JP6048258B2 - Inverted motorcycle, turning motion control method and program for inverted motorcycle - Google Patents

Description

  The present invention relates to an inverted two-wheeled vehicle for riding a passenger, a method for controlling the turning operation of an inverted two-wheeled vehicle, and a program. Related.

  2. Description of the Related Art Conventionally, in an inverted two-wheeled vehicle that can travel with an occupant riding while maintaining an inverted state, the traveling speed is controlled according to the inclination in the front-rear direction (posture angle (pitch angle) in the front-rear direction). For example, Patent Document 1 discloses a technique that stabilizes turning by suppressing a turning command in accordance with the traveling speed. Patent Document 2 discloses a technique for suppressing the speed in the front-rear direction so as to realize a sharp turn when a turn command is issued.

JP 58-180371 A Japanese Patent No. 4875684

  However, in the technique described in Patent Document 1, by suppressing the turning command according to the traveling speed, it is easy to turn in the low speed region and difficult to turn in the high speed region. That is, in the control method described in this patent document, in particular, in the case of an inverted two-wheeled vehicle that obtains a turn command value in accordance with the movement of the weight in the left-right direction of the passenger, There is a problem in that the amount of rotation angle of the inverted two-wheeled vehicle becomes large because the vehicle body is in a state of receiving a turning command and the vehicle body is almost stopped and the vehicle is at a low speed.

  FIG. 14 is a diagram for explaining a problem of the technique described in Patent Document 1. In FIG. As shown in FIG. 14, since the degree of vehicle inclination is detected and used as a turn command value, when only one foot is on board, the vehicle inclination angle θ increases to the turn command angle. That is, for example, when the user tries to get off from the foot when getting off, the vehicle detects the turn command angle and outputs a turn command and turns. This is because the translation speed required for the inversion control and the speed required for the turn are controlled separately, so the speed commands for the left and right wheels are the addition of the translation speed command required for the inversion and the speed command required for the turn. It is because it becomes a combination.

  For example, when the user gets on or off the vehicle, the vehicle enters a low speed state. This is because the robot cannot stop when getting on and off while standing upside down to keep balance. Using an inverted cart that realizes the function of turning with a change in the center of gravity on the left and right in such a low-speed region, the inverted cart turns due to the behavior when getting on and off, that is, the operation of putting one foot on or lowering one foot. I give a command. Furthermore, at this time, if it is in a state of hardly moving in the front-rear direction, only the turning rotation angle amount becomes large, so that the inverted cart turns on the spot, which is dangerous.

  Further, in the technique described in Patent Document 2, the inversion cannot be maintained at the time of turning, and the possibility of falling or the like arises. That is, the inverted motorcycle maintains the inverted position by adjusting the speed in the front-rear direction. Therefore, when a passenger tries to make a big turn and tries to turn while leaning in the front-rear direction, that is, when trying to turn at a high speed, if the traveling speed in the front-rear direction is suppressed, the inversion may not be maintained. There is a problem that there is.

  FIG. 15 is a diagram for explaining a problem of the technique described in Patent Document 2. In FIG. In an inverted two-wheeled vehicle, the vehicle is traveling in an inverted state as shown in FIG. 15A, and when the speed is increased, as shown in FIG. To do. The inverted two-wheeled vehicle maintains the inverted position by increasing the traveling speed by using an action for maintaining the inverted position with respect to the forward inclined posture. That is, the traveling speed of the inverted motorcycle is controlled as a speed necessary for maintaining the inverted state. Therefore, if the speed in the front-rear direction is uniquely suppressed during turning, the traveling speed necessary for maintaining the inverted state cannot be maintained, the inverted state cannot be maintained, and a risk of falling may occur.

  The present invention has been made to solve such problems, and provides an inverted two-wheeled vehicle capable of stably turning while maintaining an inverted state, a turning operation control method for an inverted two-wheeled vehicle, and a program. For the purpose.

An inverted two-wheeled vehicle according to the present invention is an inverted two-wheeled vehicle that can travel while maintaining an inverted state, and includes a riding state determination means that detects a passenger's riding state, and a speed command that outputs a speed command value that indicates a traveling speed. the value output means, when the speed command value, wherein the speed instruction value output means has output on a given value or more is a turning suppression control means for calculating a predetermined suppression gain, suppression gain to the swing suppression control means has calculated possess the speed control means for controlling the speed in accordance with the riding condition determining means, only feet, or one foot of the occupant is determined whether there on the step, the swing suppression control means, said riding condition The suppression gain is calculated based on a turning suppression gain pattern corresponding to the riding state of the occupant determined by the determination unit, and only one foot of the occupant is on the step by the riding state determination unit. If it is determined that the speed command value is equal to or less than the predetermined value v1, the suppression gain g1x is calculated by the second suppression gain calculation method, and the speed command value is equal to or greater than the predetermined value v2 (> v1). The suppression gain g2x is calculated by the third suppression gain calculation method .

In the present invention, when only one foot of the passenger is on the step, it can be determined that the passenger is about to get off or get on, and at a traveling speed of a predetermined value v1 or less, a turn suppression gain is calculated. The turning can be suppressed, and the turning suppression gain can be calculated to suppress the turning even when the traveling speed is higher than the predetermined value v2 as in the case where both legs are on the step.

Furthermore, before Symbol turning suppression control means, if both feet of the passenger by the boarding state determining means is determined to be on step, first suppression gain when the speed command value is not less than the predetermined value V1 The suppression gain Gx may be calculated by a calculation method. As a result, when both feet of the passenger are on the steps of the vehicle, the passenger is not trying to get off or get on, and can be regarded as traveling, and is stable because it does not suppress turning at low speeds. A turn can be made.

In addition, the vehicle has a plurality of turn suppression gain patterns composed of N (N is a natural number ) linear function or a triangular function connecting the maximum value Gmax and the minimum value Gmin of the turn suppression gain, and turns based on the determination result of the riding state determination means. A turning suppression gain pattern switching means for selecting a suppression gain pattern, wherein the turning suppression control means sets a value corresponding to the speed command value in the turning suppression gain pattern selected by the turning suppression gain pattern switching means to the suppression gain; May be calculated as The turning suppression gain pattern switching unit can select a suppressing gain pattern according to the traveling speed and the riding state, and the turning suppression control can be performed with the suppressing gain obtained by the optimum method.

  Further, the vehicle may further include a turn command output unit that outputs a turn command in accordance with a weight shift in the left-right direction of the passenger, and the turn suppression control unit calculates the suppression gain when the turn command is output. Good. As a result, a turn command can be output according to the weight shift in the left-right direction.

  Furthermore, the speed command value output means calculates and outputs a speed command value necessary for maintaining the inverted state from the vehicle longitudinal inclination, and the speed control means outputs the speed command value and the suppression. The speed control can be executed based on the gain. Thereby, a speed command can be output according to the inclination of the vehicle in the front-rear direction.

The turning suppression control means sets the turning suppression gain Gx to the maximum value Gmax when the speed command value Vx is V1, and the minimum value Gmin when the speed command value Vx is V2 larger than V1, and sets the turning suppression gain Gx to V1 ≦ Vx. in the range of ≦ V2, the turning suppression gain Gx, determined by the maximum value Gmax and the minimum value Gmin and the primary function G connecting the (x), the range of Vx ≧ V2, the turning suppression gain Gx, may Gmin . Thus, when both legs are on the vehicle, the maximum suppression gain value, for example, 1 is set at a predetermined speed V1 or less, and the traveling speed at the time of turning is not suppressed, and depending on the traveling speed at a predetermined value V1 or more and V2 or less. The traveling speed at the time of turning can be suppressed by the suppression gain that becomes smaller, and further, the turning can be prevented from being performed at the traveling speed of V2 or higher.

