WO2010116640A1 - 車両 - Google Patents

車両 Download PDF

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Publication number
WO2010116640A1
WO2010116640A1 PCT/JP2010/002114 JP2010002114W WO2010116640A1 WO 2010116640 A1 WO2010116640 A1 WO 2010116640A1 JP 2010002114 W JP2010002114 W JP 2010002114W WO 2010116640 A1 WO2010116640 A1 WO 2010116640A1
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WO
WIPO (PCT)
Prior art keywords
vehicle
active weight
acceleration
limit value
brake
Prior art date
Application number
PCT/JP2010/002114
Other languages
English (en)
French (fr)
Japanese (ja)
Inventor
土井克則
Original Assignee
株式会社エクォス・リサーチ
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from JP2009082024A external-priority patent/JP5182193B2/ja
Priority claimed from JP2009084072A external-priority patent/JP5083265B2/ja
Application filed by 株式会社エクォス・リサーチ filed Critical 株式会社エクォス・リサーチ
Priority to CN2010800151656A priority Critical patent/CN102378715B/zh
Publication of WO2010116640A1 publication Critical patent/WO2010116640A1/ja

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/24—Electrodynamic brake systems for vehicles in general with additional mechanical or electromagnetic braking
    • B60L7/26—Controlling the braking effect
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
    • B62K11/00—Motorcycles, engine-assisted cycles or motor scooters with one or two wheels
    • B62K11/007—Automatic balancing machines with single main ground engaging wheel or coaxial wheels supporting a rider
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2200/00—Type of vehicles
    • B60L2200/16—Single-axle vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2200/00—Type of vehicles
    • B60L2200/34—Wheel chairs
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/12—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/14—Acceleration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/26—Vehicle weight
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2260/00—Operating Modes
    • B60L2260/20—Drive modes; Transition between modes
    • B60L2260/34—Stabilising upright position of vehicles, e.g. of single axle vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the present invention relates to a vehicle using posture control of an inverted pendulum.
  • the vehicle is moved by performing an inversion control by moving the active weight portion as a counterweight back and forth.
  • the amount of decrease in the limit value differs between acceleration performance and deceleration performance.
  • the deceleration performance is significantly lowered with respect to the acceleration performance, and thus the maneuverability may deteriorate due to inappropriate maneuvering. In such a case, safety and maneuverability may not be sufficiently ensured.
  • the present invention solves the problems of the conventional vehicle by reducing the limit values of the vehicle acceleration and the vehicle deceleration when the active weight portion is fixed, so that the active weight portion greatly deviates from the neutral position. Even when it is fixed with a, it can ensure as much exercise performance as possible, assuring sufficient safety, easy to use, safe and comfortable to use.
  • the object is to provide a vehicle.
  • a drive wheel that is rotatably attached to the vehicle body, an active weight portion that is movably attached to the vehicle body, and an active weight portion that fixes the active weight portion to the vehicle body.
  • a weight control unit, and a vehicle control device that controls a position of the vehicle body by controlling a drive torque applied to the drive wheel and a position of the active weight unit, the vehicle control device including the active weight unit in a vehicle body
  • the limit values of the vehicle acceleration and the vehicle deceleration are reduced from the vehicle acceleration and the vehicle deceleration immediately before the active weight portion is fixed to the vehicle body.
  • the vehicle control device further includes a target value for vehicle acceleration and vehicle deceleration immediately before the active weight portion is fixed to the vehicle body with a limit value for the target value for vehicle acceleration and vehicle deceleration. Decrease from the value.
  • the vehicle control device further determines a reduction amount of the limit value according to a fixed position of the active weight portion.
  • the vehicle control device further determines a reduction amount of a vehicle acceleration limit value according to a distance from a movable range leading edge of the active weight portion to the fixed position, A reduction amount of the vehicle deceleration limit value is determined according to the distance from the movable range rear edge of the active weight portion to the fixed position.
  • the vehicle control device further reduces the limit value of the vehicle acceleration according to the limit value of the vehicle deceleration.
  • the vehicle control device further corrects the vehicle acceleration limit value to be smaller than the vehicle deceleration limit value.
  • the vehicle control device further reduces the limit value of the drive wheel rotational angular velocity according to the vehicle deceleration limit value.
  • the vehicle control device further corrects a target vehicle body inclination angle according to a fixed position of the active weight portion.
  • the active weight portion is fixed at a position greatly deviated from the neutral position, it is possible to ensure as much motion performance as possible and to ensure sufficient safety. can do.
  • the target value can be set within a range in which the posture of the vehicle can be maintained.
  • FIG. 1 is a schematic diagram showing a change in the attitude of a vehicle in the first embodiment of the present invention
  • FIG. 2 is a block diagram showing a configuration of a vehicle system in the first embodiment of the present invention.
  • FIG. 1 shows a stationary state after the acceleration is completed, and (b) shows a stationary state after the acceleration is finished.
  • reference numeral 10 denotes a vehicle according to the present embodiment, which includes a body portion 11, a drive wheel 12, a support portion 13, and a riding portion 14 on which an occupant 15 rides. Can be tilted. Then, the posture of the vehicle body is controlled similarly to the posture control of the inverted pendulum. In the example shown in FIG. 1, the vehicle 10 can move forward in the right direction and move backward in the left direction.
  • the drive wheel 12 is rotatably supported with respect to the support portion 13 which is a part of the vehicle body, and is driven by a drive motor 52 as a drive actuator.
  • the axis of the drive wheel 12 exists in a direction perpendicular to the plane shown in FIG. 1, and the drive wheel 12 rotates around that axis.
  • the drive wheel 12 may be singular or plural, but in the case of plural, the drive wheels 12 are arranged on the same axis in parallel. In the present embodiment, description will be made assuming that there are two drive wheels 12. In this case, each drive wheel 12 is independently driven by an individual drive motor 52.
  • the drive actuator for example, a hydraulic motor, an internal combustion engine, or the like can be used, but here, the description will be made assuming that the drive motor 52 that is an electric motor is used.
  • the main body 11 which is a part of the vehicle body is supported from below by the support 13 and is positioned above the drive wheel 12. And, in the main body part 11, the riding part 14 functioning as an active weight part can be translated relative to the main body part 11 in the longitudinal direction of the vehicle 10, in other words, the tangential direction of the vehicle body rotation circle It is attached so that it can move relatively.
  • the active weight portion has a certain amount of mass and translates with respect to the main body portion 11, that is, by moving it back and forth, thereby actively correcting the position of the center of gravity of the vehicle 10.
  • the active weight portion does not necessarily have to be the riding portion 14.
  • the active weight portion may be a device in which a heavy peripheral device such as a battery is attached to the main body portion 11 so as to be translatable. (Weight), a device in which a dedicated weight member such as a balancer is attached to the main body 11 so as to be translatable may be used.
  • the riding part 14 on which the occupant 15 rides functions as an active weight part.
  • the occupant 15 does not necessarily have to be on the riding part 14.
  • the occupant 15 may not be on the riding section 14, or cargo may be loaded instead of the occupant 15.
