that the calculation processing mode is maintained in the velocity hold mode. The process ends.

  In this case, in STEP25-9, the current value of Vb_x_aim1 is determined to be the same value as the previous value. Further, as Ta_x, a predetermined value of a time shorter than the second response time constant τ2_x, for example, the first response time constant τ1_x is set.

  If the determination result in STEP 25-8 is affirmative, the arithmetic processing mode is not changed, so that the arithmetic processing mode is maintained in the speed hold mode even in the next control processing cycle.

  When the determination result in STEP 25-8 is negative, that is, when the predetermined time represented by the initial value Tm_x of the countdown timer has elapsed since the start of the speed hold mode, the required gravity center speed generation is performed. The unit 74 executes the same processing as STEP 23-5 in STEP 25-10, thereby setting “0” as the required center-of-gravity velocity basic value Vb_x_aim1 and setting the second response time constant τ2_x as the filter time constant Ta_x. To do. Further, the requested center-of-gravity speed generation unit 74 changes the calculation processing mode in the next control processing cycle from the speed hold mode to the braking mode in STEP 25-11, and ends the processing of FIG.

  The above is the calculation process of the speed hold mode in STEP25.

  Returning to the description of FIG. 18, the requested center-of-gravity velocity generation unit 74 performs the computation process of any of STEPs 23 to 25 as described above, and then filters the requested center-of-gravity velocity basic value Vb_x_aim1 determined by the computation process. The process (filtering process) passed through is executed in STEP26.

  The filter is a first-order lag filter (low-pass filter) whose response time constant is the filter time constant Ta_x determined by any one of STEPs 23 to 25. For example, the transfer function is 1 / (1 + Ta_x · S ). Therefore, the output value of the filter obtained in STEP 26 follows the required center-of-gravity velocity basic value Vb_x_aim1 with a time constant of Ta_x. In this case, the follow-up response speed changes according to the value of the filter time constant Ta_x that is variably determined in STEPs 23 to 25. More specifically, when the first response time constant τ1_x or the third response time constant τ3_x is set as the filter time constant Ta_x, the follow-up response speed becomes a faster speed. Further, when the second response time constant τ2_x is set as the filter time constant Ta_x, the response speed of the follow-up becomes a slower speed.

  Next, proceeding to STEP 27, the required center-of-gravity speed generation unit 74 finally determines the required center-of-gravity speed Vb_x_aim in the X-axis direction by passing the output value of the filter through a limiter. In this case, the limiter is for preventing the absolute value of the required center-of-gravity velocity Vb_x_aim from becoming excessive, and the output value of the filter is set to a predetermined upper limit value (> 0) and lower limit value (< 0), the output value of the filter is output as it is as the required center-of-gravity velocity Vb_x_aim. Further, when the absolute value of the output value of the filter deviates from the range between the upper limit value and the lower limit value, the limiter is close to the filter output value of the upper limit value and the lower limit value. This limit value is output as the required center-of-gravity velocity Vb_x_aim.

  Note that the upper limit value and the lower limit value may not be the same in absolute value, and may be different from each other in absolute value.

  The above is the details of the generation process of the required center-of-gravity velocity Vb_x_aim in the X-axis direction.

  Supplementally, for example, the second response time constant τ2_x is set to the same value as the first response time constant τ1_x or the third response time constant τ3_x or a relatively short time value, and the arithmetic processing mode is Immediately after switching from the speed hold mode to the braking mode, the required center-of-gravity speed basic value Vb_x_aim1 itself may be gradually changed to “0” at a predetermined change speed (predetermined temporal change rate). .

  The required center-of-gravity speed Vb_x_aim in the X-axis direction is determined in the following manner by the processing of the required center-of-gravity speed generation unit 74 described above.

  For example, in order to increase the moving speed of the vehicle 1 in the anteroposterior direction (X-axis direction) of the occupant, the occupant kicks the floor with his / her foot, thereby causing the propulsive force in the approximately anteroposterior direction ( Specifically, it is assumed that a propulsive force that gives a positive determination result in STEP 23-1 is added.