Further, the turning suppression control means sets the turning suppression gain gx to the minimum value gmin when the speed command value vx is less than v1, vmax when the speed command value vx is less than v1, and the maximum value when v2 is greater than v1. When v3 is greater than gmax and v2, the minimum value is gmin. In the range of v0 ≦ vx ≦ v1, the turning suppression gain gx is determined by a linear function g1 (x) that connects the minimum value gmin and the maximum value gmax. In the range of v1 ≦ vx ≦ v2, the turning suppression gain gx is the maximum value gmax, and in the range of v2 ≦ vx ≦ v3, the turning suppression gain gx is a linear function g2 connecting the maximum value gmax and the minimum value gmin. It may be determined by (x). As a result, when only one foot is on the vehicle, the traveling speed is controlled by a turning suppression gain that increases with the speed at a traveling speed equal to or less than a predetermined value v1 (which makes the suppression smaller), and at a predetermined value v1 or more and v2 or less, The suppression gain maximum value, for example, 1 is set, and the traveling speed at the time of turning is not suppressed. When the predetermined value is v2 or more and v3 or less, the traveling speed at the time of turning is reduced by a suppression gain that becomes smaller (increases the suppression). Further, it is possible to prevent the vehicle from turning at a traveling speed of v3 or higher.

A turning operation control method for an inverted motorcycle according to the present invention is a turning operation control method for an inverted two-wheeled vehicle capable of running while maintaining an inverted state, a riding state determination step for detecting a passenger's riding state, and a traveling speed. and a speed instruction value output step of outputting a speed command value for instructing, when the speed command value output by the speed instruction value output step on a predetermined value or more, the turning suppression control step of calculating a predetermined suppression gain When either the swing suppression control process possess the speed control step of performing rate control in accordance with the suppression gain calculated by, in the riding condition determination step, only feet, or one foot of the rider is on step In the turning suppression control step, the suppression gain is calculated based on a turning suppression gain pattern according to the riding state of the occupant determined in the riding state determination step. When it is determined in the vehicle state determination step that only one foot of the passenger is on the step, the suppression gain g1x is calculated by the second suppression gain calculation method when the speed command value is equal to or less than the predetermined value v1. When the speed command value is equal to or greater than the predetermined value v2 (> v1), the suppression gain g2x is calculated by the third suppression gain calculation method .

Further, a program according to the present invention is a program for causing a computer to execute a turning speed suppression process of an inverted two-wheeled vehicle that can run while maintaining an inverted state, and a riding state determination process for detecting a passenger's riding state; , a speed command value output processing for outputting a speed command value for instructing the traveling speed, when the speed command value output by the speed instruction value output processing on the predetermined value or more is calculated a predetermined suppression gain possess a turning suppression control process, and a speed control processing for performing rate control in accordance with the suppression gain calculated by the turning suppression control process, in the riding condition determination process, only the feet or foot on the passenger steps The turning suppression control process determines whether the vehicle is on the basis of a turning suppression gain pattern according to the riding state of the occupant determined in the riding state determination process. And when it is determined in the riding state determination process that only one foot of the passenger is on the step, a second suppression gain is obtained when the speed command value is equal to or less than a predetermined value v1. The suppression gain g1x is calculated by the calculation method, and when the speed command value is equal to or greater than the predetermined value v2 (> v1), the suppression gain g2x is calculated by the third suppression gain calculation method.

  According to the present invention, it is possible to provide an inverted two-wheeled vehicle capable of stably turning while maintaining an inverted state, a turning operation control method for an inverted two-wheeled vehicle, and a program.

It is a block diagram which shows the turning control part of the inverted two-wheeled vehicle concerning embodiment of this invention. (A) is a graph showing the relationship between the turn suppression gains g1 (x) and g2 (x) and the speed command value v (x) when it is determined that only one foot of the passenger is on the step; (B) is a graph showing the relationship between the turn suppression gain G (x) and the speed command value V (x) when it is determined that both feet of the passenger are on the step. It is a flowchart which shows the turning operation | movement control method concerning embodiment of this invention. (A) is a graph showing another relationship between the turn suppression gains g1 (x) and g2 (x) and the speed command value v (x) when it is determined that only one foot of the passenger is on the step. FIG. 4B is a graph showing another relationship between the turn suppression gain G (x) and the speed command value V (x) when it is determined that both the feet of the passenger are on the step. It is the schematic diagram which looked at the inverted motorcycle from the upper part. It is a figure explaining the locus | trajectory at the time of a turn at the time of seeing the inverted motorcycle shown in FIG. 5 from right above. It is a figure explaining a ground wheel angle. FIG. 8 is a block diagram showing a configuration of the ECU including a turning command calculation unit. It is a graph which shows the relationship between the magnitude | size of turning gain, and time. It is a schematic diagram which shows the operation mode of an inverted motorcycle. It is a figure explaining the attitude | position (pitch angle) near neutrality. 1 is an external view showing an example of an inverted motorcycle according to an embodiment of the present invention. It is a block diagram which shows an example of the inverted two-wheeled vehicle concerning embodiment of this invention. 10 is a diagram for explaining a problem of the technique described in Patent Document 1. FIG. 10 is a diagram for explaining a problem of the technique described in Patent Document 2. FIG.

  Hereinafter, specific embodiments to which the present invention is applied will be described in detail with reference to the drawings. In this embodiment, the present invention is applied to an inverted motorcycle that can run while maintaining an inverted state.

  As described above, the inventors of the present application have found that an inverted carriage whose front-rear speed affects the turning speed, unless the turning speed is suppressed in the low-speed region, the carriage rotates when getting on and off. Based on this, the present inventors have found a method for controlling the turning motion of an inverted motorcycle that can control the turning gain while stably maintaining the inverted state of the inverted motorcycle at both low speed and high speed. Here, in this specification, the turning gain is a value that suppresses only the turning speed during the turning operation.

  As will be described later, the inverted two-wheeled vehicle according to the present embodiment includes two wheels, a step arranged on the wheels and capable of boarding the passenger, and a handle for the passenger to control the traveling direction and the traveling speed. And have. Further, the inverted two-wheeled vehicle according to the present embodiment includes a speed sensor such as an encoder or resolver that measures the rotation angle and / or rotation angular velocity of the wheel, a posture sensor for acquiring the posture angle and / or posture angular velocity of the inverted two-wheeled vehicle, and the like. A plurality of sensors. The posture angle or the posture angular velocity is measured from at least one of a roll, a pitch, and a yaw axis.

  And based on these sensor values, it has IC (Integrated Circuit: IC), such as a microcomputer which performs motor control, inversion control, and attitude | position angle, and performs each control, such as attitude | position control. Furthermore, it has a controller that detects a change in posture of the user in the left-right direction by the posture sensor and calculates or outputs a turn command value according to the posture change angle. It also has a boarding detection switch (SW) that detects boarding that turns on when a passenger gets on the step and turns off when the passenger gets off.

  In the inverted two-wheeled vehicle according to the present embodiment configured as described above, by appropriately suppressing the turning according to the riding state of the occupant and the traveling speed of the vehicle body, an unreasonable turning is prevented and the inverted state is maintained. This makes it possible to perform a turning operation safely while keeping it. In particular, turning control is not performed up to a predetermined traveling speed, the traveling speed is not lowered forcibly and the inverted state is not made unstable, and the turning suppression gain value is reduced, that is, suppressed above a predetermined traveling speed. The degree can be increased to prevent turning.