  • the boarding part 14 is the same as a seat used for automobiles such as passenger cars and buses, and includes a footrest part, a seat surface part, a backrest part, and a headrest, and is attached to the main body part 11 via a moving mechanism (not shown). It has been.
  • the moving mechanism includes a low-resistance linear moving mechanism such as a linear guide device and an active weight motor 62 as an active weight actuator, and the active weight motor 62 drives the riding section 14 to It is made to move back and forth in the direction of travel with respect to the part 11.
  • a low-resistance linear moving mechanism such as a linear guide device and an active weight motor 62 as an active weight actuator
  • the active weight motor 62 drives the riding section 14 to It is made to move back and forth in the direction of travel with respect to the part 11.
  • the active weight actuator for example, a hydraulic motor, a linear motor, or the like can be used. However, here, the description will be made assuming that the active weight motor 62 that is a rotary electric motor is used.
  • the linear guide device includes, for example, a guide rail attached to the main body 11, a carriage attached to the riding part 14 and sliding along the guide rail, a ball, a roller, and the like interposed between the guide rail and the carriage.
  • Rolling elements In the guide rail, two track grooves are formed linearly along the longitudinal direction on the left and right side surfaces thereof.
  • the cross section of the carriage is formed in a U-shape, and two track grooves are formed on the inner sides of the two opposing side surfaces so as to face the track grooves of the guide rail.
  • the rolling elements are incorporated between the raceway grooves, and roll in the raceway grooves with the relative linear motion of the guide rail and the carriage.
  • the carriage is formed with a return passage that connects both ends of the raceway groove, and the rolling elements circulate through the raceway groove and the return passage.
  • the linear guide device includes an active weight brake 63 as a brake device that fastens the movement of the linear guide device.
  • the active weight brake 63 is preferably a non-excited electromagnetic brake that is released when power is supplied.
  • the carriage is fixed to the guide rail by the active weight section brake 63, so that the relative position between the main body section 11 and the riding section 14 is secured. Keep the relationship.
  • the active weight brake 63 is released, and the distance between the reference position on the main body 11 side and the reference position on the riding section 14 is controlled to be a predetermined value.
  • An input device 30 including a joystick 31 as a target travel state acquisition device is disposed beside the boarding unit 14.
  • the occupant 15 controls the vehicle 10 by operating a joystick 31 as a control device, that is, inputs a travel command such as acceleration, deceleration, turning, in-situ rotation, stop, and braking of the vehicle 10. ing. If the occupant 15 can operate and input a travel command, other devices such as a pedal, a handle, a jog dial, a touch panel, and a push button can be obtained instead of the joystick 31 to obtain a target travel state. It can also be used as a device.
  • the vehicle 10 when the vehicle 10 is steered by remote control, it can replace with the said joystick 31, and can use the receiving apparatus which receives the driving
  • a data reader that reads travel command data stored in a storage medium such as a semiconductor memory or a hard disk is used as a target travel instead of the joystick 31. It can be used as a status acquisition device.
  • the vehicle system includes a vehicle control device 20, and the vehicle control device 20 includes a main control ECU (Electronic Control Unit) 21, a drive wheel control ECU 22, and an active weight unit control ECU 23.
  • the main control ECU 21, the drive wheel control ECU 22, and the active weight control ECU 23 include calculation means such as a CPU and MPU, storage means such as a magnetic disk and a semiconductor memory, an input / output interface, and the like, and control the operation of each part of the vehicle 10.
  • the computer system is disposed in the main body 11, but may be disposed in the support portion 13 or the riding portion 14.
  • the main control ECU 21, the drive wheel control ECU 22, and the active weight control ECU 23 may be configured separately or may be configured integrally.
  • the main control ECU 21 functions as a part of the drive wheel control system 50 that controls the operation of the drive wheel 12 together with the drive wheel control ECU 22, the drive wheel sensor 51, and the drive motor 52.
  • the drive wheel sensor 51 includes a resolver, an encoder, and the like, functions as a drive wheel rotation state measuring device, detects a drive wheel rotation angle and / or rotation angular velocity indicating a rotation state of the drive wheel 12, and transmits it to the main control ECU 21. To do.
  • the main control ECU 21 transmits a drive torque command value to the drive wheel control ECU 22, and the drive wheel control ECU 22 supplies an input voltage corresponding to the received drive torque command value to the drive motor 52.
  • the drive motor 52 applies drive torque to the drive wheels 12 in accordance with the input voltage, thereby functioning as a drive actuator.
  • the active weight part sensor 61 is composed of an encoder or the like, functions as an active weight part movement state measuring device, detects the active weight part position and / or movement speed indicating the movement state of the riding part 14, and transmits it to the main control ECU 21. To do. Then, the main control ECU 21 transmits the active weight part thrust command value to the active weight part control ECU 23, and the active weight part control ECU 23 sends the input voltage corresponding to the received active weight part thrust command value to the active weight part motor. 62.
  • the main control ECU 21 supplies an operating voltage to the active weight brake 63.
  • the active weight section motor 62 applies a thrust force that translates the riding section 14 to the riding section 14 according to the input voltage, thereby functioning as an active weight section actuator.
  • the active weight brake 63 functions as a brake device that holds the riding section 14 so as not to move relative to the main body 11 according to the operating voltage.
  • the operating voltage is directly input from the main control ECU 21 to the active weight part brake 63.
  • the main control ECU 21 transmits a brake operation signal to the active weight part control ECU 23, and the active weight part control is performed.
  • the ECU 23 may apply an operating voltage to the active weight brake 63.
  • Act as part of The vehicle body tilt sensor 41 includes an acceleration sensor, a gyro sensor, and the like, and functions as a vehicle body tilt state measuring device.
  • the vehicle body tilt sensor 41 detects a vehicle body tilt angle and / or tilt angular velocity indicating the tilt state of the vehicle body, and transmits the detected vehicle body tilt angle to the main control ECU 21.
  • the main control ECU 21 transmits a drive torque command value to the drive wheel control ECU 22 and transmits an active weight portion thrust command value to the active weight portion control ECU 23.
  • each sensor may acquire a plurality of state quantities.
  • an acceleration sensor and a gyro sensor may be used together as the vehicle body tilt sensor 41, and the vehicle body tilt angle and the vehicle body tilt angular velocity may be determined from the measured values of both.
  • the vehicle control device 20 includes vehicle acceleration limiting means for limiting the vehicle acceleration and vehicle deceleration, and acceleration limit value correcting means for correcting the limit values of the vehicle acceleration and vehicle deceleration from the viewpoint of function.
  • the vehicle 10 accelerates with the riding section 14 moving forward as shown in FIG. If an abnormality occurs in the active weight motor 62 during acceleration traveling, that is, if an actuator abnormality occurs, the active weight brake 63 is operated. Then, after the acceleration is finished, the vehicle body is tilted rearward as shown in FIG. 1B in order to keep the vehicle body in an inverted posture.
  • the movable amount of the center of gravity of the vehicle body is reduced, so that both the acceleration performance and the deceleration performance are lowered.