  It is assumed that the arithmetic processing mode before applying the propulsive force is the braking mode. Here, for convenience of understanding, it is assumed that the output value of the filter obtained in STEP 26 of FIG. 18 falls within a range that is not subject to compulsory restriction by the limiter in STEP 27. That is, the required center-of-gravity speed Vb_x_aim determined sequentially in STEP 27 is assumed to match the value obtained by passing the required center-of-gravity speed basic value Vb_x_aim1 through the filter. Similarly, it is assumed that the actual center-of-gravity velocities Vb_x and Vb_y are within a range in which the output values V_x_lim2 and V_y_lim2 in the limit processing unit 104 are not forcibly limited. That is, the control target center-of-gravity speeds Vb_x_mdfd and Vb_y_mdfd are assumed to match the required center-of-gravity speeds Vb_x_aim and Vb_y_aim, respectively. Such a situation is a standard (normal) operating situation of the vehicle 1. In this embodiment, since Vb_y_aim = 0, in this normal situation, Vb_y_mdfd = 0.

  In this case, if the determination result of STEP23-1 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 of STEP23-3 in FIG. The Rukoto.

  In this speed follow-up mode, a period until the acceleration request is canceled (a determination result in STEP 24-3 becomes affirmative) in a situation where a deceleration request is not generated (a determination result in STEP 24-1 is negative). Period), a value obtained by multiplying the current value (current value) of the center-of-gravity velocity estimated value Vb_x_s in the X-axis direction by a ratio γ_x of a predetermined value, that is, a velocity value slightly smaller than Vb_x_s is a required center-of-gravity velocity. It is sequentially determined as the basic value Vb_x_aim1.

  Therefore, the requested center-of-gravity speed Vb_x_aim, which is sequentially determined by the requested center-of-gravity speed generation unit 74, follows a speed value (= γ_x · Vb_x_s) that substantially matches the actual center-of-gravity speed Vb_x that is increased by the thrust applied to the vehicle 1. To be decided.

  In this case, the first response time constant τ1_x having a relatively short time is set as the filter time constant Ta_x. Therefore, the required center-of-gravity velocity Vb_x_aim follows Vb_x_aim1 with quick response.

  The required center of gravity speed Vb_x_aim determined in this way is determined as the control target center of gravity speed Vb_x_mdfd in the X-axis direction. Therefore, Vb_x_mdfd is a value that matches or substantially matches γ_x · Vb_x_s. Further, since the required center-of-gravity speed Vb_y_aim in the Y-axis direction is held at “0”, the control target center-of-gravity speed Vb_x_mdfd in the Y-axis direction becomes “0”. Furthermore, the third manipulated variable components u3_x and u3_y included in the virtual wheel rotation angular acceleration commands ωdotw_x_cmd and ωdotw_y_cmd are determined so that the center-of-gravity speed estimated values Vb_x_s and Vb_y_s converge to the control target center-of-gravity speeds Vb_x_mdfd and Vb_y_mdfd, respectively. The

  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 in the front-rear direction of the occupant by the propulsive force applied.

  Since the control target center-of-gravity velocity Vb_y_mdfd in the Y-axis direction is “0”, even if the propulsive force applied to the vehicle 1 has a component in the Y-axis direction, The actual moving speed is restrained from increasing. Therefore, even if the direction of the propulsive force applied to the vehicle 1 is slightly deviated from the X-axis direction, the moving speed of the vehicle system center of gravity can be appropriately accelerated in the front-rear direction of the occupant. .

  In addition, when the determination result in STEP 24-1 of FIG. 20 becomes affirmative by applying a braking force to the vehicle 1 in the speed following mode (when a deceleration request is generated), the arithmetic processing mode is changed to the braking mode. . For this reason, the moving speed of the vehicle 1 is attenuated. In this case, during the generation of the deceleration request, the third response time constant τ3_x for a relatively short time is set as the filter time constant Ta_x, so that the required center-of-gravity velocity Vb_x_aim in the X-axis direction quickly decays to “0”. . Therefore, the moving speed of the vehicle 1 is also attenuated relatively quickly.

  Next, in the speed following mode, when the addition of the propulsive force to the vehicle 1 is completed and the acceleration request is resolved (when the determination result in STEP 24-3 in FIG. 20 becomes affirmative), the processing in STEP 24-5 in FIG. As a result, the calculation processing mode is changed from the speed following mode to the speed hold mode.