  In addition, when attempting to turn at high speed, the passenger's body is greatly inclined, and only one foot is on the step and the other foot is lifted from the step (hereinafter also referred to as one foot on state). Therefore, when a turn command is output with one foot on during high-speed running, the degree of suppression is reduced compared to the normal state where both feet are on the step (hereinafter also referred to as both feet on), and the turn radius By turning the vehicle at a large value, turning at high speed can be performed stably.

  Hereinafter, the configuration of an inverted motorcycle that performs such turning control will be described. FIG. 1 is a block diagram showing a turning control unit of an inverted motorcycle according to the present embodiment. The turning control unit 110 includes a speed command value output unit 111 as a speed command value output unit, a turning suppression control unit 112 as a turning suppression control unit, and a speed control unit 113 as a speed control unit.

  The speed command value output unit 111 receives the detection result of the tilt of the inverted two-wheeled vehicle (vehicle) in the front-rear direction, and converts the detection result into a speed command value that instructs the traveling speed so that the inverted two-wheeled vehicle is maintained inverted. And output to the turning suppression control unit 112 and the speed control unit 113. When the speed command value output by the speed command value output unit 111 is equal to or greater than the predetermined value V1, the turning suppression control unit 112 calculates and outputs a predetermined suppression gain. The speed command value output from the speed command value output unit 111 and the suppression gain calculated by the turning suppression control unit 112 are multiplied by a preceding multiplier of the speed control unit 113 and input to the speed control unit 113. The speed control unit 113 generates and outputs angular speed command values for the left and right motors of the inverted two-wheeled vehicle based on the value obtained by multiplying the speed command value by the suppression gain, that is, the speed command value for which turning is suppressed. As a result, when the traveling speed is equal to or higher than the predetermined speed, the turning is suppressed, so that the inverted two-wheeled vehicle can turn stably without performing excessive turning during high-speed traveling.

  Here, the turning control unit 110 further includes a boarding detection SW (switch) 114 as boarding state determination means for detecting the boarding state of the passenger. Thereby, the turning suppression control unit 112 can calculate the suppression gain based on the turning suppression gain pattern corresponding to the riding state of the passenger determined by the boarding detection SW 114.

  Specifically, the boarding detection SW 114 determines whether both the feet of the passenger are on the step (see step cover 3 in FIG. 12) or only one foot is on the step. Then, when the boarding detection SW 114 determines that both feet of the occupant are on the step, the turning suppression control unit 112 uses the first suppression gain calculation method to determine the suppression gain when the speed command value is equal to or greater than the predetermined value V1. Gx is calculated. Further, when the boarding detection SW 114 determines that only one foot of the passenger is on the step, the turning suppression control unit 112 suppresses by the second suppression gain calculation method when the speed command value is equal to or less than the predetermined value v1. The gain g1x is calculated, and when the speed command value is a predetermined value v2 (> v1), the suppression gain g2x is calculated by the third suppression gain calculation method.

  FIG. 2A is a graph showing the relationship between the turn suppression gains g1 (x) and g2 (x) and the speed command value v (x) when it is determined that only one foot of the passenger is on the step. FIG. 2 and FIG. 2B are graphs showing the relationship between the turn suppression gain G (x) and the speed command value V (x) when it is determined that both feet of the passenger are on the step.

As shown in FIGS. 2A and 2B, the turning suppression gain pattern is expressed by a linear function (Y = aX + b) that connects the maximum value gmax and the minimum value gmin of the turning suppression gain. In addition, the turning suppression gain pattern may be a straight line or a curve such as an N-order function (N is a natural number ) or a triangular function that connects the maximum value Gmax and the minimum value Gmin of the turning suppression gain.

As shown in FIG. 2A, when it is determined that only one foot of the passenger is on the step, when the speed command value vx is v0 smaller than v1, the turning suppression gain gx is set to the minimum value gmin, When v1 is the maximum value gmax, when v2 is greater than v1, the maximum value gmax is greater than v2, and when v3 is greater than v2, the minimum value is gmin , and in the range of v0 ≦ vx ≦ v1 in the low speed section, The turning suppression gain gx is represented by a linear function g1 (x) that connects the minimum value gmin and the maximum value gmax. Note that v0 to v1 are low speed sections, v1 to v2 are medium speed sections, and v2 to b3 are high speed sections. That is, in this low speed section, as the traveling speed v (x) increases, the turning suppression gain g1 (x) increases and the suppression degree decreases.

  Here, the value of the turning suppression gain is not changed at a stretch from the minimum turning suppression gain value gmin to the maximum turning suppression gain value gmax between the speed command value vx = v0 and v1. This is because, if the speed is extremely changed when a certain threshold value is exceeded (extremely changing the turning suppression gain), turning suddenly is not preferable in terms of sensitivity evaluation. Therefore, in the present embodiment, the value of the turning suppression gain is gradually increased or gradually decreased as shown in FIG. 2, and the turning suppression gain is continuously changed when the threshold value is exceeded. This can be prevented.

  Here, in the present embodiment, the minimum turning suppression gain gmin = 0, and in this case, the traveling speed is set to zero. Further, the maximum turning suppression gain gmax = 1, and turning control is not performed. And in v1 <= vx <= v2 of a medium speed area, turning suppression gain gx = turning suppression gain maximum value gmax = 1 is constant, and turning suppression is not performed. And in v2 <= vx <= v3 of a high-speed area, it represents with the linear function g2 (x) which connects the turning suppression gain maximum value gmax and the turning suppression gain minimum value gmin. That is, in this high speed section, as the traveling speed v (x) increases, the turning suppression gain g2 (x) decreases and the suppression degree increases. When v3 is exceeded, the minimum turning suppression gain gmin = 0, and the turning operation is not performed.

Also, as shown in FIG. 2B, when it is determined that both the feet of the passenger are on the step, when the speed command value Vx is V1, the turning suppression gain Gx is determined from the maximum values Gmax and V1. When V2 is large, it is the minimum value Gmin , and in the range of V1 ≦ Vx ≦ V2 in the high speed section, the turning suppression gain is a primary that connects the turning suppression gain maximum value Gmax and the turning suppression gain minimum value Gmin. It is represented by a function Gx. Note that V0 to V1 are low speed sections, V1 to V2 are medium speed sections, and V2 to V3 are high speed sections. That is, in this high speed section, as the traveling speed V (x) increases, the turning suppression gain G (x) decreases and the suppression degree increases. Furthermore, when V (x) ≧ V2, the turning suppression gain G (x) = Gmin = 0, and in the low / medium speed section where V (x) ≦ V1, the turning suppression gain G (x) = Gmax = 1. . Here, in the present embodiment, the minimum turning suppression gain Gmin = 0 and the maximum turning suppression gain Gmax = 1, that is, turning suppression is not performed in the middle / low speed section of V (x) ≦ V1. Further, the turning operation is not performed in the high speed section where V (x) ≧ V2.

  Here, v2 shown in FIG. 2A and V1 shown in FIG. 2B may be different values. Furthermore, the respective inclinations of the turning suppression gain g1 (x), the turning suppression gain g2 (x), and the turning suppression gain G (x) G may be different. Further, the maximum turning suppression gain gmax and the maximum turning suppression gain Gmax may be a value smaller than 1 or a larger value. Further, the minimum turning suppression gain gmin and the minimum turning suppression gain Gmin may be values greater than zero.