  • the vehicle body tilt angle is limited to a predetermined value
  • the rearward center-of-gravity movable amount is greatly reduced compared to the forward center-of-gravity movable amount, and as a result, the deceleration performance is significantly reduced compared to the acceleration performance. .
  • FIG. 3 is a flowchart showing the operation of the vehicle control process in the first embodiment of the present invention.
  • the vehicle control device 20 first determines whether the motor is normal and determines whether the motor is normal (step S1). In this case, it is determined whether or not the active weight motor 62 can generate thrust.
  • the active weight control ECU 23 includes a motor diagnosis unit, and transmits a predetermined signal to the main control ECU 21 when the active weight motor 62 cannot generate thrust, that is, when it is diagnosed as abnormal. Then, when receiving the signal, the main control ECU 21 determines that the motor is not normal.
  • step S2 the vehicle control apparatus 20 will perform a brake release (step S2).
  • the active weight brake 63 is released, and the riding section 14 as the active weight can be moved.
  • the main control ECU 21 inputs an operating voltage to the active weight brake 63.
  • the vehicle control device 20 executes normal travel / posture control processing (step S3), and realizes a travel command from the occupant 15 while maintaining the posture of the vehicle body while appropriately moving the riding section 14. This completes the vehicle control process.
  • the vehicle control process is repeatedly executed at predetermined time intervals (for example, every 100 [ ⁇ s]).
  • step S4 the vehicle control device 20 performs a brake operation.
  • the active weight brake 63 is operated to fix the riding section 14 as the active weight to the vehicle body.
  • the main control ECU 21 stops input of the operating voltage to the active weight brake 63.
  • the vehicle control device 20 executes an emergency travel / posture control process (step S5), and realizes a travel command from the occupant 15 while maintaining the posture of the vehicle body with the riding section 14 fixed. This completes the vehicle control process.
  • FIG. 4 is a flowchart showing the operation of the normal travel / posture control process in the first embodiment of the present invention.
  • state quantities and parameters are represented by the following symbols.
  • ⁇ W Drive wheel rotation angle [rad]
  • ⁇ 1 Body tilt angle (vertical axis reference) [rad]
  • ⁇ S riding part position (active weight part position) [m]
  • g Gravity acceleration [m / s 2 ]
  • R W Driving wheel contact radius [m]
  • m S Mass of riding part (mass of active weight part: including load) [kg]
  • the main control ECU 21 acquires the steering operation amount of the occupant 15 (step S3-3).
  • the occupant 15 acquires the operation amount of the joystick 31 that is operated to input a travel command such as acceleration, deceleration, turning, on-site rotation, stop, and braking of the vehicle 10.
  • the main control ECU 21 determines a target value for vehicle acceleration based on the obtained operation amount of the joystick 31 (step S3-4). For example, a value proportional to the amount of operation of the joystick 31 in the front-rear direction is set as a target value for front-rear vehicle acceleration.
  • the main control ECU 21 corrects the target value of vehicle acceleration (step S3-5). Specifically, it is corrected by the following formula.
  • ⁇ Max, A is the vehicle acceleration limit value
  • ⁇ Max D is the vehicle deceleration limit value
  • ⁇ Max, A, 0 is a standard vehicle acceleration limit value
  • ⁇ Max, D, 0 is a standard vehicle deceleration limit value
  • ⁇ 1, Max, f is the maximum forward tilt angle
  • ⁇ S, Max, f is the distance from the reference position of the riding section 14 to the leading edge of the movable range
  • ⁇ 1, Max, r is the maximum backward tilt.
  • the angle, ⁇ S, Max, r is the distance from the reference position of the riding section 14 to the trailing edge of the movable range.
  • the target value of the vehicle acceleration is corrected by the vehicle acceleration limit value and the vehicle deceleration limit value.
  • the vehicle acceleration target value is corrected so as to be equal to or less than the vehicle acceleration limit value and equal to or greater than the vehicle deceleration limit value.
  • the target value of vehicle acceleration is set as the vehicle acceleration limit value.
  • the target value of vehicle acceleration is set as the vehicle deceleration limit value.
  • the vehicle acceleration limit value and the vehicle deceleration limit value are predetermined values determined by the mechanical parameters of the vehicle 10. And the limit which can maintain an inverted state by the gravity center movement of a vehicle body, ie, the limit of attitude control, is given as each limit value. Thereby, the target value of the vehicle acceleration is set within a range where the inverted posture of the vehicle body can be maintained.
  • the main control ECU 21 calculates the target value of the drive wheel rotation angular velocity from the target value of the vehicle acceleration (step S3-6). For example, a target value of vehicle acceleration is integrated over time, and a value obtained by dividing by a predetermined driving wheel grounding radius is set as a target value of driving wheel rotation angular velocity.
  • the main control ECU 21 corrects the target value of the drive wheel rotation angular velocity (step S3-7). Specifically, it is corrected by the following formula.
  • the target value of the drive wheel rotation angular velocity is corrected by the drive wheel rotation angular velocity limit value.
  • the drive wheel rotation angular velocity target value is corrected so as to be equal to or less than the drive wheel rotation angular velocity limit value.
  • the drive wheel rotation angular speed target value is set as the drive wheel rotation angular speed limit value.
  • the drive wheel rotation angular velocity limit value is a predetermined value.
  • the vehicle acceleration target value is set to zero in order to satisfy the consistency with the vehicle acceleration target value.
  • the main control ECU 21 determines a target value for the vehicle body inclination angle and the riding section position (step S3-8). Specifically, the target value of the riding section position is determined by the following formula from the target value of the vehicle acceleration and the target value of the vehicle speed.
  • the target value of the vehicle body tilt angle is determined from the target value of the vehicle acceleration and the target value of the vehicle speed by the following formula.
  • the target values of the vehicle body inclination angle and the riding section position are determined in consideration of the inertial force acting on the vehicle body along with the vehicle acceleration and the drive motor reaction torque. Then, the center of gravity of the vehicle body is moved so that these vehicle body inclination torques are canceled by the action of gravity. Specifically, when the vehicle 10 accelerates, the riding section 14 is moved forward and / or the vehicle body is tilted forward. On the other hand, when the vehicle 10 decelerates, the riding section 14 is moved backward and / or the vehicle body is tilted backward. Also, when the riding section movement reaches the limit, the body starts to tilt.
  • the low-acceleration and / or low-speed traveling is handled only by the riding section movement, but part or all of the vehicle body tilt torque may be handled by the vehicle body tilt.
  • the longitudinal force acting on the occupant 15 can be reduced.
  • the main control ECU 21 calculates the remaining target value (step S3-9). That is, the target values of the drive wheel rotation angle, the vehicle body inclination angular velocity, and the riding section movement velocity are calculated by time differentiation or time integration of each target value.
  • the main control ECU 21 determines the feedforward output of each actuator (step S3-10). Specifically, the feedforward output of the drive motor 52 is determined by the following equation.
  • the feedforward output of the active weight motor 62 is determined by the following equation.
