JP5535853B2 - Omnidirectional moving body operating system and omnidirectional moving body operating method - Google Patents

Description

  The present invention relates to an omnidirectional mobile body operating system and an omnidirectional mobile body operating method.

  When operating an inverted pendulum type vehicle, an operating device is attached to the inverted pendulum type vehicle, and is configured to operate in accordance with an input to the operating device by a passenger (for example, see Patent Document 1).

Japanese Patent No. 3070015

  In the technique of Patent Document 1, since an operator gets on an inverted pendulum type vehicle and performs an operation with a joystick provided on a frame of the inverted pendulum type vehicle, the operation direction of the joystick and the direction in which the inverted pendulum type vehicle is desired to move are relatively The relationship does not always change and the operation is easy. However, when operating an omnidirectional mobile body such as an inverted pendulum type vehicle without boarding, if the relative relationship between the direction of travel indicated by the remote controller and the direction in which the omnidirectional mobile body is to be moved is fixed, the operator The direction to be indicated must be changed according to the direction that the user wants to proceed and the current direction of the omnidirectional mobile body. In the case of remotely operating a vehicle with a clear distinction between front and rear, the operator can easily associate the direction in which the vehicle is to be moved with the traveling direction instructed by the remote controller to move the vehicle in that direction. it can. However, since an omnidirectional mobile body can move forward, backward, left and right without turning, it is difficult to determine which direction is currently forward, especially when the appearance is not clear. Is remarkable. Therefore, the operator cannot easily associate the direction in which he / she wants to move the omnidirectional mobile body with the direction instructed by the remote controller in order to move the omnidirectional mobile body in that direction, and the operation takes time. .

  The present invention has been made in view of such circumstances, and provides an omnidirectional mobile body operation system and an omnidirectional mobile body operation method that can easily and remotely operate an omnidirectional mobile body using an operating device. There is to do.

In order to solve the above problem, an invention described in claim 1 is directed to an omnidirectional mobile body (for example, an omnidirectional mobile vehicle 500 according to an embodiment) and the omnidirectional mobile body in communication with the omnidirectional mobile body. An omnidirectional mobile body operating system including an operating device to be operated (for example, the operating device 400 according to the embodiment), wherein the operating device includes a direction based on a reference direction based on a posture of the operating device, An operation unit reference position indicating a reference position for operating the omnidirectional moving body, an input unit for causing the user to input the distance from the omnidirectional mobile unit, and an operation amount related to the movement of the base included in the omnidirectional mobile body in polar coordinate system with its origin, and transmits the operation amount generating unit for outputting an operation amount representing the target position (e.g., operation of the embodiment unit 404), the operation amount of the operation amount generating unit has output Misao An omnidirectional moving body is connected to the base body (for example, the base body 9 according to the embodiment) and the base body, and the base body is connected to the entire travel surface. A moving unit that can be driven in a direction (for example, the moving operation unit 5 and the actuator device 7 according to the embodiment) and an operation amount receiving unit that receives the operation amount transmitted by the operation amount transmitting unit (for example, reception according to the embodiment) Unit 502) and a movement control unit that controls the moving unit using the operation amount received by the operation amount receiving unit (for example, a vehicle target speed calculation unit 504, a wheel speed command calculation unit 505, a wheel drive according to the embodiment) part 506) and wherein the omnidirectional mobile operating system, detecting unit for detecting the relative positional relationship between the omnidirectional body and the operating body reference position (e.g., operating system search according to the embodiment 402, a vehicle detection unit 501), and the operation amount is up to a target position represented in a coordinate system with the operation body reference position as an origin with respect to the relative positional relationship detected by the detection unit. It is an omnidirectional mobile body operation system characterized by showing movement of
Thereby, when the operator operates the movement of the omnidirectional mobile body by an operating device such as a remote controller, the relative positional relationship (vehicle position) of the omnidirectional mobile vehicle with respect to the operating body reference position is acquired, and this acquisition is performed. According to the relative positional relationship, the target position by the operating device can be converted to the same polar coordinate system as the vehicle position, and the moving direction and speed of the omnidirectional vehicle can be determined.

The invention described in claim 2 is the omnidirectional mobile object operating system according to claim 1 , wherein the detection unit is present in the polar coordinate system having the operating object reference position as an origin. The position is detected as the relative positional relationship.
Thus, when the movement control unit generates a target movement speed vector for driving the omnidirectional mobile body from the operation amount output by the operation amount unit based on the operation by the operator, the target position and the vehicle position by the operation device are generated. Can be converted to the same polar coordinate system to determine the direction and speed of movement of the omnidirectional vehicle.

The invention described in claim 3 includes an omnidirectional mobile body (for example, an omnidirectional mobile vehicle 500 according to the embodiment) and an operation device (for example, an implementation) that communicates with the omnidirectional mobile body and operates the omnidirectional mobile body. An omnidirectional mobile body operation system comprising: an operation device 400) according to a form, wherein the operation device uses a direction based on a reference direction based on a posture of the operation device and a distance from the own device as a user. an input unit for inputting to said as the operation amount related to the movement of the omnidirectional moving body comprises a substrate, a distance of the the operating body reference position indicates a reference position for operating the omnidirectional mobile said omni-directional mobile An operation amount generating unit (for example, outputting a first operation amount for operation and a second operation amount for operating the direction of the omnidirectional mobile body with reference to a reference direction based on the attitude of the operation device (for example, Embodiment And an operation amount transmission unit (for example, the transmission unit 406 according to the embodiment) that transmits the first operation amount and the second operation amount output from the operation amount generation unit, and the omnidirectional operation unit 404). The moving body includes a base body (for example, the base body 9 according to the embodiment) and a moving unit that is connected to the base body and can drive the base body in all directions on the traveling surface (for example, the moving operation unit 5 according to the embodiment, the actuator). Device 7), an operation amount receiving unit (for example, receiving unit 502 according to the embodiment) that receives the first operation amount and the second operation amount transmitted by the operation amount transmitting unit, and the first operation amount based on the first operation amount. Movement for controlling the moving unit to change the distance between the operating body reference position and the omnidirectional moving body and to rotate the omnidirectional moving body around the operating body reference position based on the second operation amount Control unit (example For example, the vehicle target speed calculation unit 504, the wheel speed command calculation unit 505, and the wheel drive unit 506) according to the embodiment are provided, and the omnidirectional mobile body operation system includes the operation body reference position and the omnidirectional mobile body. It further includes a detection unit (for example, the operation device detection unit 402 and the vehicle detection unit 501 according to the embodiment) that detects a relative positional relationship, and the operation amount is relative to the relative positional relationship detected by the detection unit. The omnidirectional mobile object operating system is characterized by showing movement to a target position represented in a coordinate system having the operating object reference position as an origin.
Thereby, the movement control unit moves to the target position in the polar coordinate system when generating the target moving speed vector for driving the omnidirectional moving body from the operation amount output by the operation amount unit based on the operation by the operator. Since the direction is calculated in the polar coordinate system, it can be controlled to rotate around the operating body reference position.

According to a fourth aspect of the present invention, there is provided an omnidirectional mobile body operating system comprising an omnidirectional mobile body and an operating device that communicates with the omnidirectional mobile body and operates the omnidirectional mobile body. An omnidirectional moving body operating method for operating, wherein the operating device causes a user to input a direction based on a reference direction based on a posture of the operating device and a distance from the device, and the input is performed. In a polar coordinate system having an operation body reference position indicating the reference position for operating the omnidirectional mobile body as an origin, the operation amount related to the movement of the base provided in the omnidirectional mobile body based on the direction and distance outputting an operation amount representing the position (e.g., step S1005 according to the embodiment), and sends the manipulated variable the omnidirectionally mobile (e.g., step S1015 according to the embodiment), the omni-directional However, the operation amount is received from the operation device (for example, step S1020 according to the embodiment), and the relative position between the operation body reference position indicating the reference position for operating the omnidirectional movement body and the omnidirectional movement body. The operation amount indicating a movement to a target position represented in a coordinate system having the operating body reference position as an origin with respect to the detected relative positional relationship, for example, detecting a relationship (step S1025 according to the embodiment). The omnidirectional mobile object operating method is characterized in that the base is driven and controlled in all directions on the traveling surface (for example, steps S1030, S1035, and S1040 according to the embodiment).
Thereby, when the operator operates the movement of the omnidirectional mobile body by an operating device such as a remote controller, the relative positional relationship (vehicle position) of the omnidirectional mobile vehicle with respect to the operating body reference position is acquired, and this acquisition is performed. According to the relative positional relationship, the target position by the operating device can be converted to the same polar coordinate system as the vehicle position, and the moving direction and speed of the omnidirectional vehicle can be determined.

According to the first aspect of the present invention, when the operator operates the movement of the omnidirectional mobile body with an operating device such as a remote controller, the relative positional relationship of the omnidirectional mobile vehicle with respect to the operating body reference position (vehicle Position) is acquired, and the target position by the operating device is converted into the same polar coordinate system as the vehicle position in accordance with the acquired relative positional relationship, so that the moving direction and speed of the omnidirectional vehicle can be determined. For this reason, it is not necessary to change the operation of the operating device when instructing the traveling direction depending on the direction of the omnidirectional mobile body. Therefore, the operator can remotely control the omnidirectional moving body by a simple operation using the operating device. Further, when the movement control unit generates a target movement speed vector for driving the omnidirectional mobile body from the operation amount output by the operation amount unit based on the operation by the operator, the operation amount given to the operation amount generation unit Accordingly, the direction and distance of the target position with respect to the operating tool reference position are determined. Therefore, it can be easily determined using the azimuth angle θ_des and the distance r_des representing the target position in polar coordinates.

  According to the invention described in claim 3, when the movement control unit generates the target movement speed vector for driving the omnidirectional mobile body from the operation amount output by the operation amount unit based on the operation by the operator, By converting the target position by the operating device and the vehicle position into the same polar coordinate system, the moving direction and speed of the omnidirectional vehicle can be determined. For this reason, the moving direction and speed of the omnidirectional moving vehicle can be easily determined using the azimuth angle θ_act and the distance r_act representing the vehicle position in polar coordinates and the azimuth angle θ_des and the distance r_des representing the target position.

  According to the invention described in claim 4, when the movement control unit generates the target movement speed vector for driving the omnidirectional mobile body from the operation amount output by the operation amount unit based on the operation by the operator, Since the movement direction to the target position in the polar coordinate system is calculated in the polar coordinate system, it can be controlled to rotate around the operating body reference position. For this reason, the omnidirectional moving body can be moved so as to rotate around the operator as viewed from the operator.

The front view of an omnidirectional vehicle. The side view of an omnidirectional vehicle. The figure which expands and shows the lower part of an omnidirectional mobile vehicle. The perspective view of the lower part of an omnidirectional vehicle. The perspective view of the movement operation part (wheel body) of an omnidirectional vehicle. The figure which shows the arrangement | positioning relationship between the movement operation part (wheel body) of a omnidirectional vehicle, and a free roller. The flowchart which shows the process of the control unit of an omnidirectional mobile vehicle. The figure which shows the inverted pendulum model expressing the dynamic behavior of the omnidirectional vehicle. FIG. 8 is a block diagram showing processing functions related to the processing in step S9 of FIG. The block diagram which shows the processing function of the gain adjustment part shown in FIG. The block diagram which shows the processing function of the limit process part (or limit process part shown in FIG. 12) 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 process of step S23 of FIG. The flowchart which shows the subroutine process of step S23-5 of FIG. The flowchart which shows the subroutine process of step S23-5 of FIG. The flowchart which shows the subroutine process of step S23-6 of FIG. The flowchart which shows the subroutine process of step S24 of FIG. The flowchart which shows the subroutine process of step S25 of FIG. The flowchart which shows the subroutine process of step S25 of FIG. 1 is a top view of an omnidirectional vehicle operating system according to a first embodiment of the present invention. The figure which shows an example of the operation part by the embodiment. The block diagram which shows the structure of the omnidirectional mobile vehicle operation system by the same embodiment. The block diagram which shows the detailed structure of the vehicle target speed calculation part by the embodiment. The flowchart which shows the process of the omnidirectional mobile vehicle operation system by the embodiment.

[Description of basic configuration and operation of omnidirectional vehicle to which the present invention is applied]
First, the basic configuration and operation of an omnidirectional vehicle to which the present invention is applied will be described below. An omnidirectional mobile vehicle operation system (omnidirectional mobile body operation system) of the present invention includes an operation device and an omnidirectional mobile vehicle (omnidirectional mobile body) that moves according to control from the operation device. The omnidirectional vehicle constituting the operation system has a basic configuration of the omnidirectional vehicle 1 shown in FIG. 1 and a configuration for performing control by the operation device.

FIG. 1 is a diagram showing a basic configuration of an omnidirectional vehicle, and is a diagram showing a configuration of an omnidirectional vehicle that is not controlled by the operating device of the omnidirectional vehicle operation system of the present invention. First, the structure of the omnidirectional vehicle 1 will be described with reference to FIGS.
As shown in FIGS. 1 and 2, the omnidirectional mobile vehicle 1 is equipped with an occupant (driver) boarding unit 3 and all directions on the floor surface 2 including the front-rear direction and the left-right direction while touching the floor surface. A moving operation unit 5 movable in all directions), an actuator device 7 for applying power for driving the moving operation unit 5 to the moving operation unit 5, the riding unit 3, the moving operation unit 5 and And a base 9 on which the actuator device 7 is assembled.

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

The base 9 includes a lower frame 11 in which the moving operation unit 5 and the actuator device 7 are assembled, and a support frame 13 extending upward from the upper end of the lower frame 11.
A seat frame 15 projecting forward from the column frame 13 is fixed to the upper portion of the column frame 13. A seat 3 on which an occupant sits is mounted on the seat frame 15. This seat 3 is a passenger's boarding part. Therefore, the omnidirectional vehicle 1 (hereinafter simply referred to as the vehicle 1) moves on the floor surface with the occupant seated on the seat 3.