Returning to FIG. 1, the turning control unit 110 further includes a turning suppression gain pattern switching unit 115 as a turning suppression gain pattern switching unit. This turning suppression gain pattern switching unit 115 has a plurality of turning suppression gain patterns composed of N-order functions or triangular functions (N is a natural number ) connecting the maximum value Gmax and the minimum value Gmin of the turning suppression gain, and the boarding detection SW114. Based on the determination result, that is, the turning suppression gain pattern is selected according to the determination result of whether both feet of the passenger are on the step or only one foot is on the step.

  In the example of FIG. 2, for example, when only one foot is detected when the passenger gets off or gets on board, and the speed v (x) <v1, the suppression gain of the turn suppression gain g1 (x) A pattern is selected, and if v1 ≦ speed v (x) ≦ v2, a suppression gain pattern of turning suppression gain g (x) = maximum turning suppression gain gmax is selected, and if v2 ≦ v (x) ≦ v3 Then, the suppression gain pattern of the turning suppression gain g2 (x) is selected. If v (x) ≧ v3, the suppression gain pattern of the turning suppression gain g (x) = minimum turning suppression gain gmin is selected.

  Further, when it is determined that both the feet of the passenger are on the step, if the speed V (x) ≦ V1, the suppression gain pattern of turning suppression gain G (x) = maximum turning suppression gain Gmax is selected, and V1 If ≦ speed V (x) ≦ V2, the suppression gain pattern of the turning suppression gain G (x) is selected.

  Further, the turning control unit 110 includes a turning command unit 116 as a turning command output unit that outputs a turn command in accordance with the weight movement of the passenger in the left-right direction. Based on the sensor value from the attitude sensor (see gyro sensors 27 to 30 in FIG. 12), the turn command unit 116 determines that the turn command is a turn command when the change in the inclination of the left and right direction of the inverted motorcycle becomes a predetermined value or more. The turning command value is output to the turning suppression control unit 112. When the turning suppression control unit 112 receives the turning command value from the turning command unit 116, the turning suppression control unit 112 calculates a turning suppression gain using this as a trigger. That is, the turning suppression control unit 112 receives the suppression gain pattern selected by the turning suppression gain pattern switching unit 115 according to the riding state of the passenger, and corresponds to the speed command value from the speed command value output unit 111. Is calculated and output.

  Here, the turning suppression gain pattern has been described as being selected according to the riding state, but the difference in travel speed (speed command value), the difference in the driving skill of the inverted motorcycle by the passenger, clear or rain, etc. Different turning suppression gain patterns may be selected according to differences in weather, differences in road surface conditions such as concrete or sand, differences in the size of the two-wheeled motorcycle. Alternatively, the turning suppression control unit 112 may calculate a turning suppression gain based on these parameters.

  Next, the turning motion control method according to the present embodiment will be described. FIG. 3 is a flowchart showing the turning operation control method according to the present embodiment. As shown in FIG. 3, first, a traveling speed (speed command value) in the front-rear direction is acquired from the speed command value output unit 111 (step S1). Next, the boarding state determination result is acquired from the boarding detection SW 114 (step S2). The processing of step S1 and step S2 can be performed periodically, for example, at a predetermined time interval.

  If it is determined from the result of step S2 that both legs are not on the step, it is determined that no one is on board (step S4), and the robot (inverted motorcycle) stops operating (step S5). For example, when it is determined that there is no both feet on the step for a predetermined time or longer, the power supply of the inverted motorcycle may be turned off.

  On the other hand, when it is determined that only one foot is on the step (step S6), the turning suppression gain corresponding to the speed acquired in step S1 is calculated from the turning suppression gain pattern acquired in step S2. First, when it is determined that the vehicle is traveling at a low speed of v (x) ≦ v1, a turning suppression gain is obtained from the turning suppression gain for low speed g1 (x) (step S8). When it is determined that v1 ≦ traveling speed v (x) ≦ v2 is traveling at a medium speed, medium speed turning suppression gain = 1 is output. Further, when it is determined that the vehicle is traveling at a high speed with the traveling speed v2 ≦ v (x) ≦ v3, the turning suppression gain is obtained from the high speed turning suppression gain g2 (x). Note that when the turning suppression gain g2 (x) = 0 (v (x) ≧ v3) and the speed is v3 or higher, the turning operation is not performed.

  If it is determined that both legs are on the step (step S11), it is determined that the occupant is traveling in a normal state, and the turning is suppressed according to the speed (step S12). First, when it is determined that the vehicle travels at low and medium speeds where the traveling speed V (x) ≦ V1, the turning suppression gain G (x) = the maximum turning suppression gain Gmax = 1, and the turning is not suppressed (step S13). On the other hand, when it is determined that the vehicle is traveling at a high speed with the traveling speed V (x) ≧ V1, a turning suppression gain is obtained from the turning suppression gain G (x) (step S14). When the turning suppression gain G (x) = 0 (V (x) ≧ V2) and the speed is V2 or higher, the turning operation is not performed.

  Next, other examples of the turning suppression gain G (x), the turning suppression gain g1 (x), and the turning suppression gain g2 (x) will be described. FIG. 4A shows another relationship between the turn suppression gains g1 (x) and g2 (x) and the speed command value v (x) when it is determined that only one foot of the passenger is on the step. FIG. 4B is a graph illustrating another relationship between the turn suppression gain G (x) and the speed command value V (x) when it is determined that both feet of the passenger are on the step. FIG.

  As shown in FIGS. 4A and 4B, the turning suppression gain G (x), the turning suppression gain g1 (x), and the turning suppression gain g2 (x) are not only linear functions but 2 It can also be an N-order function or a trigonometric function of the second order or higher order. As described above, the turning suppression gain pattern depends on the riding state and traveling speed of the passenger, and further includes other factors such as weather, road surface condition, passenger skill level, and the size of the wheels of the inverted motorcycle. Even if it responds, it is also possible to select different turning control patterns as appropriate.

  In the present embodiment, when the boarding detection SW 114 detects that the one foot is on and the vehicle is traveling at a low speed, it is determined that the vehicle is about to get off the inverted motorcycle, and the turning suppression gain is reduced (increase the degree of suppression). It is possible not to turn when getting off. In addition, when turning motion is used during high-speed traveling, the body is tilted greatly and the one foot is turned on during high-speed traveling, so the turning suppression gain is set larger than when both feet are turned on, that is, the degree of suppression is increased. It is possible to reduce the size and increase the turning radius. When both legs are on, the turning suppression gain is set to 1 during low-speed and medium-speed driving, the driving speed is not suppressed, and only during high-speed driving, the turning gain is decreased and the degree of suppression of the turning operation is controlled. Therefore, it is possible to perform the turning operation while maintaining the inversion while maintaining the traveling speed necessary for the inversion.

  Next, details of a first example of an inverted two-wheeled vehicle equipped with the above-described turning control unit according to FIG. 1 and a method of calculating the vehicle turning angular velocity will be described. FIG. 5 is a schematic view of an inverted motorcycle as viewed from above. Here, the rotation angle of the motor shaft is an angle with the counterclockwise rotation as seen from the motor output side (tire side). As shown in FIG. 5, the inverted two-wheeled vehicle 200 includes a first electronic control unit (ECU) 210 and a second ECU 220, left and right motors L231 / L232, and left and right tires L241 / tires R242. The first ECU 210 includes AMP0_211 and AMP1_212, and the second ECU 220 includes AMP0_221 and AMP1_222. The motor L231 is connected to AMP1_212 and AMP0_221, and the motor R232 is connected to AMP0_211 and AMP1_222. The left and right motors are connected to the left and right tires through gears, respectively.