  • the main control ECU 21 determines the feedback output of each actuator (step S3-11). Specifically, the feedback output of the drive motor 52 is determined by the following equation.
  • the feedback output of the active weight motor 62 is determined by the following formula.
  • each feedback gain K ** for example, a value of an optimum regulator is set in advance. Further, nonlinear feedback control such as sliding mode control may be introduced. Furthermore, as a simpler control, some of the gains excluding K W2 , K W3 and K S5 may be set to zero. Further, an integral gain may be introduced in order to eliminate the steady deviation.
  • the main control ECU 21 gives a command value to each element control system (step S3-12).
  • the main control ECU 21 transmits the sum of the feedforward output and the feedback output as a command value to the drive wheel control ECU 22 and the active weight control ECU 23.
  • FIG. 5 is a flowchart showing the operation of the emergency travel / posture control process in the first embodiment of the present invention.
  • the riding position measurement value is not re-acquired / updated, and control is executed based on the riding position immediately before the active weight brake 63 is activated.
  • the riding section position may be acquired after the operation of the active weight section brake 63 as well as before the operation. Thereby, even when the riding part 14 moves due to a failure of the active weight part brake 63 or the like, the control can be appropriately executed.
  • the main control ECU 21 acquires the steering operation amount of the occupant 15 (step S5-3).
  • the occupant 15 acquires the operation amount of the joystick 31 that is operated to input a travel command such as acceleration, deceleration, turning, on-site rotation, stop, and braking of the vehicle 10.
  • the main control ECU 21 determines a target value for vehicle acceleration based on the obtained operation amount of the joystick 31 (step S5-4). For example, a value proportional to the amount of operation of the joystick 31 in the front-rear direction is set as a target value for front-rear vehicle acceleration.
  • the main control ECU 21 corrects the target value of vehicle acceleration (step S5-5). Specifically, after performing the primary correction, the secondary correction is performed using the result. First, primary correction of the target value of vehicle acceleration is performed by the following formula.
  • ⁇ Max, A is a vehicle acceleration limit value
  • ⁇ Max, D is a vehicle deceleration limit value
  • ⁇ Max, A, 0 is the standard vehicle acceleration limit value
  • ⁇ Max, D, 0 is the standard vehicle deceleration limit value
  • ⁇ Max is the maximum decrease amount of the vehicle acceleration limit value.
  • ⁇ 1, Max, f is the maximum forward tilt angle
  • ⁇ S, Max, f is the distance from the reference position of the riding section 14 to the leading edge of the movable range
  • ⁇ 1, Max, r is the maximum backward tilt.
  • the angle, ⁇ S, Max, r is the distance from the reference position of the riding section 14 to the trailing edge of the movable range.
  • ⁇ S, Max, L is the riding section movable range overall length
  • ⁇ S, Max, L ⁇ S, Max, f + ⁇ S, Max, r It is.
  • the vehicle acceleration and vehicle deceleration limit values are decreased.
  • the reduction amount of the vehicle acceleration limit value and the vehicle deceleration limit value is determined according to the fixed position of the riding section 14.
  • the vehicle acceleration limit value is decreased by an amount proportional to the distance from the leading edge of the movable range of the riding section 14 to the fixed position. Note that when the riding section 14 is fixed at the front edge of the movable range, the vehicle acceleration limit value is not changed. Further, when the riding section 14 is fixed at the trailing edge of the movable range, the vehicle acceleration limit value is decreased by the maximum reduction amount.
  • the vehicle deceleration limit value is decreased by an amount proportional to the distance from the trailing edge of the movable range of the riding section 14 to the fixed position.
  • the vehicle deceleration limit value is reduced by the maximum reduction amount. Further, when the riding section 14 is fixed at the trailing edge of the movable range, the vehicle deceleration limit value is not changed.
  • the reduction rate or amount of the limit value is determined based on the dynamic model. Specifically, the limit that can cancel out the inertial force and drive motor reaction torque acting on the vehicle body due to the acceleration and deceleration of the vehicle 10 by the action of gravity, that is, the current movement limit of the center of gravity of the vehicle body is considered. Determine the amount of decrease in value.
  • the limit value is determined by a linear function, but may be determined by a more strict nonlinear function.
  • a non-linear function may be provided as a map and determined using the map.
  • the limit value is corrected based on the weight and center of gravity of the vehicle body and the riding section 14 when the standard occupant 15 and the load are mounted.
  • the limit value may be corrected according to the weight and the center of gravity position.
  • a mounted weight sensor may be provided, and the weight of the vehicle body or the riding section 14, the value of the center of gravity position, and the correction amount of the limit value may be determined based on the measured value.
  • the main control ECU 21 performs secondary correction of the target value of vehicle acceleration by the following equation.
  • the vehicle acceleration limit value is further reduced according to the vehicle deceleration limit value. That is, the vehicle deceleration limit value is corrected so that the vehicle acceleration limit value is smaller than the vehicle deceleration limit value.
  • the riding section is configured such that the ratio between the vehicle acceleration limit value and the vehicle deceleration limit value when the riding section is fixed is smaller than the ratio between the vehicle acceleration limit value and the vehicle deceleration limit value when the riding section is released.
  • the value of the vehicle acceleration limit value when fixed is corrected. In this way, by correcting the maximum acceleration and the maximum deceleration of the vehicle 10 to an appropriate ratio, for example, it is possible to reliably prevent the vehicle 10 from falling into a state where braking cannot be performed after the acceleration, and to limit the exercise performance excessively. It can guarantee safety and maneuverability.
  • the limit value is corrected so that the acceleration performance and the deceleration performance have a predetermined ratio, but a minimum deceleration performance may be guaranteed.
  • a predetermined threshold threshold
  • acceleration is prohibited by setting the vehicle acceleration limit value to zero, and once the vehicle 10 is stopped, it cannot travel again. You may do it. Thereby, safety can be further improved.
  • the main control ECU 21 calculates the target value of the drive wheel rotational angular velocity from the target value of the vehicle acceleration (step S5-6). For example, a target value of vehicle acceleration is integrated over time, and a value obtained by dividing by a predetermined driving wheel grounding radius is set as a target value of driving wheel rotation angular velocity.
  • the main control ECU 21 corrects the target value of the drive wheel rotation angular velocity (step S5-7). Specifically, it is corrected by the following formula.
  • the drive wheel rotational angular velocity limit value is decreased according to the vehicle deceleration limit value. That is, the drive wheel rotational angular speed limit value is corrected so that the minimum braking distance from the maximum speed is not more than the predetermined limit value. Specifically, the driving wheel rotation angular velocity limit value is corrected so that the minimum braking distance from the maximum speed when the riding section is fixed is equal to or less than the minimum braking distance from the maximum speed when the riding section is released.
  • the maximum speed of the vehicle 10 to a speed according to the current braking performance, for example, it is reliably prevented from falling into a state where braking cannot be performed after acceleration, and the motion performance is excessively limited. Safety and maneuverability can be guaranteed without any problems.
  • the limit value is corrected so that the braking distance is within a predetermined range, but a minimum deceleration performance may be guaranteed.