Further, on the left and right sides of the seat 3, grips 17R and 17L are disposed for the passengers seated on the seat 3 to grip as necessary. These grips 17R and 17L are respectively provided to the support frame 13 (or the seat frame 15). It is being fixed to the front-end | tip part of bracket 19R, 19L extended from.
The lower frame 11 includes a pair of cover members 21R and 21L arranged so as to face each other in a bifurcated manner with a space in the left-right direction. The upper end portions (bifurcated branch portions) of these cover members 21R and 21L are connected via a hinge shaft 23 having a longitudinal axis, and one of the cover members 21R and 21L is hinged relative to the other. It can swing around the shaft 23. In this case, the cover members 21R and 21L are urged by a spring (not shown) in a direction in which the lower end side (the bifurcated tip side) of the cover members 21R and 21L is narrowed.
Further, on each outer surface portion of the cover members 21R and 21L, a step 25R for placing the right foot of the occupant seated on the seat 3 and a step 25L for placing the left foot are respectively projected so as to protrude rightward and leftward. Yes.

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

  The moving operation unit 5 is a wheel body formed in an annular shape from a rubber-like elastic material, and has a substantially circular cross-sectional shape. Due to its elastic deformation, the moving operation unit 5 (hereinafter referred to as the wheel body 5) has a circular cross section center C1 (more specifically, a circular cross section center C1 as shown by an arrow Y1 in FIGS. 5 and 6). 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.
The wheel body 5 rotates around the axis C2 of the wheel body 5 as shown by an arrow Y2 in FIG. 5 (operation to rotate on the floor surface) by driving by the actuator device 7 (details will be described later). And an operation of rotating around the cross-sectional center C1 of the wheel body 5 can be performed. As a result, the wheel body 5 can move in all directions on the floor surface by a combined operation of these rotational operations.

The actuator device 7 includes a rotating member 27R and a free roller 29R interposed between the wheel body 5 and the right cover member 21R, and a rotating member interposed between the wheel body 5 and the left cover member 17L. 27L and a free roller 29L, an electric motor 31R as an actuator disposed above the rotating member 27R and the free roller 29R, and an electric motor 31L as an actuator disposed above the rotating member 27L and the free roller 29L. .
The electric motors 31R and 31L have their 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 the support frame 13.

The rotating member 27R is rotatably supported by the cover member 21R via a support shaft 33R having a horizontal axis. Similarly, the rotation member 27L is rotatably supported by the cover member 21L via a support shaft 33L having a horizontal axis. In this case, the rotation axis of the rotation member 27R (axis of the support shaft 33R) and the rotation axis of the rotation member 27L (axis of the support shaft 33L) are coaxial.
The rotating members 27R and 27L are connected to the output shafts of the electric motors 31R and 31L via power transmission mechanisms including functions as speed reducers, respectively, and the power (torque) transmitted from the electric motors 31R and 31L, respectively. It is rotationally driven by. Each power transmission mechanism is of a pulley-belt type, for example. That is, as shown in FIG. 3, the rotating member 27R is connected to the output shaft of the electric motor 31R via the pulley 35R and the belt 37R. Similarly, the rotating member 27L is connected to the output shaft of the electric motor 31L via a pulley 35L and a belt 37L.

  The power transmission mechanism 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 taper outer peripheral surface 39L via the bracket 41L, and is rotatably supported by the bracket 41L.

The wheel body 5 is disposed coaxially with the rotating members 27R and 27L so as to be sandwiched between the free roller 29R on the rotating member 27R side and the free roller 29L on the rotating member 27L side.
In this case, as shown in FIGS. 1 and 6, each of the free rollers 29 </ b> R and 29 </ b> L has the axis C <b> 3 inclined with respect to the axis C <b> 2 of the wheel body 5 and the diameter direction of the wheel body 5 (the wheel body 5. When viewed in the direction of the axis C2, it is arranged in a posture inclined with respect to the radial direction connecting the axis C2 and the free rollers 29R and 29L. In such a posture, the outer peripheral surfaces of the free rollers 29R and 29L are in pressure contact with the inner peripheral surface of the wheel body 5 in an oblique direction.
More generally speaking, the free roller 29R on the right side has a frictional force component in the direction around the axis C2 at the contact surface with the wheel body 5 when the rotating member 27R is driven to rotate around the axis C2. (The frictional force component in the tangential direction of the inner periphery of the wheel body 5) and the frictional force component in the direction around the cross-sectional center C1 of the wheel body 5 (the tangential frictional force component in the circular cross section) The wheel body 5 is pressed against the inner peripheral surface in such a posture that it can act on the wheel body 5. The same applies to the left free roller 29L.

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

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

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

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

  Since the moving operation of the wheel body 5 is performed as described above, 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.

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

  First, the general operation control of the vehicle 1 will be described. Basically, when an occupant seated on the seat 3 tilts the upper body (specifically, the total center of gravity of the occupant and the vehicle 1 together) When the upper body is tilted so as to move the position (position projected on the horizontal plane), the base body 9 tilts together with the sheet 3 to the side on which the upper body is tilted. At this time, the moving operation of the wheel body 5 is controlled so that the vehicle 1 moves to the side on which the base body 9 is inclined. For example, when the occupant tilts the upper body forward and, as a result, tilts the base body 9 together with the seat 3, the movement operation of the wheel body 5 is controlled so that the vehicle 1 moves forward.

  That is, in the vehicle 1 shown in FIG. 1, an operation in which the occupant moves the upper body and, as a result, tilts the base body 9 together with the seat 3 is one basic steering operation (operation request for the vehicle 1) with respect to the vehicle 1. The moving operation of the wheel body 5 is controlled via the actuator device 7 in accordance with the steering operation.

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

  Therefore, in the vehicle 1, the center of gravity of the occupant and the entire vehicle 1 is positioned almost directly above the center point of the wheel body 5 (center point on the axis C <b> 2). The wheel body 5 is moved so that the posture of the base body 9 in a state of being positioned almost directly above the ground contact surface of the body 5 is a target posture, and basically the actual posture of the base body 9 is converged to the target posture. Operation is controlled.

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

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

  In the vehicle 1, in order to control the operation of the vehicle 1 as described above, as shown in FIG. 1 and FIG. 2, a control constituted by an electronic circuit unit including a microcomputer and drive circuit units of the electric motors 31R and 31L, etc. Whether the occupant is in the vehicle 50, the inclination sensor 52 for measuring the inclination angle θb of the predetermined portion of the base body 9 with respect to the vertical direction (gravity direction) and the rate of change (= dθb / dt), and the vehicle 1 Load sensors 54 for detecting whether or not, and rotary encoders 56R and 56L as angle sensors for detecting the rotation angles and rotation angular velocities of the output shafts of the electric motors 31R and 31L, respectively. It is installed.

  In this case, the control unit 50 and the inclination sensor 52 are attached to the column frame 13 in a state of being accommodated in the column frame 13 of the base body 9, for example. The load sensor 54 is built in the seat 3. The rotary encoders 56R and 56L are provided integrally with the electric motors 31R and 31L, respectively. The rotary encoders 56R and 56L may be attached to the rotating members 27R and 27L, respectively.

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

In the description of the vehicle 1, 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 the motion state quantity is related. For variables such as coefficients, when each component is indicated separately, a subscript “_x” or “_y” is added to the reference numerals of the variables.
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 load sensor 54 is built in the seat 3 so as to receive a load due to the weight of the occupant when the occupant sits on the seat 3, and outputs a detection signal corresponding to the load to the control unit 50. Then, the control unit 50 determines whether or not an occupant is on the vehicle 1 based on the measured load value indicated by the output of the load sensor 54.
Instead of the load sensor 54, for example, a switch type sensor that is turned on when an occupant sits on the seat 3 may be used.

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

  The 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 the vehicle 1, for the sake of convenience, the rotational angular velocity of the electric motor 31R means the rotational angular velocity of the rotating member 27R. Similarly, the rotational angular velocity of the electric motor 31L means the rotational angular velocity of the rotating member 27L.

Hereinafter, the control process of the control unit 50 will be described in more detail.
The control unit 50 executes the process (main routine process) shown in the flowchart of FIG. 7 at a predetermined control process cycle.

First, in step S <b> 1, the control unit 50 acquires the output of the tilt sensor 52.
Next, the process proceeds to step S2, and the control unit 50 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, after acquiring the output of the load sensor 54 in step S3, the control unit 50 executes the determination process in step S4. In this determination process, the control unit 50 determines whether or not an occupant is on the vehicle 1 depending on whether or not the load measurement value indicated by the acquired output of the load sensor 54 is larger than a predetermined value set in advance ( Whether or not an occupant is seated on the seat 3).

  If the determination result in step S4 is affirmative, the control unit 50 sets a target value θb_xy_obj for the base body tilt angle θb, and constant parameters for controlling the operation of the vehicle 1 (basic values for various gains). Etc.) are set in steps S5 and S6, respectively.

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

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

On the other hand, if the determination result in step S4 is negative, the control unit 50 sets the target parameter θb_xy_obj of the base body tilt angle θb_xy and sets the constant parameter value for controlling the operation of the vehicle 1. Are executed in steps S7 and S8.
In step S7, the control unit 50 sets a predetermined target value for the independent mode as the target value θb_xy_obj of the inclination angle θb.

  Here, the “self-supporting mode” means an operation mode of the vehicle 1 when no occupant is on the vehicle 1. The target value θb_xy_obj for the self-supporting mode is an inclination sensor in the posture of the base body 9 in which the center of gravity point of the vehicle 1 (hereinafter referred to as the vehicle center of gravity point) is located almost directly above the ground contact surface of the wheel body 5. It is set in advance so as to coincide with or substantially coincide with the measured value θb_xy_s of the base body tilt angle θb measured based on the output of 52. The target value θb_xy_obj for the self-supporting mode is generally different from the target value θb_xy_obj for the boarding mode.

In step S <b> 8, the control unit 50 sets a predetermined value for the independent mode as a constant parameter value for controlling the operation of the vehicle 1. The value of the constant parameter for the independent mode is different from the value of the constant parameter for the boarding mode.
The difference in the value of the constant parameter between the boarding mode and the independent mode is due to the difference in the height of the center of gravity, the overall mass, etc. in each mode, and the response of the operation of the vehicle 1 to the control input. This is because the characteristics are different from each other.

  Through the processes in steps S4 to S8 described above, the target value θb_xy_obj of the base body tilt angle θb_xy and the value of the constant parameter are set individually for each operation mode of the boarding mode and the independent mode.

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

  After executing the processing of steps S5 and S6 or the processing of steps S7 and 8 as described above, the control unit 50 next executes the vehicle control calculation processing in step S9, thereby causing the electric motors 31R and 31L, respectively. Determine the speed command. Details of this vehicle control calculation processing will be described later.

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

Next, details of the vehicle control calculation process in step S9 will be described.
In the following description, the vehicle / occupant overall center-of-gravity point in the boarding mode and the vehicle single body center-of-gravity point in the autonomous mode are collectively referred to as a vehicle system center-of-gravity point. When the operation mode of the vehicle 1 is the boarding mode, the vehicle system center-of-gravity point means the vehicle / occupant overall center-of-gravity point, and when it is in the self-supporting mode, it means the vehicle single body center-of-gravity point.

In the following description, regarding the value (value to be updated) determined by the control unit 50 in each control processing cycle, the value determined in the current (latest) control processing cycle is the current value, and the control processing immediately before that The value determined by the cycle may be referred to as the previous value. A value not particularly different from the current value and the previous value means the current value.
Further, regarding the speed and acceleration in the X-axis direction, the forward direction is a positive direction, and regarding the speed and acceleration in the Y-axis direction, the left direction is a positive direction.

  The dynamic behavior of the vehicle system center-of-gravity point (specifically, the behavior seen by projecting from the Y-axis direction onto the plane orthogonal to this (XZ plane) and the plane orthogonal to this from the X-axis direction (YZ The vehicle control calculation in step S9 assumes that the behavior projected on the plane) is approximately expressed by the behavior of the inverted pendulum model (the dynamic behavior of the inverted pendulum) as shown in FIG. Processing is performed.

In FIG. 8, reference numerals without parentheses are reference numerals corresponding to the inverted pendulum model viewed from the Y-axis direction, and reference numerals with parentheses refer to the inverted pendulum model viewed from the X-axis direction. Corresponding reference sign.
In this case, the inverted pendulum model expressing the behavior seen from the Y-axis direction has a mass point 60_x located at the center of gravity of the vehicle system and a rotation axis 62a_x parallel to the Y-axis direction. Wheel 62_x (hereinafter referred to as virtual wheel 62_x). The mass point 60_x is supported by the rotation shaft 62a_x of the virtual wheel 62_x via the linear rod 64_x, and can swing around the rotation shaft 62a_x with the rotation shaft 62a_x as a fulcrum.

  In this inverted pendulum model, the motion of the mass point 60_x corresponds to the motion of the vehicle system center of gravity as viewed from the Y-axis direction. Further, the inclination angle θbe_x of the rod 64_x with respect to the vertical direction coincides with the deviation θbe_x_s (= θb_x_s−θb_x_obj) between the measured base body tilt angle value θb_x_s and the base body tilt angle target value θb_x_obj in the direction around the Y axis. Further, the changing speed (= dθbe_x / dt) of the inclination angle θbe_x of the rod 64_x is set to coincide with the measured body inclination angular velocity θbdot_x_s in the direction around the Y axis. Further, the movement speed Vw_x (translation movement speed in the X-axis direction) of the virtual wheel 62_x is the same as the movement speed in the X-axis direction of the wheel body 5 of the vehicle 1.