  In this speed hold mode, a request is made until the countdown timer finishes counting in a situation where neither an acceleration request nor a deceleration request is generated (the determination results in STEP25-1 and 25-4 in FIG. 21 are both negative). The center-of-gravity velocity basic value Vb_x_aim1 is set to the same value as the previous value.

  Therefore, the required center-of-gravity velocity basic value Vb_x_aim1 is set immediately before the start of the speed hold mode during a predetermined time period (the time of the initial value Tm_x of the countdown timer) after the start of the speed hold mode. It will be held constant at the same value as the determined value.

  For this reason, the requested center-of-gravity speed Vb_x_aim, which is sequentially determined by the requested center-of-gravity speed generation unit 74, is also determined to be maintained at a constant value (more precisely, to follow the constant value Vb_x_aim1).

  In this case, a first response time constant τ1_x having a relatively short time is set as the filter time constant Ta_x. Therefore, the required center-of-gravity velocity Vb_x_aim follows Vb_x_aim1 with quick response. Therefore, Vb_x_aim in the speed hold mode basically matches Vb_x_aim1.

  Then, the required center-of-gravity speed Vb_x_aim determined as described above is determined as the control target center-of-gravity speed Vb_x_mdfd in the X-axis direction. Further, since the required center-of-gravity speed Vb_y_aim in the Y-axis direction is held at “0”, the control target center-of-gravity speed Vb_x_mdfd in the Y-axis direction becomes “0”. Furthermore, the third manipulated variable components u3_x and u3_y included in the virtual wheel rotation angular acceleration commands ωdotw_x_cmd and ωdotw_y_cmd are determined so that the center-of-gravity speed estimated values Vb_x_s and Vb_y_s converge to the control target center-of-gravity speeds Vb_x_mdfd and Vb_y_mdfd, respectively. The

  As a result, it is necessary to frequently adjust the occupant's body posture during the period (time period represented by the initial value Tm_x) until the countdown timer finishes counting after the vehicle 1 has accelerated. Instead, the moving speed of the wheel body 5 is controlled so that the actual moving speed Vb_x of the vehicle system center-of-gravity point in the X-axis direction is kept constant at the speed after acceleration. Therefore, the actual running state of the vehicle 1 in this situation is to slide in the X-axis direction (the occupant's front-rear direction) at a substantially constant speed without the occupant moving the upper body actively. It becomes a state to do.

  If the determination result in STEP 25-4 in FIG. 21 becomes affirmative (addition of an acceleration request) by adding a substantially longitudinal propulsive force to the vehicle 1 again in the speed hold mode, the arithmetic processing mode is Return to speed following mode. For this reason, the vehicle 1 is accelerated in the substantially front-rear direction again.

  Further, when the braking force is applied to the vehicle 1 in the speed hold mode and the determination result of STEP25-1 in FIG. 21 becomes affirmative (when a deceleration request is generated), the arithmetic processing mode is changed to the braking mode. . 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, the moving speed of the vehicle system center-of-gravity point in the X-axis direction is quickly attenuated while the deceleration request is generated.

  Next, in the speed hold mode, the countdown timer of the countdown timer is maintained while maintaining a situation where neither an acceleration request nor a deceleration request is generated (a situation where the determination results of STEP25-1 and 25-4 in FIG. 21 are both negative). When the timing is completed, the calculation processing mode is changed from the speed hold mode to the braking mode by the processing of STEP25-11 in FIG.

  In this braking mode, in a situation where neither an acceleration request nor a deceleration request is generated (a situation where the determination results in STEP23-1 and 23-4 in FIG. 19 are both negative), the required center-of-gravity velocity basic value Vb_x_aim is always “0. "Is set. For this reason, the requested center-of-gravity speed Vb_x_aim, which is sequentially determined by the requested center-of-gravity speed generation unit 74, is determined to be attenuated to “0” and finally maintained at “0”. In this case, a relatively long second response time constant τ2_x is set as the filter time constant Ta_x. For this reason, the required center-of-gravity speed Vb_x_aim is continuously attenuated to “0” at a relatively slow attenuation speed.