  • the vehicle deceleration limit value is less than or equal to a predetermined threshold value, the vehicle 10 may be stopped by prohibiting traveling by setting the drive wheel rotation angular velocity limit value to zero.
  • the main control ECU 21 determines a target value of the vehicle body inclination angle (step S5-8). Specifically, the target value of the vehicle body tilt angle is determined from the target value of the vehicle acceleration and the target value of the vehicle speed by the following formula.
  • the target value of the vehicle body inclination angle is determined according to the target value of the vehicle acceleration and the fixed position of the riding section 14.
  • the vehicle body tilt angle target value is determined according to the vehicle acceleration target value. Specifically, the amount of movement of the center of gravity that the movement of the riding section 14 was responsible for when the riding section was moved with respect to the amount of movement of the center of gravity of the vehicle body required to correspond to the vehicle acceleration target value depends on the inclination of the vehicle body when the riding section is fixed The vehicle body tilt angle target value is corrected so as to be compensated by the movement of the center of gravity.
  • the vehicle body tilt angle target value is corrected according to the fixed position of the riding section 14. Specifically, the vehicle body tilt angle target value is corrected so that the vehicle body is tilted excessively in the direction opposite to the displacement direction of the riding section 14 in order to cancel the gravitational torque associated with the displacement of the riding section 14 from the reference position.
  • the main control ECU 21 calculates the remaining target value (step S5-9). That is, the target values of the drive wheel rotation angle and the vehicle body inclination angular velocity are calculated by time differentiation or time integration of each target value.
  • the main control ECU 21 determines the feedforward output of each actuator (step S5-10). Specifically, the feedforward output of the drive motor 52 is determined by the formula used in step S3-10 in FIG. 4 as in the case of the normal travel / posture control process.
  • the main control ECU 21 determines the feedback output of each actuator (step S5-11). Specifically, the feedback output of the drive motor 52 is determined by the following equation.
  • each feedback gain K ** is set in advance to a value determined based on a dynamic model when the riding section 14 is fixed, for example, a value of an optimum regulator.
  • different feedback gain values are used when the riding section 14 is movable and fixed, but the same value may be used under both conditions. Thereby, the uncomfortable feeling associated with the switching of the control at the moment when the riding section 14 is fixed can be reduced, and the control program can be simplified.
  • the main control ECU 21 gives a command value to the element control system (step S5-12).
  • the main control ECU 21 transmits the sum of the feedforward output and the feedback output to the drive wheel control ECU 22 as a command value.
  • the limit values of the vehicle acceleration and the vehicle deceleration are decreased. Specifically, the limit values for the target values of vehicle acceleration and vehicle deceleration are decreased. That is, the target values of vehicle acceleration and vehicle deceleration determined according to the operation amount of the joystick 31 are limited. Further, the reduction amount of each limit value is determined according to the fixed position of the riding section 14. In this case, a value obtained by multiplying the distance from the leading edge of the movable range of the riding section 14 to the fixed position by the proportional coefficient is set as the reduction amount of the limit value of the vehicle acceleration. Further, a value obtained by multiplying the distance from the trailing edge of the movable range of the riding section 14 to the fixed position by a proportional coefficient is set as the reduction amount of the vehicle deceleration limit value.
  • the limit value of vehicle acceleration is further reduced according to the limit value of vehicle deceleration. That is, the vehicle acceleration limit value is corrected to be smaller than the vehicle deceleration limit value. Specifically, the ratio between the vehicle acceleration limit value and the vehicle deceleration limit value when the riding section is fixed is smaller than the ratio between the vehicle acceleration limit value and the vehicle deceleration limit value when the riding section is movable. As described above, the limit value of the vehicle acceleration when the riding section is fixed is corrected. Further, the limit value of the drive wheel rotation angular velocity is decreased according to the limit value of the vehicle deceleration.
  • the limit value of the driving wheel rotation angular speed when the riding section is fixed is corrected so that the braking distance from the maximum speed when the riding section is fixed is equal to or less than the braking distance from the maximum speed when the riding section is movable.
  • the target vehicle body inclination angle is corrected according to the fixed position of the riding section 14. In this case, a value obtained by multiplying the coordinate value of the fixed position of the riding section 14 by a negative coefficient is set as the correction amount of the target vehicle body inclination angle.
  • the moving direction predicting means for solving the problems of the conventional vehicle and predicting the direction in which the active weight portion moves when the brake is released is set at the target position.
  • the brake is released so that the body posture is automatically adjusted to an appropriate state even when the active weight is stopped and fixed at a position far from the neutral position.
  • the purpose is to provide a vehicle that is easy to use and can be used safely, because the discomfort and anxiety given to the occupant due to the leaning of the vehicle body and the decrease in maneuverability are eliminated. To do.
  • FIG. 6 is a schematic diagram showing a change in the posture of the vehicle in the second embodiment of the present invention
  • FIG. 7 is a block diagram showing a configuration of the vehicle system in the second embodiment of the present invention.
  • (a) shows accelerated traveling
  • (b) shows brake operation
  • (c) shows brake release
  • (d) shows state return.
  • the input device 30 includes a return permission switch 32 as a movement permission means in addition to a joystick 31 as a target travel state acquisition device.
  • the permission signal is transmitted by operating the return permission switch 32.
  • a receiving device that receives a travel command from the controller in a wired or wireless manner is used as the target travel state acquisition device instead of the joystick 31 and the return permission switch 32. be able to.
  • data for reading travel command data stored in a storage medium such as a semiconductor memory or a hard disk instead of the joystick 31 and the return permission switch 32.
  • the reading device can be used as a target running state acquisition device.
  • the vehicle control device 20 includes a movement direction prediction means for predicting the movement direction of the riding section 14 when the active weight section brake 63 is released, and a periodic signal that is intermittently transmitted at a predetermined period. Periodic signal acquisition means for acquiring is provided.
  • the vehicle 10 accelerates with the riding section 14 moving forward as shown in FIG. If an abnormality occurs in the active weight motor 62 during acceleration traveling, that is, if an actuator abnormality occurs, the active weight brake 63 is operated. Then, after the acceleration is finished, the vehicle body is tilted rearward as shown in FIG. 6B in order to keep the vehicle body in an inverted posture. Subsequently, when a predetermined condition is satisfied, the brake is released, the active weight portion brake 63 is released, and the backward movement of the riding portion 14 by gravity is permitted. Then, as shown in FIG. 6 (c), the vehicle body is raised to maintain the inverted posture of the vehicle body along with the backward movement of the riding section 14.
  • FIG. 8 is a flowchart showing the operation of the vehicle control process in the second embodiment of the present invention.
  • the vehicle control device 20 first determines whether the motor is normal and determines whether the motor is normal (step S11). And if it determines with a motor being normal, the vehicle control apparatus 20 will perform a brake release (step S12).
  • the vehicle control device 20 executes normal travel / posture control processing (step S13), and implements a travel command from the occupant 15 while maintaining the posture of the vehicle body while appropriately moving the riding section 14. This completes the vehicle control process.