  Similarly, an inverted pendulum model (refer to the reference numerals in parentheses in FIG. 8) expressing the behavior viewed from the X-axis direction includes a mass point 60_y located at the vehicle system center of gravity and a rotation axis 62a_y parallel to the X-axis direction. And virtual wheels 62_y (hereinafter referred to as virtual wheels 62_y) that can rotate on the floor surface. The mass point 60_y is supported by the rotation shaft 62a_y of the virtual wheel 62_y via a linear rod 64_y, and can swing around the rotation shaft 62a_y with the rotation shaft 62a_y as a fulcrum.

  In this inverted pendulum model, the motion of the mass point 60_y corresponds to the motion of the vehicle system center-of-gravity point viewed from the X-axis direction. In addition, the inclination angle θbe_y of the rod 64_y with respect to the vertical direction coincides with the deviation θbe_y_s (= θb_y_s−θb_y_obj) between the measured base body tilt angle value θb_y_s and the base body tilt angle target value θb_y_obj in the direction around the X axis. In addition, the change speed (= dθbe_y / dt) of the inclination angle θbe_y of the rod 64_y coincides with the measured base body inclination angular velocity θbdot_y_s in the direction around the X axis. Further, the moving speed Vw_y (translational moving speed in the Y-axis direction) of the virtual wheel 62_y is set to coincide with the moving speed in the Y-axis direction of the wheel body 5 of the vehicle 1.

The virtual wheels 62_x and 62_y are assumed to have predetermined radii of predetermined values Rw_x and Rw_y, respectively.
Further, the rotational angular velocities ωw_x and ωw_y of the virtual wheels 62_x and 62_y 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 = C · (ω_R−ω_L) / 2 …… Formula 01a
ωw_y = (ω_R + ω_L) / 2 …… Formula 01b

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

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

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 center of gravity of the vehicle system) are the rotational angular acceleration ωwdot_x of the virtual wheel 62_x and the rotational angular acceleration ωwdot_y of the virtual wheel 62_y, respectively. It is defined depending on.

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

  The vehicle control arithmetic processing in step S9 will be described schematically. 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 the vehicle system center of gravity. 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 motor operation amounts, are determined so as to correspond to the 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 ω_L_cmd are determined.

  The virtual wheel rotation angular acceleration commands ωwdot_x_cmd and ωwdot_y_cmd as motor operation amounts (control inputs) are determined by adding three motor operation amount components, as shown in equations 07x and 07y described later, respectively. .

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

  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.

  In FIG. 9, the reference numeral 84 indicates a delay element for inputting the virtual wheel rotation angular velocity command ωw_xy_cmd calculated by the attitude control calculation unit 80 for each control processing cycle. The delay element 84 outputs the previous value ωw_xy_cmd_p of the virtual wheel rotation angular velocity command ωw_xy_cmd in each control processing cycle.

In the vehicle control calculation process in step S9, the processes of the above-described respective processing units are executed as described below.
That is, the control unit 50 first executes the process of the deviation calculation unit 70 and the process of the gravity center speed calculation unit 72.

  The deviation calculation unit 70 receives the measured base body tilt angle value θb_xy_s (θb_x_s and θb_y_s) calculated in step S2 and the target values θb_xy_obj (θb_x_obj and θb_y_obj) set in step S5 or step S7. . Then, the deviation calculating unit 70 subtracts θb_x_obj from θb_x_s to calculate a measured body tilt angle deviation value θbe_x_s (= θb_x_s−θb_x_obj) around the Y axis, and subtracts θb_y_obj from θb_y_s to obtain X A base body tilt angle deviation measurement value θbe_y_s (= θb_y_s−θb_y_obj) in the direction around the axis is calculated.

  The process of the deviation calculation unit 70 may be performed before the vehicle control calculation process of step S9. For example, you may perform the process of the deviation calculating part 70 in the process of the said step S5 or 7.

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

Vb_x_s = Rw_x · ωw_x_cmd_p + h_x · θbdot_x_s ...... Formula 05x
Vb_y_s = Rw_y · ωw_y_cmd_p + h_y · θbdot_y_s …… Formula 05y

  In these expressions 05x and 05y, Rw_x and Rw_y are the respective radii of the virtual wheels 62_x and 62_y as described above, and these values are predetermined values set in advance. 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, the height of the vehicle system center-of-gravity point is maintained substantially constant. Therefore, predetermined values set in advance are used as the values of h_x and h_y, respectively. Supplementally, the heights h_x and h_y are included in the constant parameters whose values are set in step S6 or 8.

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

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

  Next, the control unit 50 executes the processing of the required center-of-gravity velocity generation unit 74 and the processing of the gain adjustment unit 78. In this case, the center-of-gravity speed estimation value Vb_xy_s (Vb_x_s and Vb_y_s) calculated by the center-of-gravity speed calculation unit 72 as described above is input to the required 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. When the operation mode of the vehicle 1 is the self-supporting mode, the required center-of-gravity speed generation unit 74 sets both the required center-of-gravity speeds V_x_aim and V_y_aim to “0”.

Further, the gain adjustment unit 78 determines the gain adjustment parameter Kr_xy (Kr_x and Kr_y) based on the input center-of-gravity velocity estimated value Vb_xy_s (Vb_x_s and Vb_y_s).
The processing of the gain adjusting unit 78 will be described below with reference to FIGS.

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

  The processing of the limit processing unit 86 will be described in more detail with reference to FIG. Note that the reference numerals in parentheses in FIG. 11 indicate processing of the limit processing unit 104 of the gravity center speed limiting unit 76 described later, and may be ignored in the description of the processing of the limit processing unit 86.

  First, the limit processing unit 86 inputs the center-of-gravity velocity estimated values Vb_x_s and Vb_y_s to the processing units 86a_x and 86a_y, respectively. The processing unit 86a_x divides Vb_x_s by the radius Rw_x of the virtual wheel 62_x to calculate the rotational angular velocity ωw_x_s of the virtual wheel 62_x when it is assumed that the moving speed in the X-axis direction of the virtual wheel 62_x matches Vb_x_s. . Similarly, the processing unit 86a_y calculates the rotational angular velocity ωw_y_s (= Vb_y_s / Rw_y) of the virtual wheel 62_y when it is assumed that the moving speed of the virtual wheel 62_y in the Y-axis direction matches Vb_y_s.

  Next, the limit processing unit 86 converts the set of ωw_x_s and ωw_y_s into a set of the rotation angular velocity ω_R_s of the electric motor 31R and the rotation angular velocity ω_L_s of the electric motor 31L by the XY-RL conversion unit 86b.

  This conversion is performed by solving the simultaneous equations obtained by replacing ωw_x, ωw_y, ω_R, and ω_L in the equations 01a and 01b with ωw_x_s, ωw_y_s, ω_R_s, and ω_L_s, respectively, with ω_R_s and ω_L_s as unknowns.

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

  Similarly, when the limiter 86c_L is within the allowable range for the left motor having a predetermined upper limit value (> 0) and lower limit value (<0), the limiter 86c_L keeps ω_L_s as it is. Output as output value ω_L_lim1. Further, when ω_L_s deviates from the left motor allowable range, the limiter 86c_L outputs the boundary value closer to ω_L_s between the upper limit value and the lower limit value of the left motor allowable range as the output value ω_L_lim1. Output as. As a result, the output value ω_L_lim1 of the limiter 86c_L is limited to a value within the left motor allowable range.

  The allowable range for the right motor is set so that the rotational angular velocity (absolute value) of the right electric motor 31R does not become too high, and in turn prevents the maximum value of torque that can be output by the electric motor 31R from decreasing. Tolerance. The same applies to the allowable range for the left motor.

  Next, the limit processing unit 86 converts the set of output values ω_R_lim1 and ω_L_lim1 of the limiters 86c_R and 86c_L into sets of rotational angular velocities ωw_x_lim1 and ωw_y_lim1 of the virtual wheels 62_x and 62_y by the RL-XY conversion unit 86d. .

  This conversion is a reverse conversion process of the conversion process of the XY-RL conversion unit 86b. This processing is performed by solving simultaneous equations obtained by replacing ωw_x, ωw_y, ω_R, and ω_L in the equations 01a and 01b with ωw_x_lim1, ωw_y_lim1, ω_R_lim1, and ω_L_lim1 as ωw_x_lim1 and ωw_y_lim1.

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

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

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

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

  Returning to the description of FIG. 10, the gain adjustment unit 78 next executes the processing of the calculation units 88_x and 88_y. The calculation unit 88_x receives the estimated center-of-gravity velocity value Vb_x_s in the X-axis direction and the output value Vw_x_lim1 of the limit processing unit 86. Then, the calculation unit 88_x calculates and outputs a value Vover_x obtained by subtracting Vb_x_s from Vw_x_lim1. Further, the Y-axis direction center of gravity velocity estimated value Vb_y_s and the output value Vw_y_lim1 of the limit processing unit 86 are input to the arithmetic unit 88_y. The computing unit 88_y calculates and outputs a value Vover_y obtained by subtracting Vb_y_s from Vw_y_lim1.

  In this case, if the output values Vw_x_lim1 and Vw_y_lim1 are not forcibly limited by the limit processing unit 86, Vw_x_lim1 = Vb_x_s and Vw_y_lim1 = Vb_y_s, and thus the output values Vover_x of the arithmetic units 88_x and 88_y, respectively. , Vover_y is “0”.

  On the other hand, when the output values Vw_x_lim1 and Vw_y_lim1 of the limit processing unit 86 are generated by forcibly limiting the input values Vb_x_s and Vb_y_s, the correction amount (= Vw_x_lim1−Vb_x_s) of Vw_x_lim1 from Vb_x_s , And Vw_y_lim1 are corrected from Vb_y_s (= Vw_y_lim1-Vb_y_s) from the arithmetic units 88_x and 88_y, respectively.

  Next, the gain adjustment unit 78 determines the gain adjustment parameter Kr_x by sequentially passing the output value Vover_x of the calculation unit 88_x through the processing units 90_x and 92_x. Further, the gain adjustment unit 78 determines the gain adjustment parameter Kr_y by sequentially passing the output value Vover_y of the calculation unit 88_y through the processing units 90_y and 92_y. The gain adjustment parameters Kr_x and Kr_y are both values in the range from “0” to “1”.

  The processing unit 90_x calculates and outputs the absolute value of the input Vover_x. Further, the processing unit 92_x generates Kr_x so that the output value Kr_x monotonously increases with respect to the input value | Vover_x | and has a saturation characteristic. The saturation characteristic is a characteristic in which the change amount of the output value with respect to the increase of the input value becomes “0” or approaches “0” when the input value increases to some extent.

In this case, when the input value | Vover_x | is equal to or less than a predetermined value set in advance, the processing unit 92_x outputs a value obtained by multiplying the input value | Vover_x | by a proportional coefficient of the predetermined value as Kr_x. In addition, when the input value | Vover_x | is larger than a predetermined value, the processing unit 92_x outputs “1” as Kr_x. The proportional coefficient is set so that the product of | Vover_x | and the proportional coefficient is “1” when | Vover_x | matches a predetermined value.
The processing of the processing units 90_y and 92_y is the same as the processing of the above-described processing units 90_x and 92_x, respectively.

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

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

Returning to the description of FIG. 9, the control unit 50 executes the processes of the center-of-gravity speed calculation unit 72 and the requested center-of-gravity speed generation unit 74 as described above, 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 deviation predicted value Vb_x_prd in the X-axis direction. Similarly, the output value Vb_y_t of the calculation unit 98_y is a speed obtained by adding the requested center-of-gravity speed Vb_y_aim in the Y-axis direction to the center-of-gravity speed steady-state deviation predicted value Vb_y_prd in the Y-axis direction.

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

  Next, the center-of-gravity speed limiting unit 76 inputs the output values Vb_x_t and Vb_y_t of the calculation units 98_x and 98_y to the limit processing unit 100, respectively. The processing of the limit processing unit 100 is the same as the processing of the limit processing unit 86 of the gain adjustment unit 78 described above. In this case, 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. 12, the center-of-gravity speed limiting unit 76 next calculates the control target center-of-gravity speeds Vb_x_mdfd and Vb_y_mdfd by executing the processing of the calculation units 102_x and 102_y, respectively. In this case, the calculation unit 102_x calculates a value obtained by subtracting the X-axis direction center-of-gravity velocity steady deviation predicted value Vb_x_prd from the output value Vw_x_lim2 of the limit processing unit 100 as the control target center-of-gravity velocity Vb_x_mdfd. Similarly, the calculation unit 102_y calculates a value obtained by subtracting the Y-axis direction center-of-gravity velocity steady-state deviation predicted value Vb_y_prd from the output value Vw_y_lim2 of the limit processing unit 100 as the Y-axis direction control center-of-gravity velocity Vb_y_mdfd.

The control target center-of-gravity velocities Vb_x_mdfd and Vb_y_mdfd determined as described above are 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 description of FIG. 9, the control unit 50 executes the processes of the center-of-gravity speed calculation unit 72, the center-of-gravity speed limit unit 76, the gain adjustment unit 78, and the deviation calculation unit 70 as described above, and then performs posture control. The processing of the calculation unit 80 is executed.

  The processing of the attitude control calculation unit 80 will be described below with reference to FIG. In FIG. 13, reference numerals without parentheses are reference numerals related to processing for determining the virtual wheel rotation angular velocity command ωw_x_com that is a target value of the rotation angular velocity of the virtual wheel 62_x rotating in the X-axis direction. The reference numerals with parentheses are reference numerals related to the process of determining the virtual wheel rotational angular velocity command ωw_y_com that is the target value of the rotational angular velocity of the virtual wheel 62_y that rotates in the Y-axis direction.

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

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, the virtual wheel rotation angle as a motor 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 center of gravity of the vehicle system viewed from the Y-axis direction). A virtual operation amount (control input) for controlling the acceleration command ωdotw_x_com and 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 center of gravity of the vehicle system viewed from the X-axis direction). The wheel rotation angular acceleration command ωdotw_y_com is determined by adding three motor operation amount components (three terms on the right side of equations 07x and 07y).