  FIG. 6 is a diagram for explaining a trajectory during a turn when the inverted motorcycle shown in FIG. 5 is viewed from directly above. here,

とすると、図６において車輪が進んだ距離Ｌ１２に注目すると下記式が成立する。

Then, when attention is paid to the distance L12 traveled by the wheel in FIG.

両辺を微分して最終的には、旋回キャリブレーションで求める調整値Ｙａｗで調整して車両旋回角速度を算出すると下記が求まる。

Differentiating both sides and finally adjusting the adjustment value Yaw obtained by turning calibration to calculate the vehicle turning angular velocity, the following is obtained.

  Next, a method for calculating the ground wheel angle and the ground wheel angular velocity will be described. In general, when the vehicle body falls forward, the wheel rotates relative to the ground even though the motor is not rotating. For this reason, the travel distance and speed of the vehicle body cannot be accurately calculated only by the rotation angle of the motor. Therefore, by adding the influence of the inclination of the vehicle body, the angle at which the wheel rolls with respect to the ground is defined as the ground wheel angle, and this is obtained. FIG. 7 is a diagram for explaining the ground wheel angle.

The vehicle advances from position P0 in FIG. 7A and proceeds to position P1 in FIG. 7B. Further, it tilts forward and the wheel rolls to position P2 in FIG. Here, as shown in FIG. 7 (d), the distance A from the position P0 to P1 is the rolling distance due to the rotation of the motor, and the distance B from the position P1 to P2 is the rolling distance due to the rotation of the vehicle body. The angle of the sum of the sections of distance A and distance B is called ground wheel angle θ _LandWheel .

here,
Body Pitch Angle: θ _BodyPitch
Wheel Pitch shaft angle: θ _Wheel
Ground wheel angle: θ _LandWheel
Then, the following equation holds. The left and right ground wheel angles are calculated by the same method.
θ _LandWheel = θ _BodyPitch + θ _Wheel
Further, the ground wheel rotation speed can be obtained in the same manner.

Next, a method for calculating the vehicle center moving distance and the vehicle center speed will be described. The vehicle center moving speed and the vehicle center speed indicate the moving distance and speed (scalar amount) of the object when considered in the world coordinate system.
Vehicle radius: R
Ground wheel angle (left): θ _LandWheel [L]
Ground wheel angle (right): θ _LandWheel [R]
Then, the ground wheel travel distance (left): θ _LandWheelPos [L] and the ground wheel travel distance (right): θ _LandWheelPos [R] can be obtained by the following equations.
θ _LandWheelPos [L] ＝ Rθ _LandWheel [L]
θ _LandWheelPos [R] ＝ Rθ _LandWheel [R]
Further, the vehicle center moving distance: X _bodyPos can be obtained by the following equation.

同様に、

Similarly,

また、車両中心速度：Ｘ_BodyVelは下記の式で求めることができる。

The vehicle center speed: X _BodyVel can be obtained by the following equation.

  Next, the first ECU 210 and the second ECU 220 will be described in more detail. This ECU has a turning command calculation unit that performs a turning command calculation. FIG. 8 is a block diagram showing a configuration of the ECU including a turning command calculation unit. As shown in FIG. 8, ECU 300 includes a turn command calculation unit 301, a translation command calculation unit 302, an inversion calculation unit 303, and a motor amplifier communication transmission unit 304.

  The turn command calculation unit 301 mainly includes three processes: multiple processing of the steering wheel tilt (lean angle), neutral determination of the lean angle, and calculation of the target turning angular velocity [rad / sec] of the vehicle according to the turning switch. Is implemented. In the translation command calculation unit 302, three values corresponding to the travel mode, that is, the target angle value [rad] of the vehicle's Pitch axis, the target angular velocity value [rad / s] of the Pitch axis of the vehicle, and the target vehicle brake amount of the vehicle. The calculation process is performed.

  The calculation results of the turn command calculation unit 301 and the translation command calculation unit 302 are input to the inversion calculation unit 303 as the target state of the vehicle. In the inversion calculation unit 303, the final angular velocity target value [rad / sec] for the left and right motors is calculated, and the calculation result is input to the motor amplifier communication transmission unit 304, via the motor amplifier communication transmission unit 304. Output to motor amplifier.

First, the neutral determination of the lean angle will be described. The target turning angular velocity of the vehicle is calculated in the order of lean angle → gain adjustment → final gain adjustment → limit processing → turning speed command. The calculation of the target turning angular velocity of the vehicle is performed by calculating the following three gains (1) to (3), and multiplying the gains as shown in the above calculation process, so that the steering wheel tilt (lean angle) and / or The final target turning speed of the vehicle in the left-right direction is calculated from the state of the turning switch. The turning switch refers to a turning operation controller that is attached to the handle grip part separately from the inclination (lean angle) of the handle.
(1) Turn suppression gain (turn adjustment gain):
A gain calculated by the vehicle state (traveling gain state) determined by the user operation and adjusting the final target turning angular velocity command of the vehicle (2) lean angular velocity gain:
Gain for adjusting the effectiveness of the lean angle according to the vehicle body translation speed (3) Lean angle angle gain:
Gain to adjust the effectiveness of the lean angle by adjusting the lean angle in the horizontal direction

Hereinafter, the calculation method of the turning suppression gain will be described more specifically. This turning suppression gain is a gain adjustment function that is set mainly to correspond to user operation patterns described below. The travel mode will be described later.
(1-1) When the travel mode is travel (RUN), a request corresponding to a user who gets off one foot without pressing the get-off button. Only when the vehicle translation speed is below a certain threshold, that is, when the vehicle is sufficiently decelerated. Enable this feature.
・ Use when you want to gradually turn off the turning operation because it is dangerous to turn the vehicle when getting off (SWOFF_DOWN)
・ I want to gradually enable the turning operation of the vehicle when trying to get into the vehicle again (SWON_UP)
(1-2) Request to gradually enable turning operation after boarding (RUN_UP) request However, if the steering wheel is turned off at low speed immediately after boarding, the balance may be lost immediately after boarding, so the steering wheel Disable operation (guaranteed by condition of state transition in driving mode)
(1-3) When the driving mode is other than RUN, request to gradually disable the riding operation (NRUN_DOWN) request

The state switching from turning prohibition to turning permission in the inverted control state is gradually performed. Whether turning is prohibited or permitted, for example,
<Condition 1> Forward travel speed is greater than a certain speed X km / h <Condition 2> Reverse travel speed is smaller than a certain speed Y km / h <Condition 3> Turn when the steering wheel position satisfies any of the conditions near the center position It is prohibited, otherwise it can be determined that turning is permitted.

  Here, the traveling speed refers to the speed of the central axis of the vehicle body, and the average value of the left and right wheel speeds is the speed of the central axis. Xkm / h is, for example, 2.5 km / h, and Ykm / h is, for example, 1.25 km / h. Although different speed threshold values are used for forward and backward movements, the speed threshold values may be the same or different, and are not limited to these numerical values. Further, the position of the handle near the center can be, for example, within about 1 deg.

  FIG. 9 is a graph showing the relationship between the magnitude of the turning gain and time. As shown in FIG. 9, after changing from turning prohibition to turning permission, the turning gain is changed from 0 (turning is impossible) to 1 (turning command value is not suppressed) by using a function of time. The turning operation is possible gradually. This function may be a linear function or a quadratic function, and is not limited to that shown in FIG. It is only necessary for the turning gain to change from 0 to 1 or from 1 to 0 with time. In the example of FIGS. 2 and 4 described above, the turning gain is described as changing with the traveling speed. The turning gain may be changed based on both speed and time, or only one of them may be adopted as necessary.