  • the vehicle control process is repeatedly executed at predetermined time intervals (for example, every 100 [ ⁇ s]).
  • the operations in steps S11 to S13 are the same as the operations in steps S1 to S3 shown in FIG. 3 in the first embodiment.
  • step S14 the vehicle control device 20 executes a brake control process (step S14).
  • the active weight brake 63 is activated or released according to the state of the vehicle 10.
  • the vehicle control device 20 executes an emergency travel / posture control process (step S15), and realizes a travel command from the occupant 15 while maintaining the posture of the vehicle body while the riding section 14 is fixed. This completes the vehicle control process.
  • FIG. 9 is a flowchart showing the operation of the brake control process in the second embodiment of the present invention.
  • the main control ECU 21 predicts the moving speed at release (step S14-2).
  • the main control ECU 21 acquires, from each state quantity, an estimated value of the moving speed of the riding section 14 when the active weight section brake 63 is released and the riding section 14 is released by the following formula.
  • the estimated value obtained by the above equation is a value obtained by estimating the moving speed of the riding section 14 in the future a little later.
  • T is the advance time (predetermined value).
  • F S is an acting force acting on the riding section 14 and is represented by the following equation.
  • Each term of the above formula representing the acting force F S corresponds to the following action.
  • First term action of gravity due to tilting of vehicle body
  • Second term action of inertial force caused by acceleration / deceleration of vehicle 10
  • Third term action of inertial force caused by rotational movement of vehicle body
  • Fourth term movement of riding section 14
  • the effect of viscous friction force on speed Note that the values of vehicle body tilt angle acceleration and drive wheel rotation angle acceleration in the above equation are obtained by differentiating the measured values of vehicle body tilt angle and drive wheel rotation angle by second-order time (difference). can get.
  • the value of the riding section movement speed is obtained by differentiating the value of the riding section position with the first-order time (difference).
  • the movement speed of the riding section 14 predicted when the riding section 14 is released is obtained. That is, when the active weight brake 63 is released at the present time or when the release state is continued, the riding section moving speed after a predetermined time is predicted. Specifically, the moving speed at the time of release is predicted based on an acting force that is a force acting on the riding section 14. For example, when the riding part 14 is stationary, when the acting force is acting in the direction toward the target position, it is predicted that the riding part 14 moves toward the target position when the active weight part brake 63 is released, and the active weight The brake 63 is released and the riding section 14 is released. Thus, by considering the force acting on the riding section 14, the riding section 14 can be reliably moved in an appropriate direction.
  • the acting force is estimated based on the vehicle body tilt state, drive wheel rotation state, and riding section movement state. Specifically, as the action force, the action of gravity accompanying the vehicle body tilt, the action of inertial force accompanying the driving wheel rotational acceleration, the action of inertial force accompanying the vehicle body inclination acceleration, and the viscous friction force with respect to the moving speed of the riding section 14 Consider. Thereby, it is possible to predict the acting force, that is, the moving speed at the time of release without adding a dedicated sensor.
  • the moving speed at the time of release is predicted. For example, when the moving speed of the riding section 14 toward the target position is higher than a predetermined value, the active weight section brake 63 is maintained in the released state regardless of the direction of the acting force, and the movement of the riding section 14 due to inertia is continued. Let Thus, by utilizing the inertia of the riding section 14, the riding section 14 can be brought closer to the target position more efficiently and quickly.
  • the deceleration time is determined based on the vehicle speed or the driving wheel rotation angular speed. In this case, it is determined that the higher the vehicle speed, the longer the time until the vehicle 10 stops and the greater the influence on the vehicle body inclination, that is, the greater the forward inclination probability.
  • gravity, viscous frictional force, inertial force and the like are considered as the acting force, but some of them may be omitted. Also, other factors such as dry friction and motor back electromotive force may be considered.
  • the acting force is determined by a non-linear function, but may be determined by a simple function that is linearly approximated. Further, a non-linear function may be provided as a map and determined using the map. *
  • the magnitude and direction of the acting force are acquired by the estimation means, but may be acquired by another means.
  • a force sensor that measures the magnitude of the frictional force acting on the active weight brake 63 may be provided, and the magnitude and direction of the acting force may be determined based on the measured value.
  • the main control ECU 21 determines a moving direction and determines whether or not the direction is OK (step S14-3). That is, it is determined whether or not the predicted movement direction of the riding section 14 is a direction toward the reference position.
  • the determination condition that is, the condition for determining that the direction is appropriate is represented by the following expression.
  • the value of the riding section position (active weight section position) ⁇ S is zero at the reference position.
  • the reference position is such that the center of gravity of the vehicle 10 when the vehicle body is in an upright state is located on a plane that is parallel to the vertical line and the rotation axis of the drive wheel 12 and passes through the grounding point of the drive wheel 12. Represents the position.
  • the movement direction determination in the present embodiment it is determined whether or not the predicted movement direction of the riding section 14 when the active weight section brake 63 is released is the direction toward the target position. Specifically, when the value corresponding to the target position of the riding section 14 is zero, the product of the actual position of the riding section 14 and the estimated movement speed at release is smaller than a predetermined negative value. It is determined that the direction is appropriate. In this way, by releasing the active weight brake 63 only when the riding part 14 is predicted to move in an appropriate direction, the riding part 14 can be moved to an appropriate position without using an actuator that provides thrust. Therefore, the uneasiness and discomfort of the occupant 15 due to the tilt of the vehicle body at the time of the actuator failure can be eliminated.
  • a target position that is a target position for moving the riding section 14 is set as a reference position. Then, when it is determined that the riding section 14 moves toward the reference position, the active weight brake 63 is released. As described above, by setting the riding section 14 as the reference position, the riding section 14 can be held in a horizontal posture when the vehicle 10 is stopped. By making the movable amount approximately the same in the front and rear, it is possible to prevent only one of the acceleration performance and the deceleration performance from being significantly lowered and to guarantee a certain degree of maneuverability.
  • the target position for moving the riding section 14 is given as a point, but the target position may be given as a certain range. Thereby, fine brake control in the vicinity of the target position becomes unnecessary, and generation of vibration due to frequent switching of the brake state can be prevented.
  • the target position is set to a predetermined reference position, but the target position may be changed according to the situation.
  • the riding section 14 can always be held horizontally regardless of the state of the loading load.
  • the target position may be changed according to the travel target of the vehicle 10. For example, when the acceleration target is input by the occupant 15, the target position may be moved to the target traveling direction side of the vehicle 10. Thereby, even when the active weight section motor 62 fails, acceleration / deceleration performance close to normal can be achieved.
  • the main control ECU 21 determines the moving speed, and the speed is It is determined whether or not it is OK (step S14-4). If it is determined that the direction is not OK, the active weight brake 63 is activated (step S14-7), and the brake control process is terminated.
  • the moving speed determination it is determined whether or not the moving speed of the riding section 14 is within an allowable range.
  • the absolute value of the actual moving speed of the riding section 14 and the predicted absolute value of the moving speed at release are both equal to or less than a predetermined threshold value, it is determined that the value is within the allowable range.