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

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

Ki_x = (1−Kr_x) · Ki_a_x + Kr_x · Ki_b_x ...... Expression 09x
Ki_y = (1−Kr_y) · Ki_a_y + Kr_y · Ki_b_y ...... Equation 09y
(I = 1, 2, 3)

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

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

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

  Supplementally, the constant values Ki_a_x, Ki_b_x and Ki_a_y, Ki_b_y (i = 1, 2, 3) are included in the constant parameters whose values are set in step S6 or 8.

  The attitude control calculation unit 80 calculates the expression 07x using the first to third gain coefficients K1_x, K2_x, and K3_x determined as described above, 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. 13, the attitude control calculation unit 80 applies a motor operation amount component u1_x obtained by multiplying the base body tilt angle deviation measured value θbe_x_s by the first gain coefficient K1_x and the base body tilt angular velocity measured value θbdot_x_s. The motor operation amount component u2_x obtained by multiplying the second gain coefficient 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 motor operation amount u3_x is calculated by the processing unit 80c. Then, the attitude control calculation unit 80 calculates a virtual wheel rotation angular acceleration command ωwdot_x_com by adding these motor operation amount 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 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. Are 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. A motor 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_com by adding these motor operation amount components u1_y, u2_y, u3_y in the calculation unit 80e.

  Here, the first term (= first motor operation amount component u1_x) and the second term (= second motor operation amount component u2_x) on the right side of the expression 07x are the measured values of the base body tilt angle deviation θbe_x_s in the direction around the X axis. Is converged to “0” by the PD law (proportional / derivative law) as a feedback control law (meaning that the measured base body tilt angle value θb_x_s is converged to the target value θb_x_obj).

Further, the third term (= third motor operation amount component u3_x) on the right side of the expression 07x converges the deviation between the center of gravity speed estimated value Vb_x_s and the target center of gravity speed Vb_x_mdfd to “0” by a proportional law as a feedback control law. It has a meaning as a feedback motor operation amount component for converging Vb_x_s to Vb_x_mdfd.
The same applies to the first to third terms (first to third motor operation amount components u1_y, u2_y, u3_y) on the right side of the expression 07y.

After calculating the virtual wheel rotation angular acceleration commands ωwdot_x_com and ωwdot_y_com as described above, the attitude control calculation unit 80 then integrates the ωwdot_x_com and ωwdot_y_com by the integrator 80f, thereby obtaining the virtual wheel rotation speed command. ωw_x_com and ωw_y_com are determined.
The above is the details of the processing of the attitude control calculation unit 80.

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

  In the vehicle 1, 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 motor operation amount (control input) for controlling the behavior of the vehicle system center-of-gravity point. The driving torque of the wheels 62_x and 62_y or a translational force obtained by multiplying the driving torque by the radii Rw_x and Rw_y of the virtual wheels 62_x and 62_y (that is, the frictional force between the virtual wheels 62_x and 62_y and the floor surface) is motorized. It may be used as an operation amount.

  Returning to the description of FIG. 9, the control unit 50 next inputs the virtual wheel rotational speed commands ωw_x_com and ωw_y_com determined by the attitude control calculation unit 80 as described above to the motor command calculation unit 82, and the motor command calculation unit By executing the process 82, the speed command ω_R_com of the electric motor 31R and the speed command ω_L_com 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_com, ωw_y_com, ω_R_cmd, and ω_L_cmd, respectively, and sets ω_R_cmd and ω_L_cmd as unknowns. By solving, the speed commands ω_R_com and ω_L_com of the electric motors 31R and 31L are determined.
Thus, the vehicle control calculation process in step S9 is completed.

  As described above, the control unit 50 executes the control calculation process, so that the attitude of the base body 9 basically has the base body tilt angle deviation measured value θbe_x_s in any of the operation modes of the boarding mode and the independent mode. , Θbe_y_s so as to maintain a posture where both are “0” (hereinafter, this posture is referred to as a basic posture), in other words, the vehicle system center-of-gravity point (vehicle / occupant overall center of gravity point or vehicle individual center-of-gravity point) The virtual wheel rotation angular acceleration command ωdotw_xy_com as the motor operation amount (control input) is determined so that the position is maintained almost directly above the ground contact surface of the wheel body 5. More specifically, the virtual wheel rotation is performed so that the center-of-gravity speed estimated value Vb_xy_s as the estimated value of the moving speed of the vehicle system center-of-gravity point converges to the control target center-of-gravity speed Vb_xy_mdfd while keeping the attitude of the base body 9 in the basic attitude. An angular acceleration command ωdotw_xy_com is determined. Note that the control target center-of-gravity velocity Vb_xy_mdfd is normally “0” (specifically, unless the passenger or the like gives additional propulsive force of the vehicle 1 in the boarding mode). In this case, the virtual wheel rotation angular acceleration command ωdotw_xy_com is determined so that the center of gravity of the vehicle system is almost stationary while maintaining the posture of the base body 9 in the basic posture.

Then, the rotational angular velocities of the electric motors 31R and 31L obtained by converting the virtual wheel rotational angular velocity command ωw_xy_com obtained by integrating the components of ωdotw_xy_com 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_com and the moving speed of the virtual wheel 62_y corresponding to ωw_y_com, respectively. The
For this reason, for example, if the actual base body tilt angle θb_x shifts forward from the target value θb_x_obj in the direction around the Y axis, the wheel body 5 is adjusted to eliminate the shift (to converge θbe_x_s to “0”). Move forward. Similarly, when the actual θb_x shifts backward from the target value θb_x_obj, the wheel body 5 moves rearward in order to eliminate the shift (to converge θbe_x_s to “0”).

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

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

  Thus, when the base body 9 is tilted from the basic posture, the wheel body 5 moves toward the tilted side. Therefore, for example, in the boarding mode, when the occupant intentionally tilts the upper body, the wheel body 5 moves to the tilted side.

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

  Further, for example, in a situation where both the required center-of-gravity speeds Vb_x_aim and Vb_y_aim generated by the required center-of-gravity speed generation unit 74 are “0”, the tilt amount of the base body 9 from the basic posture (base tilt angle deviation measurement) The values θbe_x_s and θbe_y_s) are relatively large, and are eliminated or one or both of the moving speeds of the wheel body 5 in the X-axis direction and the Y-axis direction necessary to maintain the inclination amount (the moving speeds thereof). (Corresponding to the center-of-gravity velocity steady-state deviation prediction values Vb_x_prd and Vb_y_prd shown in FIG. 12), respectively, are excessively large so that one or both of the rotational angular velocities of the electric motors 31R and 31L deviate from the allowable range. In the situation where the moving speed is reached, the speeds that are opposite to the moving speed of the wheel body 5 (specifically, Vw_x_lim2-Vb_x_prd and Vw_y_lim2-Vb_y_prd) are the control target center-of-gravity speed Vb_x_mdfd. , Vb_y_mdfd. The motor operation amount components u3_x and u3_y among the motor operation amount components constituting the control input are determined so that the center-of-gravity speed estimated values Vb_x_s and Vb_y_s are converged to the control target center-of-gravity speeds Vb_x_mdfd and Vb_y_mdfd, respectively. For this reason, it is prevented that the inclination amount of the base body 9 from the basic posture becomes excessive, and consequently, the rotational angular velocity of one or both of the electric motors 31R and 31L is prevented from becoming too high.

  Further, in the gain adjusting unit 78, one or both of the center-of-gravity velocity estimated values Vb_x_s and Vb_y_s are increased, and as a result, it is necessary for eliminating the inclination of the base body 9 from the basic posture or maintaining the inclination amount. The moving speed of one or both of the X-axis direction and the Y-axis direction of the wheel body 5 may be an excessive moving speed that causes the rotational angular speed of one or both of the electric motors 31R and 31L to deviate from the allowable range. In some circumstances, as the deviation becomes more prominent (specifically, as the absolute values of Vover_x and Vover_y shown in FIG. 10 increase), one or both of the gain adjustment parameters Kr_x and Kr_y change from “0” to “1”. It can be approached.

  In this case, each i-th gain coefficient Ki_x (i = 1, 2, 3) calculated by the expression 09x is changed from the minimum constant value Ki_a_x to the maximum constant value Ki_b_x as Kr_x approaches “1”. Get closer. The same applies to each i-th gain coefficient Ki_y (i = 1, 2, 3) calculated by the expression 09y.

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

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

Next, details of the processing of the required center-of-gravity velocity generation unit 74, which will be described later, will be described.
When the operation mode of the vehicle 1 is the self-sustained mode, 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.
On the other hand, when the operation mode of the vehicle 1 is the boarding mode, the requested center-of-gravity velocity generation unit 74 performs the operation according to the operation of the vehicle 1 by the occupant or the like (the operation of adding a propulsive force to the vehicle 1). The required center-of-gravity speeds Vb_x_aim and Vb_y_aim estimated to be required are determined.
Here, for example, when an occupant of the vehicle 1 tries to actively increase the moving speed of the vehicle 1 (the moving speed of the center of gravity of the vehicle system) when the vehicle 1 starts, etc. Thus, the vehicle 1 is subjected to kicking the floor, thereby applying to the vehicle 1 a propulsive force that increases the moving speed of the vehicle 1 (a propulsive force generated by the frictional force between the passenger's foot and the floor). Alternatively, for example, an external assistant or the like may add a propulsive force that increases the moving speed of the vehicle 1 in response to a request from a passenger of the vehicle 1.

In such a case, the required center-of-gravity velocity generation unit 74 determines the vehicle based on the temporal change rate of the magnitude (absolute value) of the actual velocity vector (hereinafter referred to as the center-of-gravity velocity vector ↑ Vb) of the vehicle system center-of-gravity point. While determining whether or not an acceleration request as a request to increase the moving speed of 1 has occurred, in response to this, two required gravity center velocity vectors ↑ Vb_aim (required gravity center velocity Vb_x_aim, Vb_y_aim as two target values of ↑ Vb) The velocity vector as a component) is sequentially determined.
The process is schematically described. When the acceleration request is generated, the requested gravity center velocity vector ↑ Vb_aim is increased so that the magnitude of the requested gravity center velocity vector ↑ Vb_aim is increased until the acceleration request is canceled. Is determined. When the acceleration request is resolved, the required center-of-gravity velocity vector ↑ Vb_aim is determined so as to attenuate the magnitude of the required center-of-gravity velocity vector ↑ Vb_aim stepwise. In this case, basically, the magnitude of the required center-of-gravity velocity vector ↑ Vb_aim is kept constant for a predetermined time period after the acceleration request is canceled. After that, the magnitude of the required center-of-gravity velocity vector ↑ Vb_aim is continuously attenuated to “0”. At the time of this attenuation, the direction of the required center-of-gravity velocity vector ↑ Vb_aim is brought closer to the X-axis direction as appropriate.

  The required center-of-gravity velocity generation unit 74 that executes such processing will be described in detail below with reference to the flowcharts of FIGS.

With reference to FIG. 14, the requested center-of-gravity velocity generation unit 74 first executes the process of step S <b> 21. In this process, the requested center-of-gravity speed generation unit 74 has an estimated center-of-gravity speed vector ↑ Vb_s that is a speed vector (observed value of the actual center-of-gravity speed vector ↑ Vb) having the input center-of-gravity speed estimated values Vb_x_s and Vb_y_s as two components. The rate of temporal change (differential value) DVb_s of the magnitude of || Vb_s | (= sqrt (Vb_x_s ² + Vb_y_s ² )) is calculated. This DVb_s has a meaning as an observed value (estimated value) of the temporal change rate of the magnitude of the actual center-of-gravity velocity vector ↑ Vb. Hereinafter, DVb_s is referred to as an estimated gravity center velocity absolute value change rate DVb_s. The sqrt () is a square root function.

  Further, in step S21, the requested center-of-gravity speed generation unit 74 calculates center-of-gravity acceleration estimated values Vbdot_x_s and Vvdot_y_s that are respective temporal change rates (differential values) of the input center-of-gravity speed estimated values Vb_x_s and Vb_y_s. A vector having two components of Vbdot_x_s and Vvdot_y_s means an observed value of an actual acceleration vector at the vehicle system center of gravity.

  Next, the process proceeds to step S22, and the requested center-of-gravity speed generation unit 74 determines which mode is the current calculation processing mode for calculating the requested center-of-gravity speed Vb_x_aim.

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

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

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

The arithmetic processing corresponding to each of these modes is executed as follows.
The braking mode calculation process in step S23 is executed as shown in the flowchart of FIG. Specifically, the requested center-of-gravity velocity generation unit 74 firstly sets DVb_s> DV1 and | Vbdot_x_s | with respect to the estimated center-of-gravity velocity absolute value change rate DVb_s calculated in step S21 and the center-of-gravity acceleration estimated values Vbdot_x_s and Vbdot_y_s. It is determined in step S23-1 whether the condition> a1 * | Vbdot_y_s | is satisfied. This determination process is a process for determining whether or not there is an acceleration request for increasing the moving speed of the vehicle 1 in the general front-rear direction of the vehicle 1.
The DV1 is a positive first threshold value DV1 (> 0) set in advance. And DVb_s> DV1 means a situation where the magnitude | ↑ Vb | of the actual center-of-gravity velocity vector ↑ Vb increases at a temporal change rate larger than the first threshold value DV1.

The a1 is a positive coefficient value set in advance. And | Vbdot_x_s |> a1 * | Vbdot_y_s | means that the actual acceleration vector of the vehicle system center-of-gravity point has a component in the X-axis direction that is not “0”, and the acceleration vector is in the X-axis direction. This means that the acute angle (= tan ⁻¹ (| Vbdot_y_s | / | Vbdot_x_s |) is closer to “0” than the predetermined angle (= tan ⁻¹ (1 / a1)). Then, a1 is set to, for example, “1” or a value close thereto.
Accordingly, the situation in which the determination result in step S23-1 is affirmative is that a maneuvering operation (in the vehicle 1) is attempted to increase the magnitude of the center-of-gravity velocity vector ↑ Vb in the front-rear direction by an occupant or an external assistant. This is a situation in which a maneuvering operation that adds a propulsive force in a substantially longitudinal direction is being performed.
When the determination result of step S23-1 is negative, that is, when there is no acceleration request for the vehicle 1 (a request for acceleration of the vehicle 1 in the general front-rear direction), the requested center-of-gravity velocity generation unit 74 then The determination process of step S23-4 is executed.