FIG. 10 is a schematic diagram showing a traveling mode of the inverted motorcycle. As shown in FIG. 10, there are the following four modes in the traveling mode of the inverted motorcycle.
<Mode 1> Inverted (STAND): Inverted control without turning <Mode 2> Traveling (RUN): Inverted control with turning <Mode 3> Getting off (GETOFF): Inverted control without turning <Mode 4> Standby (WAIT): Control OFF

  Here, modes 1 (inverted) and mode 3 (get off) other than mode 2 (running) indicate a state in which the passenger is getting on and off the inverted motorcycle. From the standby state in mode 4, when the one foot is ON and the posture (pitch angle) is near neutral, the mode 1 is switched to the inverted mode. Here, as shown in FIG. 11, the vicinity of inversion can be regarded as near neutral if it is within ± α of the neutral point of the pitch angle. Α is an arbitrary numerical value.

  Next, in the inverted mode, inverted control without turning is performed. From here, when the steering wheel becomes both feet ON near the center, it shifts to the running mode. In this travel mode, the turn-up inverted control is performed. On the other hand, when both feet are turned off or an instruction to get off is issued from the inverted mode, or when both feet are turned off or an instruction to get off is issued from the running mode, the vehicle enters the getting off mode, and the inverted control without turning is performed. When both feet are turned off from here, the control is turned off in the standby mode.

  As described above, in the present embodiment, when it is determined that only one foot of the passenger is on the step, the turning suppression gain is set to 0 when the traveling speed is equal to or less than a certain value, and the turning operation is prohibited. Between a certain traveling speed (v0) to a traveling speed (v1), a turning suppression gain g1 (x) represented by a linear function (Y = aX + b) connecting the minimum value gmin and the maximum value gGmax of the turning suppression gain. Thus, the turning suppression gain is calculated to suppress the turning speed. As a result, the above requirements (1-1) to (1-3) can be satisfied.

  12 and 13 are an external view and a block diagram showing an example of an inverted motorcycle according to the present embodiment. As shown in FIG. 12, the inverted two-wheeled vehicle 1 according to the present embodiment is an inverted two-wheeled vehicle 1 in the front-rear direction when a passenger riding on the step cover 3 applies a load in the front-rear direction of the inverted two-wheeled vehicle 1. The attitude angle (pitch angle) is detected using a sensor, and the motors that drive the left and right wheels 2 are controlled so as to maintain the inverted state of the inverted two-wheeled vehicle 1 based on the detection result. That is, the inverted motorcycle 1 accelerates forward so that the inverted motorcycle 1 maintains the inverted state when the passenger who has boarded the step cover 3 applies a load forward and tilts the inverted motorcycle 1 forward. When a person applies a load rearward to tilt the inverted motorcycle 1 backward, the motors that drive the left and right wheels 2 are controlled so as to accelerate backward so as to maintain the inverted motorcycle 1 in an inverted state. In the inverted two-wheeled vehicle 1, a control system for controlling the motor is duplicated in order to ensure control stability.

  Control of these motors is performed by the control device 10 mounted on the inverted motorcycle 1. As shown in FIG. 13, the control device 10 includes microcontrollers 11 and 12 (hereinafter also referred to as “microcomputer”), inverters 13 to 16, motors 17 and 18, rotation angle sensors 19 to 22, resolver-digital converter ( (Hereinafter also referred to as “RDC”) 23 to 26 and gyro sensors 27 to 30. Note that the turning control unit 110 described above may be included in the control device 10 or may be provided separately from the control device 10.

  The control device 10 is a dual system in which the control system is duplexed into a 1-system control system and a 2-system control system in order to ensure the stability of control of the inverted motorcycle 1. The 1-system control system includes a microcomputer 11, inverters 13 and 14, rotation angle sensors 19 and 20, RDCs 23 and 24, and gyro sensors 27 and 28. The two-system control system includes a microcomputer 12, inverters 15 and 16, rotation angle sensors 21 and 22, RDCs 25 and 26, and gyro sensors 29 and 30.

  Each of the microcomputers 11 and 12 controls the motors 17 and 18 so as to maintain the inverted state based on the angular velocity signals output from the gyro sensors 27 and 28 and the gyro sensors 29 and 30 as described above. ECU (Electronic Control Unit). Each of the microcomputers 11 and 12 has a CPU (Central Processing Unit) and a storage unit, and executes processing as each of the microcomputers 11 and 12 in the present embodiment by executing a program stored in the storage unit. To do. That is, the program stored in the storage unit of each of the microcomputers 11 and 12 includes a code for causing the CPU to execute processing in each of the microcomputers 11 and 12 in the present embodiment. The storage unit includes, for example, an arbitrary storage device that can store the program and various types of information used for processing in the CPU. The storage device is, for example, a memory.

  The microcomputer 11 outputs a command value for controlling the motor 17 to the inverter 13. Further, the microcomputer 11 outputs a command value for controlling the motor 18 to the inverter 14. The microcomputer 12 outputs a command value for controlling the motor 17 to the inverter 15. Further, the microcomputer 12 outputs a command value for controlling the motor 18 to the inverter 16. Specifically, each of the microcomputers 11 and 12 integrates angular velocities (pitch angular velocities) around the pitch axis of the inverted motorcycle 1 indicated by the angular velocity signals output from the gyro sensors 27 and 29, respectively. A posture angle (pitch angle) in the front-rear direction is calculated, and a command value for controlling the motors 17 and 18 is generated so as to maintain the inverted state of the inverted motorcycle 1 based on the calculated posture angle.

  Here, the control device 10 detects the posture angle (pitch angle) in the front-rear direction of the inverted two-wheeled vehicle 1 instead of the gyro sensors 27 and 29, and sends posture angle signals indicating the detected posture angles to the microcomputers 11 and 12, respectively. You may make it have the attitude | position angle sensor to output. The posture angle sensor is configured to detect the posture angle of the inverted motorcycle 1 by, for example, an acceleration sensor and a gyro sensor. Each of the microcomputers 11 and 12 generates a command value for controlling the motors 17 and 18 so as to maintain the inverted state based on the posture angle indicated by the posture angle signal output from the posture angle sensor. Also good.

  Each of the microcomputers 11 and 12 controls each of the inverters 13 and 15 so as to feedback-control the motor 17 based on the rotation angle signal output from each of the RDCs 23 and 25 and indicating the rotation angle of the motor 17. Generate a command value. Further, each of the microcomputers 11 and 12 controls each of the inverters 14 and 16 so as to feedback-control the motor 18 based on a rotation angle signal output from each of the RDCs 24 and 26 and indicating the rotation angle of the motor 18. Generate a command value.

  Here, the microcomputer 11 may perform feedback control of the motor 17 based on a rotation angle signal output from at least one of the RDC 23 and the RDC 25. In principle, the microcomputer 11 is included in the same control system. Only the rotation angle signal from the RDC 23 is used. The microcomputer 11 may perform feedback control of the motor 18 based on a rotation angle signal output from at least one of the RDC 24 and the RDC 26. In principle, the microcomputer 11 is included in the same control system. Only the rotation angle signal from the RDC 24 is used. Similarly, the microcomputer 12 may perform feedback control of the motor 17 based on a rotation angle signal output from at least one of the RDC 23 and the RDC 25. In principle, the microcomputer 12 is included in the same control system. Only the rotation angle signal from the RDC 25 is used. Further, the microcomputer 12 may perform feedback control of the motor 18 based on a rotation angle signal output from at least one of the RDC 24 and the RDC 26. In principle, the microcomputer 12 is included in the same control system. Only the rotation angle signal from the RDC 26 is used.