  • the moving speed of the riding section 14 is increased, the active weight brake 63 is operated, so that the moving speed of the riding section 14 is suppressed to a predetermined limit value or less and the passenger 15 feels uneasy by moving fast, and thereafter This reduces the discomfort of the occupant 15 and the adverse effect on the inverted posture control when the vehicle is stopped.
  • step S14-5 the active weight brake 63 is activated (step S14-7), and the brake control process is terminated.
  • the main control ECU 21 determines the operation state of the return permission switch 32 based on whether or not a permission signal has been received. If the permission signal is received, the main control ECU 21 determines that the occupant 15 has permitted. Accordingly, it is possible to prevent the passenger 15 from feeling uneasy due to the unexpected movement of the riding section 14 associated with the release of the active weight brake 63, and to make the passenger 15 recognize that the active weight motor 62 is in an abnormal state. Can do.
  • the brake control based on the moving direction is not executed. However, under certain conditions, the brake is not applied regardless of the occupant 15 permission status. Control may be performed. For example, when the riding section 14 is fixed at a position away from the target position by a predetermined distance or more, the brake control may be executed regardless of the permission status of the occupant 15. Thereby, the opportunity which moves the boarding part 14 to a suitable position can be utilized reliably.
  • the main control ECU 21 releases the active weight part brake 63 (step S14- 6) The brake control process is terminated. If it is determined that the permission is not OK, the active weight brake 63 is activated (step S14-7), and the brake control process is terminated.
  • the active weight brake 63 is released only when all three conditions are appropriate. Specifically, an operating voltage is input from the main control ECU 21 to the active weight brake 63.
  • the brake control process is executed only when the active weight motor 62 is abnormal, but may be executed in other cases.
  • the power consumption can be reduced by executing the brake control process when power saving is requested due to a decrease in the remaining battery level.
  • the active weight brake 63 when the active weight brake 63 is released, the direction in which the riding section 14 moves is predicted, and the active weight brake 63 is activated when the direction approaches the target position.
  • the moving direction is predicted based on the moving speed of the riding section 14 and the estimated acting force.
  • the moving direction after the acting force is applied for a predetermined time is estimated to predict the moving direction.
  • the active weight brake 63 is released when the acting force is predicted to work in the direction of the target position.
  • the active weight brake 63 when the riding unit 14 moves, the active weight brake 63 is released when the moving speed toward the target position is higher than a predetermined threshold.
  • the acting force is estimated from the vehicle body inclination angle and the vehicle acceleration. That is, the influence of gravity, frictional force, and inertial force accompanying the acceleration / deceleration of the vehicle 10 and the inclination of the vehicle body is taken into consideration.
  • the active weight section brake 63 is operated. Further, a return permission switch 32 is provided to release the active weight brake 63 when the occupant 15 permits the release of the active weight brake 63. Further, the brake control process is executed when it is impossible to generate the thrust of the active weight motor 62 that moves the riding section 14. Note that the riding section position where the center of gravity of the vehicle 10 is on a vertical line passing through the grounding point of the drive wheel 12 when the vehicle body is in an upright state is set as the target position.
  • FIG. 10 is a block diagram showing the configuration of the vehicle system in the third embodiment of the present invention.
  • the brake control process is executed without using the measurement value of the moving state of the riding section 14.
  • the release duration time of the active weight brake 63 is limited. Specifically, a periodic signal acquisition unit is provided, and release of the active weight brake 63 is permitted only when the periodic signal is output. Further, the state of the active weight brake 63 is controlled based on the direction of the acting force and the riding section position immediately before the occurrence of the abnormality. Specifically, when the product of the value of the acting force and the value of the riding section position immediately before the occurrence of the abnormality is negative, the active weight section brake 63 is released. Furthermore, a reference position detecting means is provided, and the release of the active weight brake 63 is prohibited when the riding section 14 reaches the reference position.
  • the brake control process can be executed, and the safer and cheaper inverted vehicle 10 can be provided.
  • the active weight control system 60 includes a reference position detection sensor 64 as reference position detection means.
  • the reference position detection sensor 64 detects that the riding section 14 has reached the reference position, the reference position detection sensor 64 transmits an arrival signal to the main control ECU 21.
  • a light detection type proximity sensor is used as the reference position detection sensor 64.
  • the movable part including the riding part 14 is provided with a shielding plate, and the light emitting part and the light receiving part are provided at a position corresponding to the reference position of the riding part 14 of the main body part 11 which is a fixed part.
  • the light receiving unit cannot receive light because the light from the light emitting unit is blocked by the shielding plate, a reaching signal is transmitted to the main control ECU 21.
  • FIG. 11 is a flowchart showing the operation of the brake control process in the third embodiment of the present invention.
  • the main control ECU 21 predicts the acting force (step S14-12).
  • the main control ECU 21 obtains an acting force (riding portion acting force) F S acting on the riding section 14 from each state quantity by the following equation.
  • Each term of the above formula representing the acting force F S corresponds to the following action.
  • First term action of gravity due to tilting of vehicle body
  • Second term action of inertial force due to acceleration / deceleration of vehicle 10
  • Third term action of inertial force due to rotational movement of vehicle body
  • the values of the angular acceleration and the driving wheel rotation angular acceleration are obtained by second-order time differentiation (difference) of the measured values of the vehicle body inclination angle and the driving wheel rotation angle.
  • the main control ECU 21 determines a moving direction and determines whether or not the direction is OK (step S14-13). That is, it is determined whether the riding section acting force is acting in the direction toward the reference position.
  • the determination condition that is, the condition for determining that the direction is appropriate is represented by the following expression.
  • the moving direction determination in the present embodiment it is determined whether or not the force acting on the riding section 14 is acting in a direction toward the riding section 14 toward the target position. Specifically, when the value corresponding to the target position of the riding section 14 is zero, when the product of the riding section position immediately before the motor abnormality occurs and the estimated acting force is smaller than a predetermined negative value, Determine that the direction is appropriate. Thus, by determining the direction in which the riding section 14 should be moved based on whether the riding section position is immediately before the motor abnormality is detected, even if the position of the riding section 14 is unknown after the motor abnormality has occurred, the riding section 14 Can be moved toward the target position, and the vehicle body posture when the motor abnormality occurs can be returned to an appropriate state to some extent.
  • one reference position detection sensor 64 is provided at the reference position that is the target position, but a plurality of reference position detection sensors 64 are provided, and each mounting position is set as a candidate for the target position, and these are mounted. You may make it selectable according to a gravity center position and an acceleration / deceleration target. Thereby, it becomes possible to guide the riding section 14 to a selective target position.
  • the main control ECU 21 performs the periodic signal permission determination, and the time is OK. Is determined (step S14-14). If it is determined that the direction is not OK, the active weight brake 63 is activated (step S14-18), and the brake control process is terminated.
  • the determination condition that is, the condition for releasing the active weight brake 63 is expressed by the following equation.
  • t is a time
  • TH is a release permission time (predetermined value)
  • TL is a release prohibition time (predetermined value).