  The required center of gravity speed Vb_x_aim determined in this way is determined as the control target center of gravity speed Vb_x_mdfd in the X-axis direction. Further, since the required center-of-gravity speed Vb_y_aim in the Y-axis direction is held at “0”, the control target center-of-gravity speed Vb_x_mdfd in the Y-axis direction becomes “0”. Furthermore, the third manipulated variable components u3_x and u3_y included in the virtual wheel rotation angular acceleration commands ωdotw_x_cmd and ωdotw_y_cmd are determined so that the center-of-gravity speed estimated values Vb_x_s and Vb_y_s converge to the control target center-of-gravity speeds Vb_x_mdfd and Vb_y_mdfd, respectively. The

  As a result, when the calculation processing mode before the braking mode is the speed hold mode, the vehicle system center-of-gravity point in the X-axis direction is actually detected without the occupant performing an aggressive steering operation by the movement of the upper body. Therefore, the moving speed of the wheel body 5 is controlled so that the moving speed of the wheel body 5 is continuously attenuated from the magnitude in the speed hold mode.

  As described above, when an occupant or the like applies a propulsive force substantially in the X-axis direction to the vehicle 1, first, the moving speed of the vehicle 1 in the X-axis direction is increased. Subsequently, the moving speed of the vehicle 1 in the X-axis direction is kept substantially constant for a predetermined time represented by the initial value Tm_x of the countdown timer. Subsequently, the moving speed of the vehicle 1 in the X-axis direction gradually attenuates.

  As described above, in the vehicle 1 according to the present embodiment, after an occupant or the like applies a propulsive force substantially in the X-axis direction to the vehicle 1, the vehicle 1 slides at a constant speed in the X-axis direction (the occupant's front-rear direction). Subsequently, a series of movement operations of the vehicle 1 such as deceleration are automatically performed without requiring a complicated maneuvering operation by an occupant or the like. For this reason, the vehicle 1 can be easily steered and the vehicle 1 can be excellent in maneuverability.

  In the present embodiment, the operation mode of the vehicle 1 is determined according to the folded state of the seats 15R and 15L and the steps 15R and 15L. Then, the control characteristic parameter of the wheel body 5 is determined according to the determined operation mode, and the control operation amount is determined using the determined control characteristic parameter. The moving operation unit control means controls the moving operation of the wheel body 5 via the actuator device 7 in accordance with the control operation amount. Thus, the operation of the wheel body 5 is controlled according to the operation mode of the vehicle 1.

  The base body tilt angle target value θb_xy_obj_m is set as one of the control characteristic parameters in accordance with the determined operation mode. Using the base body tilt angle measurement value θb_xy_s, which is a deviation between the determined base body tilt angle target value θb_xy_obj_m and the base body tilt angle measurement value θb_xy_s, as a control characteristic parameter, the control is performed so that the base body tilt angle measurement value θb_xy_s approaches “0”. The operation amount is determined. Thereby, the base body 9 can be inclined at an inclination angle suitable for each operation mode of the vehicle 1.

  Further, the heights h_x and h_y of the mass points 60_x and 60_y of the inverted pendulum model are set according to the determined operation mode. Thereby, control according to the virtual center of gravity assumed in each operation mode of the vehicle 1 can be performed.

  Further, it is determined whether or not the acceleration request can be accepted according to the determined operation mode. Thereby, the control according to the conveyance method (usage method of the vehicle 1) of the conveyance target object assumed in each operation mode of the vehicle 1 can be performed. In the embodiment, the acceleration request can be accepted only in the second operation mode in which it is assumed that the occupant seated on the seats 15R and 15L kicks the floor with the foot and accelerates the vehicle 1. On the other hand, in an operation mode other than the second operation mode, an acceleration request is not accepted, so that even if an external force is applied to the vehicle 1, the vehicle 1 is not subjected to unintentional acceleration by an occupant or the like.

  Moreover, since the operation mode of the vehicle 1 is determined according to the folding state of the seats 15R and 15L and the steps 15R and 15L, the operation mode of the vehicle 1 can be easily determined.

  In addition, when the operation mode changes, the second gain adjustment parameter Kr2 is set to smoothly switch between the operation modes without rapidly switching to the base body tilt angle target value θb_x_obj corresponding to the changed operation mode. Therefore, the operation of the vehicle 1 does not change abruptly.

  Here, the correspondence between the vehicle 1 of the present embodiment and the present invention will be supplemented.