  In the determination process of step S23-4, the requested center-of-gravity velocity generation unit 74 determines that the estimated center-of-gravity velocity absolute value change rate DVb_s calculated in step S21 is greater than a preset negative third threshold DV3 (<0). Judge whether it is small or not. This determination process determines whether or not a deceleration request has been made for the occupant of the vehicle 1 to actively reduce the magnitude of the center-of-gravity velocity vector ↑ Vb. In this case, if the passenger of the vehicle 1 intentionally grounds his / her foot and generates a frictional force in the braking direction of the vehicle 1 between his / her foot and the floor, the determination result of step S23-4 Will be positive.

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

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

The first braking calculation process of step S23-5 is executed as shown in the flowcharts of FIGS.
In the first braking calculation process, the requested center-of-gravity velocity generation unit 74 firstly sets a positive positive value preset in advance from the previous value | ↑ Vb_aim_p | of the basic requested center-of-gravity velocity vector absolute value | ↑ Vb_aim1 | in step S23-5-1. A value that is decreased by a predetermined value ΔVb1 is calculated as a candidate value ABS_Vb of | ↑ Vb_aim1 |. ΔVb1 is a set value that defines the amount of decrease in | ↑ Vb_aim1 | (and the temporal change rate of | ↑ Vb_aim1 |) for each control processing cycle.

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

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

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

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

The processing from step S23-5-5 is executed as described below. That is, the required center-of-gravity velocity generation unit 74 determines whether or not 0 ° ≦ θvb_aim1_p ≦ θth1 + in step S23-5-5. If this determination result is affirmative, the requested center-of-gravity velocity generation unit 74 decreases a value obtained by reducing the previous value θvb_aim1_p of θvb_aim1 by a predetermined positive value Δθvb1 in step S23-5-6. , Θvb_aim1 is calculated as a candidate value ANG_Vb. Δθvb1 is a set value that defines the amount of change in θvb_aim1 (and thus the temporal change rate of θvb_aim1) for each control processing cycle.
In step S23-5-7, the requested center-of-gravity velocity generation unit 74 determines the larger angle value max (0, ANG_Vb) of the candidate value ANG_Vb and 0 ° as the current value of θvb_aim1, The process of FIG. 16 is terminated. Therefore, when ANG_Vb ≧ 0 °, ANG_Vb is determined as it is as the current value of θvb_aim1, and when ANG_Vb <0 °, the current value of θvb_aim1 is 0 °.

If the determination result of step S23-5-5 is negative, the requested center-of-gravity velocity generation unit 74 next determines whether or not θth1- ≦ θvb_aim1_p <0 ° in step S23-5-8. to decide. If this determination result is affirmative, the required center-of-gravity velocity generation unit 74 sets a value obtained by increasing the previous value θvb_aim1_p of θvb_aim1 by the predetermined value Δθvb1 in step S23-5-9 as a candidate value for θvb_aim1 Calculate as ANG_Vb.
In step S23-5-10, the requested center-of-gravity velocity generation unit 74 determines the smaller angle value min (0, ANG_Vb) of the candidate value ANG_Vb and 0 ° as the current value of θvb_aim1, The process of FIG. 16 is terminated. Therefore, when ANG_Vb ≦ 0 °, ANG_Vb is determined as it is as the current value of θvb_aim1, and when ANG_Vb> 0 °, the current value of θvb_aim1 is 0 °.

If the determination result of step S23-5-8 is negative, the requested center-of-gravity velocity generation unit 74 then determines whether θth2 + ≦ θvb_aim1_p ≦ 180 ° in step S23-5-11 of FIG. Determine whether. If this determination result is affirmative, the required center-of-gravity velocity generation unit 74 sets a value obtained by increasing the previous value θvb_aim1_p of θvb_aim1 by the predetermined value Δθvb1 in step S23-5-12 as a candidate value for θvb_aim1. Calculate as ANG_Vb.
In step S23-5-13, the requested center-of-gravity velocity generation unit 74 determines the smaller angle value min (180, ANG_Vb) of the candidate value ANG_Vb and 0 ° as the current value of θvb_aim1, The process of FIG. 17 is terminated. Therefore, when ANG_Vb ≦ 180 °, ANG_Vb is determined as it is as the current value of θvb_aim1, and when ANG_Vb> 180 °, the current value of θvb_aim1 is 180 °.

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

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

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

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

Next, the requested center-of-gravity velocity generation unit 74 executes the same process as in step S23-5-2 in step S23-6-2, and sets the candidate value ABS_Vb calculated in step S23-6-1 to “0”. The larger value max (0, ABS_Vb) is determined as the current value of | ↑ Vb_aim1 |.
Next, the required center-of-gravity velocity generation unit 74 determines in step S23-6-3 whether or not | ↑ Vb_aim1 | determined as described above is “0”. If this determination result is affirmative, the requested center-of-gravity velocity generation unit 74 next sets the current value of θvb_aim1 to “0” in step S23-6-4, and ends the processing of FIG.

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

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

In step S23-2, specifically, a ratio of a predetermined value set in advance to the magnitude | ↑ Vb_s | (= sqrt (Vb_x_s ² + Vb_y_s ² )) of the estimated gravity center velocity vector ↑ Vb_s (current value). A value obtained by multiplying γ is determined as the basic required center-of-gravity velocity vector absolute value | ↑ Vb_aim1 |. The ratio γ is set to a positive value (for example, 0.8) slightly smaller than “1”.

Further, in step S23-2, the azimuth angle θvb_s (= sin ⁻¹ (Vb_x_s / | ↑ Vb_s |)) of the estimated centroid velocity vector ↑ Vb_s is determined as the basic required centroid velocity vector azimuth θvb_aim1. Accordingly, in step S23-2, as a result, a vector obtained by multiplying the estimated centroid velocity vector ↑ Vb_s by the ratio γ is determined as the basic required centroid velocity vector ↑ Vb_aim1.
Such processing in step S23-2 is to match the method of determining | ↑ Vb_x_aim1 | and θvb_aim1 with the speed following mode starting from the next control processing cycle.

Note that it is not essential that the value of the ratio γ is slightly smaller than “1”. For example, the value of the ratio γ may be set to “1” or a value slightly larger than that. In this example, the value of the ratio γ is used to prevent the movement speed of the vehicle 1 that the occupant perceives sensibly (sensually) from being recognized as if it is faster than the actual movement speed. Is set to a value slightly smaller than “1”.
The above is the calculation process of the braking mode in step S23.

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

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

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

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

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

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

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

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

Next, the calculation processing in the speed hold mode in step S25 is executed as shown in the flowchart of FIG. Specifically, the required center-of-gravity velocity generation unit 74 first executes the same determination process as in step S23-4 in step S25-1, that is, a determination process as to whether or not a deceleration request for the vehicle 1 has occurred. .
If the determination result in step S25-1 is affirmative (when a deceleration request for the vehicle 1 is generated), the requested center-of-gravity velocity generation unit 74 then performs step S23 in step S25-2. The basic required centroid velocity vector absolute value | ↑ Vb_aim1 | and the basic required centroid velocity vector azimuth angle θvb_aim1 are determined by executing the same processing as −6 (the processing shown in the flowchart of FIG. 18). Further, the requested center-of-gravity velocity generation unit 74 changes the calculation processing mode from the velocity hold mode to the braking mode in step S25-3, and ends the processing of FIG.

On the other hand, when the determination result of the step S25-1 is negative (when the deceleration request for the vehicle 1 is not generated), the requested center-of-gravity velocity generation unit 74 performs the same determination process as that of the step S23-1. That is, the process of determining whether or not there is a request for acceleration of the vehicle 1 in the general front-rear direction is executed in step S25-4.
And when the judgment result of step S25-4 is affirmative (when the acceleration request | requirement of the vehicle 1 in the substantially front-back direction generate | occur | produced again), the request | requirement gravity center speed production | generation part 74 is the said in step S25-5. By executing the same processing as step S23-2, the basic required centroid speed vector absolute value | ↑ Vb_aim1 | and the basic required centroid speed vector azimuth θvb_aim1 are determined. That is, | ↑ Vb_x_s | * γ is determined as | ↑ Vb_aim1 |, and θvb_s is determined as θvb_aim1.
Further, the requested center-of-gravity velocity generation unit 74 changes the calculation processing mode from the velocity hold mode to the velocity follow-up mode in step S25-6, and ends the processing of FIG.

  When the determination result of step S25-4 is negative (when the state where there is no approximate acceleration request in the front-rear direction continues), the required center-of-gravity velocity generation unit 74 determines that the step S25-7 Decrement the count value CNT of the countdown timer. That is, the time value CNT is updated by subtracting the predetermined value ΔT (time of the control processing cycle) from the current value of the time value CNT.

  Next, the requested center-of-gravity velocity generation unit 74 determines whether or not the count value CNT of the countdown timer is greater than “0”, that is, whether or not the countdown timer has ended in step S25-8.

If the determination result in step S25-8 is affirmative, the time represented by the initial value Tm of the countdown timer has not yet elapsed since the start of the speed hold mode. In this case, the requested center-of-gravity velocity generation unit 74 assumes that the calculation processing mode is maintained in the velocity hold mode, and obtains the basic requested center-of-gravity velocity vector absolute value | ↑ Vb_aim1 | 9 to complete the processing of FIG.
In this case, in step S25-9, the current value of | ↑ Vb_aim1 | is determined to be the same value as the previous value | ↑ Vb_aim1_p |. Also, the current value of θvb_aim1 is determined to be the same value as the previous value θvb_aim1_p. Accordingly, the previous value of the basic required center-of-gravity velocity vector ↑ Vb_aim1_p is determined as it is as the velocity vector of the current value of ↑ Vb_aim1.

  If the determination result in step S25-8 is affirmative, the arithmetic processing mode is not changed, and therefore the arithmetic processing mode is maintained in the speed hold mode even in the next control processing cycle.

If the determination result in step S25-8 is negative, that is, if the predetermined time represented by the initial value Tm of the countdown timer has elapsed since the start of the speed hold mode, the required gravity center speed In step S25-10, the generation unit 74 executes the same processing as that in step S23-5 (the processing in the flowcharts of FIGS. 16 and 17), thereby obtaining the basic required center-of-gravity velocity vector absolute value | ↑ Vb_aim1 | The center-of-gravity velocity azimuth θvb_aim1 is determined.
Further, the requested center-of-gravity speed generation unit 74 changes the calculation processing mode from the speed hold mode to the braking mode in step S25-11, and ends the process of FIG.
The above is the calculation process of the speed hold mode in step S25.

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

Here, the filters that respectively input | ↑ Vb_aim1 | and θvb_aim1 are the sizes of the required gravity center velocity vector ↑ Vb_aim | ↑ Vb_aim |, immediately after the arithmetic processing mode is changed from the braking mode to the speed following mode. This is a low-pass filter having a first-order lag characteristic for preventing the azimuth angle θvb_aim from changing suddenly in a step shape. In this case, the time constant of the filter that inputs | ↑ Vb_aim | is set to a relatively short time constant, and the output value of the filter matches | ↑ Vb_aim1 | in a situation other than immediately after | ↑ Vb_aim1 | Or they are almost identical. The same applies to the filter that inputs θvb_aim1.
In step S26, the output value of the filter to which θvb_aim1 is input is determined as it is as the azimuth angle θvb_aim of the required centroid velocity vector ↑ Vb_aim (hereinafter referred to as the required centroid velocity vector azimuth angle θvb_aim).

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

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

By the processing of the requested center-of-gravity velocity generation unit 74 described above, the requested center-of-gravity velocity vector ↑ Vb_aim (and thus the requested center-of-gravity velocity Vb_x_aim, Vb_y_aim) is determined in the following manner.
That is, for example, in order to increase the moving speed of the vehicle 1, an occupant kicks the floor with his / her foot, or an assistant or the like pushes the vehicle 1, A case is assumed in which a propulsive force in the approximate X-axis direction (specifically, a propulsive force that makes the determination result in Step S23-1 positive) is added.
It is assumed that the arithmetic processing mode before applying the propulsive force is the braking mode. Here, for the sake of understanding, the output value of the filter that inputs | ↑ Vb_aim1 | in step S26 of FIG. 14 is a value that falls within a range that is not subject to the compulsory restriction by the limiter in step S27 (the limiter). It is assumed that the value is equal to or less than the upper limit value. Similarly, it is assumed that the estimated center-of-gravity speed values Vb_x_s and Vb_y_s are within a range where the output values V_x_lim2 and V_y_lim2 in the limit processing unit 104 are not forcibly limited.

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

Therefore, the requested center-of-gravity velocity vector ↑ Vb_aim, which is sequentially determined by the requested center-of-gravity velocity generation unit 74, substantially matches the actual center-of-gravity velocity vector ↑ Vb that is accelerated (increased in magnitude) by the propulsive force applied to the vehicle 1. The speed vector ↑ Vb_aim1 (= γ * ↑ Vb_s) to be followed is determined.
Then, the X-axis direction component and the Y-axis direction component of the required center-of-gravity velocity vector ↑ Vb_aim determined in this way are determined as the control target center-of-gravity velocity Vb_x_mdfd and Vb_y_mdfd. Further, the motor operation amount 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 on the control target center-of-gravity speeds Vb_x_mdfd and Vb_y_mdfd, respectively. .