  The inverter 13 generates a drive current for driving the motor 17 from the command value output from the microcomputer 11 by PWM (Pulse Width Modulation) control, and supplies the drive current to the motor 17. The inverter 14 generates a drive current for driving the motor 18 from the command value output from the microcomputer 11 by PWM control, and supplies the drive current to the motor 18. The inverter 15 generates a drive current for driving the motor 17 from the command value output from the microcomputer 12 by PWM control, and supplies the drive current to the motor 17. The inverter 16 generates a drive current for driving the motor 18 from the command value output from the microcomputer 12 by WM control and supplies the drive current to the motor 18.

  Each of the motors 17 and 18 is a double winding motor. The motor 17 is driven based on the drive current supplied from the inverter 13 and the drive current supplied from the inverter 15. By driving the motor 17, the left wheel 2 of the inverted motorcycle 1 rotates. The motor 18 is driven based on the drive current supplied from the inverter 14 and the drive current supplied from the inverter 16. By driving the motor 18, the right wheel 2 of the inverted motorcycle 1 rotates.

  The rotation angle sensor 19 detects the rotation angle of the motor 17, generates a rotation angle signal indicating the detected rotation angle, and outputs the rotation angle signal to the RDC 23. The rotation angle sensor 20 detects the rotation angle of the motor 18, generates a rotation angle signal indicating the detected rotation angle, and outputs the rotation angle signal to the RDC 24. The rotation angle sensor 21 detects the rotation angle of the motor 17, generates a rotation angle signal indicating the detected rotation angle, and outputs the rotation angle signal to the RDC 25. The rotation angle sensor 22 detects the rotation angle of the motor 18, generates a rotation angle signal indicating the detected rotation angle, and outputs the rotation angle signal to the RDC 26.

  The RDC 23 A / D converts the rotation angle signal output from the rotation angle sensor 19 into a digital format, and outputs the rotation angle signal after A / D conversion to each of the microcomputers 11 and 12. The RDC 24 A / D converts the rotation angle signal output from the rotation angle sensor 20 into a digital format, and outputs the rotation angle signal after A / D conversion to each of the microcomputers 11 and 12. The RDC 25 A / D converts the rotation angle signal output from the rotation angle sensor 21 into a digital format, and outputs the rotation angle signal after A / D conversion to each of the microcomputers 11 and 12. The RDC 26 A / D converts the rotation angle signal output from the rotation angle sensor 22 into a digital format, and outputs the rotation angle signal after A / D conversion to each of the microcomputers 11 and 12.

  Each of the gyro sensors 27 and 29 is an angular velocity (angular velocity around the pitch axis, pitch) when the passenger applies a load to the step cover 3 in the longitudinal direction of the inverted motorcycle 1 with respect to the longitudinal direction of the inverted motorcycle 1. Angular velocity) is detected, and angular velocity signals indicating the detected pitch angular velocity are output to the microcomputers 11 and 12, respectively.

  Each of the gyro sensors 29 and 30 detects an angular velocity around the yaw axis of the inverted motorcycle 1 (hereinafter also referred to as “yaw angular velocity”), and outputs an angular velocity signal indicating the detected yaw angular velocity to each of the microcomputers 11 and 12. .

  Here, when each of the microcomputers 11 and 12 is traveling on a slope inclined in the left-right direction of the inverted motorcycle 1, the microcomputer 11 and 12 correspond to the pitch angular velocity and the yaw angular velocity obtained from each angular velocity signal described above. By calculating the rotation matrix in this manner, the angular velocity around the horizontal axis of the inverted motorcycle 1 is calculated, and the motor 17 is maintained so that the inverted motorcycle 1 is maintained in the inverted state by using the calculated angular velocity as the pitch angular velocity. , 18 is generated. According to this, even when the inverted motorcycle 1 is traveling on a slope inclined in the left-right direction, the inverted motorcycle 1 is maintained in the inverted state based on the posture angle in the front-rear direction of the inverted motorcycle 1. It is also possible to control the inverted motorcycle 1.

  Further, each of the microcomputers 11 and 12 may perform control of another arbitrary inverted motorcycle 1 based on the yaw angular velocity indicated by the angular velocity signal output from each of the gyro sensors 28 and 30. For example, each of the microcomputers 11 and 12 has a yaw angular velocity indicated by an angular velocity signal output from each of the gyro sensors 28 and 30 exceeding a predetermined yaw angular velocity in order to prevent the inverted motorcycle 1 from turning sharply. When it is determined, a command value for controlling the motors 17 and 18 may be generated so that the inverted two-wheeled vehicle 1 does not turn at a higher yaw angular velocity.

  Here, as described above, in the present embodiment, the turning control unit 110 selects an optimal turning suppression gain pattern from the riding state and travel speed of the passenger, and uses this turning suppression gain pattern. Control the turning speed. That is, when one foot is on, such as when getting off or boarding, the turning gain is reduced and the degree of turning suppression is increased so as not to turn. In addition, when trying to turn during high-speed driving, the body tilts and one foot is on during turning, whereas when both feet are on during high-speed driving, there is a risk of falling when turning at high speed. It is possible to suppress unreasonable turning by reducing the turning gain in the case where both legs are on, and increasing the degree of turning suppression, compared to the case where the both legs are on.

  It should be noted that the present invention is not limited to the above-described embodiments, and various modifications can be made without departing from the scope of the present invention.

  For example, in the above-described embodiment, the hardware configuration has been described. However, the present invention is not limited to this, and arbitrary processing may be realized by causing a CPU (Central Processing Unit) to execute a computer program. Is possible. In this case, the computer program can be stored using various types of non-transitory computer readable media and supplied to the computer. Non-transitory computer readable media include various types of tangible storage media. Examples of non-transitory computer-readable media include magnetic recording media (for example, flexible disks, magnetic tapes, hard disk drives), magneto-optical recording media (for example, magneto-optical disks), CD-ROMs (Read Only Memory), CD-Rs, CD-R / W and semiconductor memory (for example, mask ROM, PROM (Programmable ROM), EPROM (Erasable PROM), flash ROM, RAM (random access memory)) are included. The program may also be supplied to the computer by various types of transitory computer readable media. Examples of transitory computer readable media include electrical signals, optical signals, and electromagnetic waves. The temporary computer-readable medium can supply the program to the computer via a wired communication path such as an electric wire and an optical fiber, or a wireless communication path.