  The present embodiment is an embodiment of the first invention. And in this embodiment, a passenger | crew and a load correspond to the conveyance object in this invention, and sheet | seat 15R, 15L and step 15R, 15L correspond to the load receiving part in this invention.

  Further, the folding sensors 57 and 58 correspond to the receiving portion state detecting means in the present invention.

  Further, the operation mode determination means in the present invention is realized by the processing of STEP 4 in FIG.

  Further, the moving operation unit control means in the present invention is realized by the processing of STEP 6 in FIG. 8 executed by the control unit 50. The control operation amount determination means in the present invention is realized by the arithmetic processing of the expressions 07x and 07y executed by the attitude control arithmetic unit 80. The virtual wheel rotation angular acceleration command ωwdot_xy_cmd corresponds to the control operation amount in the present invention.

  Further, the tilt angle θb_xy of the base body 9 corresponds to the tilt angle of the tilting body in the present invention, the base body tilt angle target value θb_xy_obj corresponds to the target tilt angle in the present invention, and the base body tilt angle measurement value θb_xy is measured by the tilt sensor 52. It is measured and corresponds to the actual tilt angle of the tilting body. The deviation θbe_xy_s corresponds to the tilt angle deviation in the present invention, the first gain coefficient K1_xy corresponds to the first gain coefficient in the present invention, and the first operation amount component u1_xy corresponds to the first operation component in the present invention.

Further, the vehicle system center-of-gravity point corresponds to a predetermined representative point of the vehicle in the present invention, and the control target center-of-gravity speed Vb_xy_mdfd corresponding to the target value of the moving speed of the vehicle system center-of-gravity point corresponds to the target speed in the present invention. The center-of-gravity speed Vb_xy is calculated by the center-of-gravity speed calculation unit 72 and corresponds to the actual moving speed of the representative point of the vehicle of the present invention. The speed deviation Ve_xy_s corresponds to the speed deviation in the present invention, the third gain coefficient K3_xy corresponds to the second gain coefficient in the present invention, and the third manipulated variable component u2_xy corresponds to the second operating component in the present invention.
To do.

  Next, some modifications relating to the embodiment described above will be described.

  In the above-described embodiment, the inverted pendulum type vehicle 1 in which an occupant is the object to be transported has been described as an example. However, a load other than the occupant is the object to be transported, and the mounting portion of the object to be transported is the seat 15R, 15L. You may make it prepare instead of.

  Moreover, in the said embodiment, although the vehicle 1 of the structure shown in FIGS. 1-4 was illustrated, the inverted pendulum type vehicle 1 in this invention is not restricted to the vehicle illustrated in this embodiment.

  Specifically, the load receiving portion of the vehicle 1 of the present embodiment is a foldable seat 15R, 15L and steps 25R, 25L. For example, only one of the seat 15R, 15L or steps 25R, 25L exists. Alternatively, only one of them may be foldable. Furthermore, the load receiving portion is not limited to the seats 15R and 15L and the steps 25R and 25L, and may be other components. For example, the hook 17, the handle, and the backrest that can be folded may be used as the load receiving portion. Furthermore, the load receiving portion is not limited to one configured to be foldable, and may be configured to be detachable or storable.

  Moreover, although the wheel body 5 as a moving operation part of the vehicle 1 of the present embodiment has an integral structure, for example, it may have a structure as described in FIG. . 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.

  Further, the moving operation unit may have a crawler-like structure as described in FIG.

  Alternatively, for example, as described in FIG. 6 of Patent Document 2, FIG. 8 of Patent Document 3, or FIG. 1 of Patent Document 1, the moving operation unit is configured by a sphere, and the sphere is connected to 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 the said embodiment, although the vehicle 1 provided with seat 15R, 15L as a boarding part of a passenger | crew was illustrated, as shown in FIG. 10 of patent document 3, for example, the passenger | crew has an inverted pendulum type vehicle in this invention. The vehicle may have a structure in which a step of placing both feet and a portion gripped by an occupant standing on the step are assembled to the base.

  As described above, the present invention can be applied to inverted pendulum type vehicles having various structures as seen in Patent Documents 1 to 3 and the like.