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

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

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

In this speed hold mode, the acceleration request and the deceleration request are not generated (the determination result of steps S25-1 and 25-4 in FIG. 19 is both negative) until the countdown timer finishes counting. The basic required center-of-gravity velocity vector ↑ Vb_aim1 is set to the same velocity vector as the previous velocity vector ↑ Vb_aim1_p.
Therefore, the basic required center-of-gravity velocity vector ↑ Vb_aim1 is set immediately before the start of the speed hold mode in a predetermined time period (the time of the initial value Tm of the countdown timer) after the start of the speed hold mode. Thus, the speed vector is held constant at the same speed vector as the determined speed vector.
For this reason, the required center-of-gravity velocity vector ↑ Vb_aim determined so as to follow ↑ Vb_aim1 is also maintained at a constant velocity vector (a velocity vector that coincides with or substantially coincides with ↑ Vb_aim determined immediately before the velocity hold mode starts). It will be decided to sag.

Then, the X-axis direction component and the Y-axis direction component of the required center-of-gravity velocity vector ↑ Vb_aim determined as described above are determined as the control target center-of-gravity velocity Vb_x_mdfd and Vb_y_mdfd. Further, the motor operation amount 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 on the control target center-of-gravity speeds Vb_x_mdfd and Vb_y_mdfd, respectively. .
As a result, it is necessary to frequently adjust the occupant's body posture in the period (time period represented by the initial value Tm) until the countdown timer finishes counting after the vehicle 1 is accelerated. Instead, the moving speed of the wheel body 5 is controlled so that the magnitude and direction of the actual speed vector ↑ Vb of the vehicle system center-of-gravity point are kept constant. Therefore, the actual running state of the vehicle 1 in this situation is a state in which the occupant slides at a substantially constant speed vector without performing a steering operation that actively moves the upper body.

  In addition, in the speed hold mode, when the driving force in the roughly forward / backward direction is applied to the vehicle 1 again, and the determination result in step S25-4 in FIG. Return to the speed following mode. For this reason, the vehicle 1 is accelerated in the substantially front-rear direction again.

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

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

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

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

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

Further, when the direction of the basic required center-of-gravity velocity vector ↑ Vb_aim1 determined immediately before the transition from the speed hold mode to the braking mode is different from the X-axis direction and is relatively deviated from the X-axis direction (more accurately If the azimuth angle θvb_aim1 of ↑ Vb_aim1 determined immediately before the transition is an angle value in any of θth1 + <θvb_aim1_p <θth2 +, θth2- <θvb_aim1_p <θth1-)), | ↑ Vb_aim1 In the period until | is attenuated to “0”, θvb_aim1 is held constant at the same angle value as the azimuth angle θvb_aim1 of ↑ Vb_aim1 determined immediately before the transition.
Therefore, ↑ Vb_aim1 is determined such that its direction is kept constant while its magnitude is attenuated. Thus, in the situation where ↑ Vb_aim1 is determined, the required center-of-gravity velocity vector ↑ Vb_aim determined so as to follow ↑ Vb_aim1 is also determined so that its direction is kept constant while its magnitude is attenuated. The Rukoto.

In the speed hold mode, the size and orientation of ↑ Vb_aim1 is held constant, so that the basic required center-of-gravity velocity vector ↑ Vb_aim1 determined immediately before the transition from the speed hold mode to the braking mode is Corresponds to ↑ Vb_aim1 determined immediately before the transition from the speed tracking mode to the speed hold mode (↑ Vb_aim1 determined in the control processing cycle in which the determination result of step S24-3 in FIG. 19 is affirmative).
Then, the X-axis direction component and the Y-axis direction component of the required center-of-gravity speed vector ↑ Vb_aim determined as described above in the braking mode are determined as the control target center-of-gravity speeds Vb_x_mdfd and Vb_y_mdfd. Further, the motor operation amount 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 on the control target center-of-gravity speeds Vb_x_mdfd and Vb_y_mdfd, respectively. .

As a result, when the calculation processing mode prior to the braking mode is the speed hold mode, the actual speed vector of the vehicle system center-of-gravity point is increased even if the occupant does not actively perform the steering operation by the movement of the upper body. Therefore, the moving speed of the wheel body 5 is controlled so as to continuously attenuate from the magnitude in the speed hold mode.
In this case, the direction of ↑ Vb_aim1 determined immediately before the transition from the speed hold mode to the braking mode (= ↑ Vb_aim1 determined immediately before the transition from the speed follow mode to the speed hold mode) is different from the X-axis direction, and If the direction is relatively close to the X-axis direction, the speed vector is reduced while the magnitude of the speed vector at the center of gravity of the vehicle system is attenuated without the occupant performing an aggressive maneuvering operation by the movement of the upper body. The direction of the vector automatically approaches the X-axis direction (the occupant's front-rear direction). Accordingly, the straight traveling performance of the vehicle 1 with respect to the front-rear direction of the occupant is enhanced.

Here, when the vehicle 1 is to be accelerated, it is often required to accelerate the vehicle 1 particularly in the front-rear direction of the occupant. In this case, since the vehicle 1 has high rectilinearity in the front-rear direction as described above, even if the direction of the propulsive force applied to the vehicle 1 slightly deviates from the front-rear direction, in the braking mode following the subsequent speed hold mode, The moving speed of the wheel body 5 is controlled so that the speed vector of the vehicle system center of gravity automatically points in the front-rear direction.
For this reason, a variation in the moving direction of the vehicle 1 is unlikely to occur, and a vehicle 1 having high straightness with respect to the occupant's front-rear direction (a vehicle 1 that easily travels in the anteroposterior direction of the occupant) is realized. As a result, when the vehicle 1 is moved in the front-rear direction, the vehicle 1 can be moved in the front-rear direction without directing the propulsive force applied to the vehicle 1 in the front-rear direction. As a result, the steering operation for moving the vehicle 1 in the front-rear direction is facilitated.

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

[Description of Modified Example of Vehicle 1]
Next, a modified example of the above-described vehicle 1 (basic configuration example) will be described below with reference to FIG. In this modification, only a part of the processing in the speed hold mode is different from the basic configuration example. For this reason, in description of a modification, description is abbreviate | omitted about the structure and process same as the vehicle 1 of the above-mentioned basic structural example.

  In this modification, the speed hold mode calculation process in step S25 of FIG. 14 is executed as shown in the flowchart of FIG. In this case, the processing other than the case where the determination result in step S25-8 in FIG. 21 is affirmative is the same as the processing described in the basic configuration example (the processing in FIG. 20).

  In this modification, when the determination result in step S25-8 in FIG. 21 is affirmative, that is, after the speed hold mode is started, the acceleration request and the deceleration request are not generated, and the countdown timer If the predetermined time represented by the initial value Tm has not yet elapsed, the required center-of-gravity velocity generation unit 74 determines the basic required center-of-gravity velocity vector absolute value | ↑ Vb_aim1 | in step S25-9a, and In S25-9b, the basic required center-of-gravity velocity vector azimuth θvb_aim1 is determined.

  In this case, in step S25-9a, the current value of | ↑ Vb_aim1 | is determined to be the same value as the previous value | ↑ Vb_aim1_p |, as in the case of the basic configuration example described above.

  In step S25-9b, the current value of θvb_aim1 is determined by the same processing as steps S25-5-5 to 25-5-17 of FIGS. 16 and 17 described in the basic configuration example. Therefore, the direction of the basic required center-of-gravity velocity vector ↑ Vb_aim1 determined immediately before the transition from the velocity follow-up mode to the velocity hold mode (the decision was made in the control processing cycle in which the determination result in step S24-3 in FIG. 19 is positive) Vb_aim1) is different from the X-axis direction and is relatively close to the X-axis direction (more precisely, the azimuth angle θvb_aim1 of ↑ Vb_aim1 determined immediately before the transition is 0 ° <θvb_aim1_p ≦ θth1 +, θth1- ≦ θvb_aim1_p <0 °, θth2 + ≦ θvb_aim1_p <180 °, −180 ° <θvb_aim1_p ≦ θth2-)), in the duration of the velocity hold mode, θvb_aim1 Θvb_aim1 is determined so that it approaches 0 °, 180 °, or −180 ° as the convergence target angle at a constant rate of time change, and is finally held at 0 °, 180 °, or −180 °. The

  For this reason, θvb_aim1 approaches the convergence target angle (0 °, 180 °, or −180 °) at a constant rate of time change during the period in which the speed hold mode and the subsequent braking mode are combined. , Θvb_aim1 is determined so as to be held at the convergence target angle.

Further, the direction of the basic required center-of-gravity velocity vector ↑ Vb_aim1 determined immediately before the transition from the velocity follow-up mode to the velocity hold mode (↑ determined at the control processing cycle in which the determination result in step S24-3 in FIG. 19 is affirmative) Vb_aim1) is different from the X-axis direction and is relatively distant from the X-axis direction (more precisely, the azimuth angle θvb_aim1 of ↑ Vb_aim1 determined immediately before the transition is θth1 + <θvb_aim1_p <If θth2 +, θth2- <θvb_aim1_p <θth1-), θvb_aim1 is the azimuth angle θvb_aim1 of ↑ Vb_aim1 determined immediately before the transition in the duration of the speed hold mode Is held constant at the same angle value. Accordingly, the determination process of the azimuth angle θvb_aim1 in this case is the same as the basic configuration example. For this reason, it is determined so that θvb_aim1 is held constant during a period in which the speed hold mode and the subsequent braking mode are combined.
Processes other than those described above are the same as in the basic configuration example described above.

  In such a modification, the direction of the basic required center-of-gravity velocity vector ↑ Vb_aim1 determined immediately before the transition from the velocity tracking mode to the velocity hold mode is different from the X-axis direction and is relatively close to the X-axis direction. In addition, not only in the braking mode following the speed hold mode, but also in the speed hold mode, the direction of the velocity vector at the vehicle system center of gravity is automatically determined even if the occupant does not actively control the body by moving its upper body. It will approach the X-axis direction (front and rear direction of the occupant). Accordingly, the straight traveling performance of the vehicle 1 with respect to the front-rear direction of the occupant can be further enhanced.

Next, some of the vehicle 1 having the basic configuration described above and its modifications will be described.
In the basic configuration and the modified example, the vehicle system center of gravity (specifically, the vehicle / occupant overall center of gravity) is set as a predetermined representative point of the vehicle 1, but the representative point is, for example, the center point of the wheel body 5 or the base body 9. Alternatively, it may be set at a predetermined point (for example, the support frame 13).
In the basic configuration and the modified example, in steps S23-1 and 25-4, in order to determine whether or not an acceleration request has occurred, the estimated gravity center velocity absolute value change rate DVb_s and the gravity center acceleration estimated values Vbdot_x_s and Vbdot_y_s are With respect to the above, it was determined whether or not the condition of DVb_s> DV1 and | Vbdot_x_s |> a1 * | Vbdot_y_s |
However, for example, when the temporal change rate of the absolute value of the center-of-gravity velocity estimated value Vb_x_s in the X-axis direction is larger than a predetermined threshold, it may be determined that an acceleration request has occurred.
Alternatively, for example, the conditions regarding the center-of-gravity acceleration estimated values Vbdot_x_s and Vbdot_y_s may be omitted, and it may be determined whether or not an acceleration request has occurred by simply determining whether or not DVb_s> DV1. In such a case, the speed vector ↑ Vb of the vehicle system center of gravity is accelerated in the approximate Y-axis direction, and then held at a constant speed vector, and then the magnitude of ↑ Vb is attenuated. The vehicle 1 can be run.

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

In this case, when the direction of ↑ Vb_aim1 immediately before shifting from the speed follow mode to the speed hold mode is relatively close to the Y-axis direction, in the braking mode following the speed hold mode or in the speed hold mode. In the braking mode, the required center-of-gravity velocity vector ↑ Vb_aim can be made closer to the Y-axis direction.
Also, in the braking mode after the speed following mode, or in the speed hold mode and the braking mode, whether the direction of ↑ Vb_aim1 (and thus ↑ Vb_aim) is closer to the X-axis direction or the Y-axis direction. May be selectively switched according to a switch operation or the like.

Further, in the basic configuration and the modification, when the magnitude of ↑ Vb_aim1 is attenuated in the braking mode, | ↑ Vb_aim1 | is continuously attenuated to “0” at a constant rate of time change. However, | ↑ Vb_aim1 | may be attenuated to “0” in other forms. For example, | ↑ Vb_aim1 | may be attenuated exponentially with a predetermined time constant.
Similarly, when the direction of ↑ Vb_aim1 is made closer to the X-axis direction, instead of making θvb_aim1 close to the convergence target angle (0 °, 180 °, or −180 °) at a constant rate of time change, for example, θvb_aim1 May be exponentially approximated to the convergence target angle with a predetermined time constant. This is the same even when the direction of ↑ Vb_aim1 is made closer to the Y-axis direction.

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

  In the basic configuration and the modification, the speed hold mode is provided between the speed follow-up mode and the braking mode. However, the speed hold mode may be omitted. In this case, the process of step S24-4 in FIG. 19 is omitted, and a process of changing the arithmetic processing mode to the braking mode may be executed instead of the process of step S24-5. Other than this, for example, the basic configuration example may be the same. In this case, the speed attenuation process is performed in the braking mode process in the state where the acceleration request and the deceleration request are not generated (the determination results in steps S23-1, 23-4 are both negative). This is realized by the processing of FIG. 15 and the subsequent processing of steps S26 to S28.

  Further, in the basic configuration and the modified example, the required center-of-gravity velocity vector ↑ Vb_aim is increased in response to additional driving force applied to the vehicle 1, and then the speed hold mode and braking mode processing as speed attenuation processing is performed. Was made to run. However, for example, the required center-of-gravity velocity vector ↑ Vb_aim is increased so as to accelerate the vehicle 1 according to the switch operation by the occupant, and then the speed hold mode and the braking mode are activated according to the release of the switch operation. Execution of processing (speed attenuation processing) may be started. Moreover, you may consider environmental conditions etc. as conditions for starting the process of speed hold mode and braking mode.