DESCRIPTION OF SYMBOLS 1 Inverted motorcycle 2 Wheel 3 Step cover 10 Control apparatus 11, 12 Microcontroller 13, 14, 15, 16 Inverter 17, 18 Motor 19, 20, 21, 22 Rotation angle sensor 23, 24, 25, 26 Resolver-digital converter 27, 28, 29, 30 Gyro sensor 110 Turning control unit 111 Speed command value output unit 112 Turning suppression control unit 113 Speed control unit 114 Boarding detection SW
115 Turning suppression gain pattern switching unit 116 Turning command unit 200 Inverted motorcycle 210 First ECU_0
211 AMP0
212 AMP1
220 2ECU_1
221 AMP0
222 AMP1
231 Motor L
232 Motor R
241 Tire L
242 Tire R
300 ECU
DESCRIPTION OF SYMBOLS 301 Turning command calculating part 302 Translation command calculating part 303 Inverted calculating part 304 Motor amplifier communication transmission part

Claims (13)

An inverted motorcycle that can run while maintaining an inverted state,
Boarding state determination means for detecting the boarding state of the passenger;
Speed command value output means for outputting a speed command value for instructing the traveling speed;
When the speed command value, wherein the speed instruction value output means has output on a given value or more is a turning suppression control means for calculating a predetermined suppression gain,
It possesses the speed control means for controlling the speed of the swing suppression control means according to the suppression gain calculated,
The riding state determination means determines whether only both feet or one foot of the passenger is on the step,
The turning suppression control unit calculates the suppression gain based on a turning suppression gain pattern according to the riding state of the occupant determined by the riding state determination unit, and the occupant state determination unit calculates the suppression gain of the occupant. When it is determined that only one foot is on the step, when the speed command value is equal to or less than the predetermined value v1, the suppression gain g1x is calculated by the second suppression gain calculation method, and the speed command value is determined to be the predetermined value v2 ( > V1) An inverted motorcycle that calculates the suppression gain g2x by the third suppression gain calculation method in the above case . The turning suppression control means uses the first suppression gain calculation method when the speed command value is equal to or greater than a predetermined value V1 when the riding state determination means determines that both feet of the occupant are on the step. inverted motorcycle according to claim 1, wherein calculating a suppression gain Gx. The vehicle has a plurality of turning suppression gain patterns composed of N (N is a natural number ) degree function or a triangular function connecting the maximum value Gmax and the minimum value Gmin of the turning suppression gain, and the turning suppression gain is based on the determination result of the riding state determination means. A turning suppression gain pattern switching means for selecting a pattern;
The swing suppression control means, according to claim 1 or 2 inverted two-wheel vehicle according to calculate a value corresponding to the speed command value in the swing suppression gain pattern switching means turning suppression gain pattern selected as the suppression gain. A turn command output means for outputting a turn command in accordance with the weight movement of the passenger in the left-right direction;
The inverted motorcycle according to any one of claims 1 to 3 , wherein the turning suppression control means calculates the suppression gain when the turning command is output. The speed command value output means calculates and outputs a speed command value necessary to maintain the inverted state from the vehicle front-rear inclination.
The inverted motorcycle according to any one of claims 1 to 4 , wherein the speed control means executes the speed control based on the speed command value and the suppression gain. The turning suppression control means sets the turning suppression gain Gx to the maximum value Gmax when the speed command value Vx is V1, and the minimum value Gmin when the speed command value Vx is V2 larger than V1, and turns suppression in the range of V1 ≦ Vx ≦ V2. The inverted motorcycle according to claim 2 , wherein the gain Gx is determined by a linear function G (x) connecting the maximum value Gmax and the minimum value Gmin, and the turning suppression gain Gx is set to Gmin in a range of Vx ≧ V2. When the speed command value vx is less than v1 , the turning suppression control means sets the turning suppression gain gx to the minimum value gmin, when v1, the maximum value gmax, when v2 is greater than v1, the maximum value gmax. When v3 is greater than v2, the minimum value gmin is set. In the range of v0 ≦ vx ≦ v1, the turning suppression gain gx is determined by a linear function g1 (x) connecting the minimum value gmin and the maximum value gmax, and v1 In the range of ≦ vx ≦ v2, the turning suppression gain gx is the maximum value gmax, and in the range of v2 ≦ vx ≦ v3, the turning suppression gain gx is a linear function g2 that connects the maximum value gmax and the minimum value gmin (x The inverted motorcycle according to any one of claims 1 to 6 . A method for controlling the turning motion of an inverted two-wheeled vehicle capable of running while maintaining an inverted state,
A boarding state determination step for detecting the boarding state of the passenger;
A speed command value output step for outputting a speed command value for instructing a traveling speed;
When the speed command value output by the speed instruction value output step on a predetermined value or more has a turning suppression control step of calculating a predetermined suppression gain,
Possess the speed control step of performing rate control in accordance with the suppression gain calculated by the turning suppression control process,
In the riding state determination step, it is determined whether only both feet or one foot of the passenger is on the step,
In the turning suppression control step, the suppression gain is calculated based on a turning suppression gain pattern according to the riding state of the occupant determined in the riding state determination step, and in the riding state determination step When it is determined that only one foot of the passenger is on the step, when the speed command value is equal to or less than a predetermined value v1, a suppression gain g1x is calculated by a second suppression gain calculation method, and the speed command value is A method for controlling the turning motion of an inverted two-wheeled vehicle in which a suppression gain g2x is calculated by a third suppression gain calculation method when the value is equal to or greater than a predetermined value v2 (> v1) . In the turning suppression control step, when it is determined in the riding state determination step that both feet of the occupant are on the step, a first suppression gain calculation method is performed when the speed command value is equal to or greater than a predetermined value V1. The method for controlling the turning motion of an inverted motorcycle according to claim 8, wherein the suppression gain Gx is calculated by: The vehicle has a plurality of turn suppression gain patterns composed of N (N is a natural number ) degree function or a triangular function connecting the maximum value Gmax and the minimum value Gmin of the turn suppression gain, and the turn based on the determination result in the riding state determination step A turning suppression gain pattern switching step for selecting a suppression gain pattern;
The turning of the inverted two-wheeled vehicle according to claim 8 or 9, wherein, in the turning suppression control step, a value corresponding to the speed command value in the turning suppression gain pattern selected in the turning suppression gain pattern switching step is calculated as the suppression gain. Operation control method. In the turning suppression control step, when the speed command value Vx is V1, the turning suppression gain Gx is set to the maximum value Gmax, and when V2 is larger than V1, the minimum value Gmin is set. In the range of V1 ≦ Vx ≦ V2, turning suppression is performed. The inverted motorcycle according to claim 9 , wherein the gain Gx is determined by a linear function G (x) connecting the maximum value Gmax and the minimum value Gmin, and the turning suppression gain Gx is set to Gmin in the range of Vx≥V2. Operation control method. In the turning suppression control step, when the speed command value vx is v0 smaller than v1, the turning inhibition gain gx is the minimum value gmin, when v1 is the maximum value gmax, when v2 is larger than v1, the maximum value gmax is set. When v3 is greater than v2, the minimum value gmin is set. In the range of v0 ≦ vx ≦ v1, the turning suppression gain gx is determined by a linear function g1 (x) connecting the minimum value gmin and the maximum value gmax, and v1 In the range of ≦ vx ≦ v2, the turning suppression gain gx is the maximum value gmax, and in the range of v2 ≦ vx ≦ v3, the turning suppression gain gx is a linear function g2 that connects the maximum value gmax and the minimum value gmin (x The turning operation control method for an inverted motorcycle according to any one of claims 8 to 11 . A program for causing a computer to execute turning speed suppression processing of an inverted motorcycle that can run while maintaining an inverted state,
A boarding state determination process for detecting the boarding state of the passenger;
A speed command value output process for outputting a speed command value for instructing a traveling speed;
When the speed command value output in the speed command value output process is a predetermined value or more, a turning suppression control process for calculating a predetermined suppression gain;
Possess a speed control processing for performing rate control in accordance with the suppression gain calculated by the turning suppression control process,
In the riding state determination process, it is determined whether only both feet or one foot of the passenger is on the step,
In the turning suppression control process, the suppression gain is calculated based on a turning suppression gain pattern according to the riding state of the occupant determined in the riding state determination process, and in the riding state determination process When it is determined that only one foot of the passenger is on the step, when the speed command value is equal to or less than a predetermined value v1, a suppression gain g1x is calculated by a second suppression gain calculation method, and the speed command value is A program for calculating the suppression gain g2x by the third suppression gain calculation method when it is equal to or greater than a predetermined value v2 (> v1) .

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