  Furthermore, the inverted pendulum type vehicle according to the present invention may include a plurality of moving operation units (for example, two in the left-right direction, two in the front-rear direction, or three or more).

  Further, the moving operation unit does not have to be movable in all directions, and may be movable only in one direction. In this case, the carrying part of the object to be transported only needs to be assembled to the base body so as to be tiltable only around one axis. For example, instead of the wheel body 5 in the above-described embodiment, a moving operation that can be moved only in the X-axis direction (the occupant's front-rear direction) and cannot tilt (or is difficult to tilt) in the direction around the X-axis. (For example, the vehicle 1 may include a moving operation unit in which a plurality of wheels that are rotatable only around an axis in the Y-axis direction are coaxially arranged in the Y-axis direction. The mounting portion may be tiltable only about the axis in the Y-axis direction, and the moving operation unit may move in the X-axis direction in accordance with the tilting.

  In the inverted pendulum type vehicle according to the present invention, it is not essential that the base body tilts together with the tilting body. For example, in the case of having a plurality of moving operation units, the base body to which these moving operation units are assembled is prevented from tilting with respect to the floor surface, and the tilting body is tiltably assembled with respect to the base body. Also good.

  DESCRIPTION OF SYMBOLS 1 ... Inverted pendulum type vehicle, 3 ... Tilting body, 5 ... Wheel body (moving operation part), 7 ... Actuator apparatus, 9 ... Base | substrate, 15R, 15L ... Sheet | seat (load receiving part), 25R, 25L ... Step (Load receiving) Part), 57 ... first folding sensor (receiving part state detecting means), 58 ... second folding sensor (receiving part state detecting means), 80 ... posture control calculating part (control operation amount determining means), STEP 3 ... operation mode Determination means, STEP7... Movement operation unit control means.

Claims (4)

A moving operation unit movable on the floor surface, an actuator device for driving the moving operation unit, a base body on which the moving operation unit and the actuator device are assembled, and provided on the base body and tiltable in the vertical direction An inverted pendulum type vehicle comprising a tilting body, and a load receiving portion assembled to the base body or the tilting body so as to be able to switch between a state where the load of the object to be transported can be received and a state where the load cannot be received.
Receiving portion state detecting means for generating an output indicating whether the load receiving portion is in a state where it can receive the load of the object to be transported or not, and
An operation mode determining means for determining an operation mode of the vehicle according to an output of the receiving portion state detecting means;
The control characteristic parameter of the moving operation unit is determined according to at least the operation mode determined by the operation mode determining means, and the driving force applied from the actuator device to the moving operation unit is defined using the determined control characteristic parameter A control operation amount determining means for determining a control operation amount to be performed;
An inverted pendulum type vehicle comprising: a moving operation control unit that controls the moving operation of the moving operation unit via the actuator device in accordance with the control operation amount determined by the control operation amount determining unit. . The inverted pendulum type vehicle according to claim 1,
The control operation amount determination means includes at least a first operation component obtained by multiplying a tilt angle deviation, which is a deviation between a target tilt angle of the tilting body and an actual tilt angle of the tilting body, by a first gain coefficient. An operation mode that is determined by the operation mode determination unit by using at least one of the target inclination angle and the first gain coefficient as a control characteristic parameter to determine the control operation amount so as to approach 0 ″. An inverted pendulum type vehicle characterized by being determined according to The inverted pendulum type vehicle according to claim 1,
The control operation amount determination means includes at least a first operation component obtained by multiplying a tilt angle deviation, which is a deviation between a target tilt angle of the tilting body and an actual tilt angle of the tilting body, by a first gain coefficient. A speed deviation that is a deviation between a target speed that is a speed target value of a predetermined representative point of the vehicle and an actual moving speed of the representative point is multiplied by a second gain coefficient so as to approach 0 ″. 2 means for determining the control operation amount so as to bring the two operation components close to “0”, wherein at least one of the target inclination angle, the speed deviation, the first gain coefficient, and the second gain coefficient Is determined according to the operation mode determined by the operation mode determination means as a control characteristic parameter. The inverted pendulum type vehicle according to any one of claims 1 to 3,
An inverted pendulum type vehicle characterized in that when the operation mode determination means changes the operation mode, the control operation amount determination means gradually changes the control characteristic parameter.

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