  Further, in the basic configuration and the modified example, in the self-supporting mode, the required center-of-gravity velocity vector ↑ Vb_aim is always set to “0”. ↑ Vb_aim may be determined so as to change the required center-of-gravity velocity vector ↑ Vb_aim by executing the same processing as in the boarding mode.

[Description of omnidirectional mobile vehicle operation system]
Next, the omnidirectional vehicle operating system according to the present invention will be described.

  FIG. 22 shows a top view of an omnidirectional vehicle operating system according to the present invention. As shown in the figure, the omnidirectional vehicle operating system according to this embodiment includes an operating device 400 such as a remote controller and an omnidirectional vehicle 500 (hereinafter referred to as “vehicle 500”). The vehicle 500 is a configuration in which a configuration for performing control by the operation device 400 is added to the vehicle 1 having the basic configuration described above or a modification of the vehicle 1.

The operation device 400 is provided with an operation unit 404 such as a joystick or a cross key for instructing a moving direction (in other words, a target position) in which the vehicle 500 is to be moved. The operation amount given to the operation unit 404 by the operator can be expressed by, for example, a target position O expressed in a coordinate system with the operating body reference position S indicating the position of the operator as the origin. This target position O can be expressed by converting it into target coordinates Pos_des2 [x, y] = [r_des × sin (θ_des), r_des × cos (θ_des)] in a polar coordinate system with the operating body reference position S as the origin. .
Note that θ_des represents an azimuth angle in which the coordinate axis indicating the front direction of the casing of the controller device 400 is 0 degrees (reference direction). R_des represents the distance from the operating tool reference position S to the target position O.
The operating tool reference position S indicates a reference position when the omnidirectional moving body 500 is operated. The operating tool reference position S may be the position of the operator who operates the operating unit 404 of the operating device 400, or may be the position of the operating device 400. The concept including both the operating device 400 and the operator is referred to as an operating body.

The vehicle 500 is provided with a vehicle sensor 501 that detects coordinates in the operating device housing coordinate system. As this vehicle sensor 501, for example, an ESPAR antenna, an ultrasonic wave, a laser (light) such as an infrared light sensor, image processing, GPS (Global Positioning System), or the like can be used. The vehicle sensor 501 detects the position of the vehicle 500 with respect to the operating device 400, that is, the relative positional relationship of the vehicle 500 with respect to the operating body reference position S as the vehicle position C.
The vehicle position C is a vehicle coordinate Pos2 [x, y] = [r_act × sin (θ_act), r_act × cos (θ_act)] indicating the position where the vehicle 500 exists in the polar coordinate system with the operating body reference position S as the origin. It can be expressed by converting to
Θ_act represents an azimuth angle with the coordinate axis indicating the front direction of the casing of the operation device 400 as 0 degrees (reference direction). The vehicle coordinate y = r_act represents the distance r_act from the operating tool reference position S to the vehicle position C. The reference direction is determined in advance in the operating device 400.

  As described above, the operation amount is the same as the operation body reference position S with respect to the vehicle coordinates Pos2 (θ_act, r_act) indicating the relative positional relationship between the operation body reference position S detected by the vehicle sensor 501 and the vehicle 500. It is represented by a target coordinate Pos_des2 in the same polar coordinate system as the origin.

Next, an example of the operation unit 404 will be described with reference to FIG.
The operation unit 404 may include, for example, a joystick 4041 as illustrated in FIG. 23A, and may include, for example, a cross key 4042 as illustrated in FIG.
As shown in FIG. 23A, the joystick 4041 is an operation unit for inputting an operation amount given by an operator, and includes a lever portion 4041a, a far button 4041b, and a near button 4041c. The lever portion 4041a can be operated in a 360-degree direction. When the operator operates the lever portion 4041a, an azimuth angle θ_des indicating the direction of the target position O with respect to the operating body reference position S is designated as an operation amount. can do. In addition, when the operator presses the far button 4041b, a distance r_des from the target position O to the operating tool reference position S can be specified as the operation amount.
In the illustrated XY plane, the direction in which the lever portion 4041a of the joystick 4041 is tilted indicates the azimuth angle θ_des indicating the direction of the target position O with respect to the operating body reference position S.

Further, the operation unit 404 may include a cross key 4042 as shown in FIG.
As shown in FIG. 23B, the cross key 4042 includes a forward button 4042a, a backward button 4042b, a right button 4042c, and a left button 4042d. When these buttons 4042a to 4042d are pressed by the operator, an operation amount representing the target position O in the operating device housing coordinate system is detected.
For example, when the operator depresses the right button 4042c, the azimuth θ_des in the + direction of the target position O with respect to the manipulator reference position S is designated as the operation amount, and the left button 4042d is depressed. The azimuth angle θ_des in the negative direction of the target position O with respect to the operating body reference position S can be specified as the operation amount. In addition, when the operator presses the forward button 4042a, an increase in the distance r_des from the operating body reference position S to the target position O is specified as the operation amount, and when the backward button 4042b is pressed, the operation amount is set. A decrease in the distance r_des from the operating tool reference position S to the target position O can be designated.
In the illustrated XY plane, when the right button 4042c is pressed once, the azimuth angle θ_des indicating the direction of the target position O with respect to the operating body reference position S is set to a predetermined angle (for example, 5 (Degrees) only to the right of the reference direction. On the other hand, when the left button 4042d is pressed once on the XY plane shown in the drawing, the azimuth angle θ_des indicating the direction of the target position O with respect to the operating body reference position S is set to a predetermined angle (for example, 5 (Degrees) to the left of the reference direction.

  FIG. 24 is a block diagram showing the configuration of the omnidirectional vehicle operating system according to this embodiment. Hereinafter, the vehicle 500 will be described focusing on the vehicle 1 having the basic configuration described above or an additional configuration that is a difference from the modified example of the vehicle 1.

As shown in the figure, the operation device 400 includes a mode switching button 401, an operation device sensor unit 402, a coordinate system conversion unit 403, an operation unit 404, a transmission data conversion unit 405, a transmission unit 406, a reception unit 451, an internal data conversion. And a center of gravity speed command generation unit 453.
The mode switching button 401 inputs either a remote operation mode or a remote operation stop mode as a mode to be instructed to the vehicle 500.
The operating device sensor unit 402 detects a vehicle position C that is the direction in which the vehicle 500 is seen from the operating device 400, that is, a relative position of the vehicle 500 with respect to the operating body reference position S. Arbitrary sensors can be used for the operation device sensor unit 402. For example, an ESPAR antenna, an ultrasonic wave, a laser (light) such as an infrared light sensor, image processing, GPS, or the like can be used.
The coordinate system conversion unit 403 converts the coordinate system used by the operating device sensor unit 402 into a polar coordinate system, and outputs information indicating the vehicle coordinate Pos2 in the polar coordinate system as the vehicle position C.

The receiving unit 451 receives data transmitted from the vehicle 500 by wireless or wired.
The internal data conversion unit 452 converts the data received from the vehicle 500 received by the receiving unit 451 into a data format that can be processed by the controller device 400.
The center-of-gravity speed command generation unit 453 calculates the front / rear left / right target speed vector ↑ Vb_rc, which is the center-of-gravity speed command value, using the same method as the center-of-gravity speed command generation unit 601 of the vehicle 500 in the first embodiment. The center-of-gravity speed command generation unit 453 is configured to output the vehicle position C output from the operation device sensor unit 402 and the internal data conversion unit when the operation device 400 is set to the mode for calculating the front / rear / left / right target speed vector ↑ Vb_rc. Based on the reception data output from 452 and the operation amount output from the operation unit 404, the front / rear / left / right target speed vector ↑ Vb_rc is calculated and output to the transmission data conversion unit 405.

As described above, the operation unit 404 outputs an operation amount corresponding to an operation input by the operator using, for example, the joystick 4041 or the cross key button 4042. The operation unit 404 converts the operation amount corresponding to the input operation into the target coordinate Pos_des2 in the polar coordinate system, and outputs the target coordinate Pos_des2 to the transmission data conversion unit 405.
The transmission data conversion unit 405 converts the target coordinates Pos_des2 input from the operation unit 404 into a data format that can be received by the vehicle 500 and outputs the data to the transmission unit 406. Further, the transmission data conversion unit 405 converts the front / rear / left / right target speed vector ↑ Vb_rc input from the center-of-gravity speed command generation unit 453 into a data format that can be received by the vehicle 500 and outputs the data to the transmission unit 406.
The transmission unit 406 transmits the data converted by the transmission data conversion unit 405 to the vehicle 500 wirelessly or by wire.

The vehicle 500 includes a vehicle sensor unit 501, a reception unit 502, an internal data conversion unit 503, a vehicle target speed calculation unit 504, a wheel speed command calculation unit 505, a wheel drive unit 506, a coordinate system conversion unit 551, a transmission data conversion unit 552, And it is comprised including the transmission part 553.
The vehicle sensor unit 501 is a sensor that detects the state of the vehicle 500 such as the attitude, wheel speed, direction, and position of the vehicle 500, and includes the sensors (the inclination sensor 52, the load sensor 54, and the angle sensor provided in the vehicle 1 having the basic configuration. And a sensor for detecting the vehicle position C of the vehicle 500 with respect to the operation device 400.

The receiving unit 502 receives data transmitted from the transmitting unit 406 of the controller device 400 by wireless or wired.
The internal data conversion unit 503 converts the data received from the operation device 400 received by the receiving unit 502 into a data format that can be processed by the vehicle 500.
The vehicle target speed calculation unit 504 converts the vehicle position C input from the vehicle sensor unit 501 into vehicle coordinates Pos2 in the polar coordinate system. The vehicle target speed calculation unit 504 calculates a moving direction and a moving speed to the target position Pos_des2 where the vehicle 500 should travel based on the difference between the vehicle coordinates Pos2 and the target coordinates Pos_des2 received from the operating device 400. The vehicle target speed calculation unit 504 calculates, for example, the front / rear left / right target speed vector ↑ Vb_rc (target speed vector) serving as the center-of-gravity speed command value based on the target coordinate Pos_des2 by the following equation 11.
↑ Vb_rc = c · (Pos2-Pos_des2) ...... Formula 11

  Here, “·” represents the inner product, Pos 2 represents the vehicle position C in the polar coordinate system, and Pos_des 2 represents the target position O in the polar coordinate system. C is an arbitrary coefficient. The forward / backward / left / right target speed vector ↑ Vb_rc is obtained by subtracting the coordinate in the same polar coordinate system from the vehicle position C to the target position O according to Expression 11.

Further, the vehicle target speed calculation unit 504 may calculate a front / rear / right / left target speed vector ↑ Vb_rc (target speed vector) as a center-of-gravity speed command value based on the target coordinate Pos_des2 by the following equation 12. .
↑ Vb_rc = c · (Pos2-Pos_des2)
However, Pos_des2 = sign (θ_des) · r_des · f (step) (12)
Sign is the sign of the angular velocity (+ or-), θ_des is the azimuth angle indicating the direction of the target position Pos_des2 with the operating body reference position S as the origin, and r_des is the distance from the operating body reference position S to the target position Pos_des2. , F (step) indicate functions for generating a circular orbit from the start of operation.

For example, when the joystick 4041 is used as the operation unit 404, the direction in which the lever portion 4041a is tilted is θ_des, and the distance specified by the far button 4041b or the near button 4041c is r_des.
When the cross key 4042 is used as the operation unit 404, the distance designated by the forward button 4042a and the backward button 4042b is set to r_des. When the right button 4042c is pressed, the angular velocity corresponding to the number of times the button 4042c is pressed is set to sign with a value of sign +. On the other hand, when the left button 4042D is pressed, the angular velocity corresponding to the number of times the button 4042D is pressed is set to sign with a value of-.

The wheel speed command calculating unit 505 calculates a command value to the wheel driving unit 506 so as to be the moving direction and moving speed to the target position Pos_des2 calculated by the vehicle target speed calculating unit 504.
The wheel drive unit 506 drives the wheel (the movement operation unit 5) according to the command value calculated by the wheel speed command calculation unit 505.
The coordinate system conversion unit 551 converts the vehicle position C detected by the vehicle sensor unit 501 into the operation device housing coordinate system when the coordinate system used by the vehicle sensor unit 501 is different from the operation device housing coordinate system. In addition, when the vehicle sensor part 501 uses an operating device housing | casing coordinate system, it is not necessary to perform conversion.
The transmission data conversion unit 552 converts the transmission data into a data format that can be received by the controller device 400.
The transmission unit 553 transmits the data whose data format has been converted by the transmission data conversion unit 552 to the controller device 400 wirelessly or by wire.

FIG. 25 is a diagram showing detailed functions provided in the vehicle target speed calculation unit 504 shown in FIG. In FIG. 25, the same reference numerals are given to the same functions as those provided in the control unit 50 of the vehicle 1 having the basic configuration shown in FIG. 9, and detailed description thereof is omitted. The vehicle target speed calculation unit 504 shown in the figure is different from the function of the control unit 50 of the vehicle 1 shown in FIG. 9 in that a center of gravity speed command generation unit 601 and an addition calculation unit 602 are added.
The center-of-gravity speed command generation unit 601 determines the center-of-gravity speed command value in the vehicle coordinate system based on the difference between the target coordinates Pos_des2 received from the operation device 400 and the vehicle coordinates Pos2 (θ_act, r_act) detected by the vehicle sensor unit 501. To do. The addition operation unit 602 adds the requested center-of-gravity speed output from the requested center-of-gravity speed generation unit 74 and the center-of-gravity speed command value generated by the center-of-gravity speed command generation unit 601 and outputs the sum to the center-of-gravity speed limit unit 76.

  24 corresponds to the motor command calculation unit 82 shown in FIGS. 9 and 25, and the wheel drive unit 506 shown in FIG. 24 corresponds to the actuator device 7 of the vehicle 1. That is, the vehicle 500 is a sensor that detects the operation device presence direction in the vehicle sensor unit 501 shown in FIG. 24, the receiving unit 502, and internal data with respect to the vehicle 1 having the basic configuration described above or a modification of the vehicle 1. It is the structure which added the conversion part 503, the gravity center speed command production | generation part 601 in the vehicle target speed calculation part 504, and the addition calculating part 602.