  • the release of the active weight brake 63 is prohibited depending on the time. Specifically, permission and prohibition of release of the active weight brake 63 are periodically repeated. That is, after the release is permitted for a predetermined release permission time, the release is repeatedly prohibited for the predetermined release prohibition time. In this way, by limiting the time during which the active weight portion brake 63 is released within the predetermined release permission time, even when the riding portion movement state cannot be acquired, the moving speed of the riding portion 14 increases excessively. Can be reliably prevented.
  • the forced operation of the active weight brake 63 is periodically performed regardless of other release permission conditions, but may be adapted to other conditions.
  • the periodic signal permission determination may be executed with the time from the time when the release of the active weight brake 63 is permitted in the movement direction determination as the time. Thereby, the riding part 14 can be guide
  • the main control ECU 21 performs an occupant permission determination, and whether or not the permission is OK. Is determined (step S14-15). If it is determined that the time is not OK, the active weight brake 63 is activated (step S14-18), and the brake control process is terminated.
  • the main control ECU 21 determines the operation state of the return permission switch 32 based on whether or not a permission signal is received. If the permission signal is received, the main control ECU 21 determines that the passenger 15 is permitted. This prevents the passenger 15 from feeling uneasy due to the unexpected movement of the riding section 14 associated with the release of the active weight brake 63 and also allows the passenger 15 to recognize that the active weight motor 62 is in an abnormal state. Can do.
  • the main control ECU 21 determines whether the reference position has been reached and has not yet been reached. It is determined whether or not (step S14-16). If it is determined that the permission is not OK, the active weight brake 63 is activated (step S14-18), and the brake control process is terminated.
  • the main control ECU 21 determines whether or not the riding section 14 has reached the reference position based on whether or not the arrival signal has been received. If the arrival signal is received, the main control ECU 21 has reached the reference position. It is determined that Thereby, even if the measured value of the riding section movement state cannot be acquired, the riding section 14 can be fixed at an appropriate position.
  • the target position for moving the riding section 14 is given as a point, but the target position may be given as a certain range.
  • the reference position detection sensors 64 are respectively attached to two points that are separated by a predetermined distance from the reference position of the riding section 14 and the arrival signal is received from one of the reference position detection sensors 64, the riding section 14 is within the allowable range. It is possible to prohibit the subsequent brake release based on the presence of the brake.
  • the main control ECU 21 releases the active weight section brake 63 (step S14- 17) The brake control process is terminated. If it is determined that the vehicle has reached the active weight brake 63 (step S14-18), the brake control process is terminated.
  • the active weight brake 63 is released only when all four conditions are appropriate. Specifically, an operating voltage is input from the main control ECU 21 to the active weight brake 63.
  • the brake control process is executed without using the measurement value of the moving state of the riding section 14. Specifically, when the product of the value of the acting force and the value of the riding section position immediately before the occurrence of the abnormality is negative, the active weight section brake 63 is released. Further, the release of the active weight brake 63 is permitted for a predetermined release time. Furthermore, when the riding section 14 reaches the reference position, the release of the active weight section brake 63 is prohibited.
  • the brake control process can be executed, and the safer and cheaper inverted vehicle 10 can be provided.
  • a drive wheel that is rotatably attached to the vehicle body, an active weight part that is movably attached to the vehicle body, an active weight part brake that fixes the active weight part to the vehicle body, and the drive wheel
  • a vehicle control device that controls the position of the vehicle body by controlling the drive torque and the position of the active weight portion, and the vehicle control device moves the active weight portion when the active weight portion brake is released.
  • a vehicle that releases the active weight portion brake when the movement direction prediction portion predicts that the active weight portion moves in a direction approaching a target position.
  • the posture of the vehicle body is automatically returned to an appropriate state, so that discomfort and anxiety given to the occupant due to the vehicle body inclination and a decrease in maneuverability can be solved.
  • the movement direction predicting means further predicts the movement direction based on the movement speed of the active weight part and the estimated value of the acting force acting on the active weight part.
  • the movement direction prediction means estimates the movement direction after estimating the movement speed after the acting force is applied for a predetermined time.
  • the moving direction of the active weight portion can be accurately predicted.
  • the moving direction predicting means estimates the acting force based on the vehicle body inclination angle and the vehicle speed.
  • the moving direction of the active weight part can be predicted without measuring the magnitude of the force acting on the active weight part.
  • the vehicle control device further operates the active weight brake when the moving speed of the active weight is higher than a predetermined threshold.
  • the vehicle control device further includes a periodic signal acquisition unit that acquires a periodic signal that is intermittently transmitted at a predetermined cycle, and the vehicle control device is configured such that the periodic signal acquisition unit cannot acquire the periodic signal. The release of the active weight brake is prohibited.
  • the vehicle control device further includes a movement permission unit, and releases the active weight part brake when an occupant permits the release of the active weight part brake by operating the movement permission unit. To do.
  • the vehicle control device further executes control of the active weight brake when it is impossible to generate a thrust of the active weight actuator that moves the active weight.
  • the posture of the vehicle body can be automatically returned to an appropriate state.
  • the present invention can be applied to a vehicle that uses posture control of an inverted pendulum.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Motorcycle And Bicycle Frame (AREA)
PCT/JP2010/002114 2009-03-30 2010-03-25 車両 WO2010116640A1 (ja)

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JP2009082024A JP5182193B2 (ja) 2009-03-30 2009-03-30 車両
JP2009-084072 2009-03-31
JP2009084072A JP5083265B2 (ja) 2009-03-31 2009-03-31 車両

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Cited By (2)

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Publication number Priority date Publication date Assignee Title
GB2598760A (en) * 2020-09-11 2022-03-16 Gabriel Birligea Danut A vehicle
WO2024056741A1 (en) 2022-09-13 2024-03-21 Genny Factory Sa "control method for self-balancing vehicles and respective self-balancing vehicle"

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3511678B1 (en) * 2015-05-26 2023-02-22 Crown Equipment Corporation Systems and methods for materials handling vehicle odometry calibration

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WO2009020184A1 (ja) * 2007-08-07 2009-02-12 Equos Research Co., Ltd. 車両
WO2009022584A1 (ja) * 2007-08-10 2009-02-19 Equos Research Co., Ltd. 車両
JP2009035054A (ja) * 2007-07-31 2009-02-19 Equos Research Co Ltd 車両制御装置

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JP2009035054A (ja) * 2007-07-31 2009-02-19 Equos Research Co Ltd 車両制御装置
WO2009020184A1 (ja) * 2007-08-07 2009-02-12 Equos Research Co., Ltd. 車両
WO2009022584A1 (ja) * 2007-08-10 2009-02-19 Equos Research Co., Ltd. 車両

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2598760A (en) * 2020-09-11 2022-03-16 Gabriel Birligea Danut A vehicle
GB2598760B (en) * 2020-09-11 2024-04-10 Gabriel Birligea Danut A vehicle
WO2024056741A1 (en) 2022-09-13 2024-03-21 Genny Factory Sa "control method for self-balancing vehicles and respective self-balancing vehicle"

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