FIG. 26 is a diagram showing a processing flow of the omnidirectional mobile vehicle operation system according to this embodiment, and shows the operation in step S9 in FIG.
First, in the remote operation stop mode, the vehicle 500 outputs the detected values of the inclination sensor 52, the load sensor 54 of the vehicle sensor unit 501, and the rotary encoders 56R and 56L as angle sensors to the vehicle target speed calculation unit 504, which is described above. The vehicle operates in the same manner as the vehicle 1 having the basic configuration described above or its modification.

  Here, when the operator inputs the remote operation mode using the mode switching button 401 of the operation device 400, the transmission unit 406 transmits a mode switching instruction signal to the remote operation mode in accordance with the instruction of the transmission data conversion unit 405. Send to. When the internal data conversion unit 503 of the vehicle 500 receives the mode switching instruction signal via the reception unit 502, the vehicle target speed calculation unit 504 can receive the operation instruction signal from the operation device 400.

Then, the operator gives an operation according to the operation amount through the operation unit 404. As a result, for example, the operation unit 404 is provided with an operation amount indicating the direction in which the lever portion 4041a of the joystick 4041 is tilted and the distance designated by the far button 4041b or the near button 4041c (step S1005). .
The operation unit 404 converts the target position O corresponding to the operation amount into the target coordinate Pos_des2 in the polar coordinate system, and outputs it to the transmission data conversion unit 405 (step S1010).
The transmission data conversion unit 405 converts the data format of the target coordinate Pos_des2 input from the operation unit 404 and transmits the converted data to the vehicle 500 (step ST1015).

Reception unit 502 of vehicle 500 receives target coordinates Pos_des2 from operating device 400 (step ST1020).
And the vehicle sensor part 501 detects the position (vehicle position C) of the vehicle 500 with respect to the operating body reference position S, and converts this vehicle position C into the vehicle coordinate Pos2 in a polar coordinate system (step S1025).

  The center-of-gravity speed command generation unit 601 of the vehicle target speed calculation unit 504 calculates the front / rear left / right target speed vector ↑ Vb_rc (target speed vector) as the center-of-gravity speed command value based on the target coordinate Pos_des2 according to the above-described equation 11. Step S1030). Accordingly, the direction of the target position O instructed by the operation unit 404 of the controller device 400 and the direction of the front / rear / left / right target speed vector ↑ Vb_rc are the same direction in the absolute coordinate system.

  The addition calculation unit 602 of the vehicle target speed calculation unit 504 calculates the front / rear / left / right target speed Vb_xy_rc, which is a set of the X-axis direction component and the Y-axis direction component of the front / rear left / right target speed vector ↑ Vb_rc calculated in step S1030, It is added to the required center-of-gravity speed Vb_xy_aim output from the speed generation unit 74 and output to the center-of-gravity speed limiting unit 76 (step S1035). The center-of-gravity speed limiting unit 76 adds the front / rear / left / right target speed Vb_xy_rc output from the addition calculation unit 602 to the processing performed using the required center-of-gravity speed Vb_xy_aim in the vehicle 1 having the basic configuration or the modified example of the vehicle 1. This is executed using the required center-of-gravity velocity Vb_xy_aim instead.

  Thereafter, the wheel speed command calculation unit 505 instructs to drive the wheel according to the target speed calculated by the vehicle target speed calculation unit 504, and the wheel drive unit 506 drives the wheel according to the instruction from the wheel speed command calculation unit 505. The processing to be performed is the same as that of the vehicle 1 having the basic configuration or the modification of the vehicle 1 (step S1040).

In the above description, the front / rear / right / left target speed vector ↑ Vb_rc is calculated using only the operation direction of the operation unit 404 as the operation amount. However, the front / rear / left / right target speed vector is further used as the operation amount using the speed instruction input by the operation unit 404. The speed may be controlled by changing the size of ↑ Vb_rc.
This speed instruction is output from the operation unit 404 in step S1010. For example, if the operation unit 404 is a joystick 4041, the tilt angle of the lever portion 4041a of the joystick 4041 is used as a speed instruction. Alternatively, the operation unit 404 may include speed instruction buttons such as low speed and high speed. In step S1030, the center-of-gravity speed command generation unit 601 of the vehicle 500 uses the speed control coefficient t determined in accordance with the tilt angle or the speed instruction such as low speed or high speed input by the speed instruction button. The front / rear / left / right target speed vector ↑ Vb_rc, which is the center-of-gravity speed command value by the apparatus 400, is calculated by the following equation (13).

  ↑ Vb_rc = c. (Pos2-Pos_des2) .t ....... Equation 13

  The speed control coefficient t increases as the high speed is instructed. For example, when the joystick 4041 is used, the value of the speed control coefficient t is increased continuously or stepwise as the tilt angle increases, but an upper limit of the speed control coefficient t may be provided.

  Note that the transmission data conversion unit 405 of the operation device 400 converts the speed instruction input from the operation unit 404 into a speed control coefficient t, and transmits the speed control coefficient t together with the target coordinate Pos_des2 to the vehicle 500. The speed instruction may be transmitted from the operating device 400 together with the target position Pos_des2 to the vehicle 500, and the center of gravity speed command generation unit 601 of the vehicle 500 may convert the operation instruction into the speed control coefficient t.

As described above, according to the present invention, the vehicle position C and the target position O are represented using the same polar coordinate system with the operating body reference position S as the origin, and the coordinates Pos2 of the vehicle position C and the coordinates Pos_des2 of the target position O By calculating the difference, the moving direction of the vehicle 500 existing at the vehicle position C can be easily calculated.
Thereby, the vehicle 500 can be moved according to the moving direction seen from the operating body reference position S. Therefore, even if the vehicle 500 is facing in any direction, it is only necessary to indicate a direction in which the operator wants to move the vehicle 500 as viewed from the operator, and the vehicle 500 can be controlled with a simple operation. That is, the operator can specify the moving direction of the vehicle 500 more intuitively.
Further, since the vehicle 500 calculates the moving direction to the target position O in the polar coordinate system in the polar coordinate system, the vehicle 500 can move so as to rotate around the operating body reference position S. Thus, the vehicle 500 can be moved so as to rotate around itself as seen from the operator.

  Further, even when the omnidirectional vehicle 500 rotates and changes its orientation with respect to the operator, the direction of the omnidirectional vehicle is determined from the other existing direction or position obtained in each of the omnidirectional mobile vehicle 500 and the operation device 400. And the orientation of the controller device can be acquired, and the target position by the controller device 400 can be converted into the same polar coordinate system in accordance with the acquired relative relationship, and the moving direction and speed of the omnidirectional vehicle 500 can be determined. . Therefore, since the operator does not need to perform an operation in consideration of the direction of the omnidirectional mobile vehicle 500, the operator can easily operate the omnidirectional mobile vehicle 500 by the operation device 400 while reflecting the intention.

In the present embodiment, the vehicle 1 having the structure shown in FIGS. 1 and 2 is illustrated as a basic configuration and modification of the vehicle 500, but is not limited to the vehicle illustrated in the basic configuration and modification. .
Specifically, the wheel body 5 as the moving operation unit of the vehicle 1 has an integral structure. For example, in FIG. 10 of International Publication No. 08/132777 (hereinafter referred to as “Document A”). It may be of the structure as described. 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, for example, a crawler-like structure as described in FIG. 3 of International Publication No. 08/132778 (hereinafter referred to as “Document B”).
Alternatively, for example, as described in FIG. 5 of Document B, FIG. 7 of Document A, or FIG. 1 of Patent Document 1, the moving operation unit is configured by a sphere, and this sphere is configured as an actuator device (for example, the wheel 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 body 5.

Further, in the present basic configuration and the modification, the vehicle 1 including the seat 3 is illustrated as a passenger's riding part. However, as shown in FIG. The vehicle may have a structure in which a portion gripped by the occupant standing up in is assembled to the base body.
As described above, the present invention can be applied to omnidirectional vehicles having various structures as seen in Documents A and B, Patent Document 1, and the like.

  Furthermore, the vehicle 500 according to the embodiment of the present invention includes a plurality of moving operation units (for example, two in the left-right direction, two in the front-rear direction, or three or more) that can move in all directions on the floor surface. ) You may have. In this case, for example, when three or more moving operation units are provided, the control of the tilt angle of the base body may be omitted by preventing the base body from tilting.

  DESCRIPTION OF SYMBOLS 1 ... Omni-directional moving vehicle, 3 ... Seat, 5 ... Moving operation part (moving part), 7 ... Actuator apparatus (moving part), 9 ... Base | substrate, 50 ... Control unit, 400 ... Operating device, 401 ... Mode switching button, 402: operation device sensor unit (detection unit), 403 ... coordinate system conversion unit, 404 ... operation unit (operation amount generation unit), 405 ... transmission data conversion unit, 406 ... transmission unit (operation amount transmission unit), 450 ... operation Device, 451 ... receiving unit, 452 ... internal data conversion unit, 453 ... gravity center speed command generation unit (target movement speed vector generation unit), 500, 550 ... omnidirectional moving vehicle (omnidirectional moving body), 501 ... vehicle sensor unit (Detection unit, sensor unit), 502 ... reception unit (operation amount reception unit), 503 ... internal data conversion unit, 504 ... vehicle target speed calculation unit (movement control unit), 505 ... wheel speed command calculation unit (movement control unit) ) 5 6 ... Wheel drive unit (movement control unit), 551 ... Coordinate system conversion unit, 552 ... Transmission data conversion unit, 553 ... Transmission unit, 554 ... Vehicle target speed calculation unit (movement control unit), 601 ... Center of gravity speed command generation unit (Target moving speed vector generation unit), 602... Addition operation unit

Claims (4)

An omnidirectional mobile body operation system comprising an omnidirectional mobile body and an operating device that communicates with the omnidirectional mobile body and operates the omnidirectional mobile body,
The operating device is:
An input unit for allowing a user to input a direction based on a reference direction based on the attitude of the operating device and a distance from the own device;
Based on the direction and distance input to the input unit, the operation amount related to the movement of the base included in the omnidirectional moving body, and the operating body reference position indicating the reference position for operating the omnidirectional moving body as an origin An operation amount generating unit that outputs an operation amount representing a target position in a polar coordinate system ;
An operation amount transmission unit that transmits the operation amount output by the operation amount generation unit;
The omnidirectional mobile body is
A substrate;
A moving unit connected to the base body and capable of driving the base body in all directions on a running surface;
An operation amount receiving unit that receives the operation amount transmitted by the operation amount transmitting unit;
A movement control unit that controls the moving unit using the operation amount received by the operation amount receiving unit;
The omnidirectional mobile body operating system is:
A detection unit for detecting a relative positional relationship between the operating body reference position and the omnidirectional mobile body;
The omnidirectional movement is characterized in that the operation amount indicates a movement to a target position represented in a coordinate system having the operation body reference position as an origin with respect to the relative positional relationship detected by the detection unit. Body operation system.   2. The omnidirectional signal according to claim 1, wherein the detection unit detects, as the relative positional relationship, a position where the omnidirectional moving body exists in a polar coordinate system having the operation tool reference position as an origin. Mobile body operation system. An omnidirectional mobile body operation system comprising an omnidirectional mobile body and an operating device that communicates with the omnidirectional mobile body and operates the omnidirectional mobile body,
The operating device is:
An input unit for allowing a user to input a direction based on a reference direction based on the attitude of the operating device and a distance from the own device;
As an operation amount related to the movement of the base provided in the omnidirectional mobile body, a first operation amount for operating a distance between the operation body reference position indicating a reference position for operating the omnidirectional mobile body and the omnidirectional mobile body; An operation amount generation unit that outputs a second operation amount for operating the direction of the omnidirectional mobile body with reference to a reference direction based on a posture of the operation device ;
An operation amount transmission unit that transmits the first operation amount and the second operation amount output by the operation amount generation unit;
The omnidirectional mobile body is
A substrate;
A moving unit connected to the base body and capable of driving the base body in all directions on a running surface;
An operation amount receiving unit that receives the first operation amount and the second operation amount transmitted by the operation amount transmitting unit;
A distance between the operating body reference position and the omnidirectional moving body is changed based on the first operation amount, and the omnidirectional moving body is rotated around the operating body reference position based on the second operation amount. A movement control unit for controlling the movement unit,
The omnidirectional mobile body operating system is:
A detection unit for detecting a relative positional relationship between the operating body reference position and the omnidirectional mobile body;
The omnidirectional movement is characterized in that the operation amount indicates a movement to a target position represented in a coordinate system having the operation body reference position as an origin with respect to the relative positional relationship detected by the detection unit. Body operation system. An omnidirectional mobile body operation method for operating an omnidirectional mobile body in an omnidirectional mobile body operation system comprising an omnidirectional mobile body and an operating device that communicates with the omnidirectional mobile body and operates the omnidirectional mobile body There,
The operating device is
A direction based on a reference direction based on the attitude of the operating device and a distance from the own device are input to the user,
Based on the input direction and distance, a polar coordinate system that is an operation amount related to the movement of the substrate included in the omnidirectional mobile body and that has an operating body reference position that indicates a reference position for operating the omnidirectional mobile body as an origin Output an operation amount representing the target position ,
The operation amount is transmitted to the omnidirectional mobile body,
The omnidirectional mobile body is
Receiving the operation amount from the operation device;
Detecting a relative positional relationship between an operating body reference position indicating a reference position for operating the omnidirectional moving body and the omnidirectional moving body;
The base is driven in all directions on the running surface based on the operation amount indicating movement to a target position represented in a coordinate system with the operating body reference position as an origin with respect to the detected relative positional relationship. An omnidirectional mobile object operating method characterized by controlling.

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