WO2011033576A1 - 全方向移動車両の制御装置 - Google Patents
全方向移動車両の制御装置 Download PDFInfo
- Publication number
- WO2011033576A1 WO2011033576A1 PCT/JP2009/004726 JP2009004726W WO2011033576A1 WO 2011033576 A1 WO2011033576 A1 WO 2011033576A1 JP 2009004726 W JP2009004726 W JP 2009004726W WO 2011033576 A1 WO2011033576 A1 WO 2011033576A1
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- speed
- value
- gravity
- center
- vehicle
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Classifications
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- 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
- B62K1/00—Unicycles
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- 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
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62J—CYCLE SADDLES OR SEATS; AUXILIARY DEVICES OR ACCESSORIES SPECIALLY ADAPTED TO CYCLES AND NOT OTHERWISE PROVIDED FOR, e.g. ARTICLE CARRIERS OR CYCLE PROTECTORS
- B62J45/00—Electrical equipment arrangements specially adapted for use as accessories on cycles, not otherwise provided for
- B62J45/40—Sensor arrangements; Mounting thereof
- B62J45/41—Sensor arrangements; Mounting thereof characterised by the type of sensor
- B62J45/415—Inclination sensors
- B62J45/4152—Inclination sensors for sensing longitudinal inclination of the cycle
Definitions
- the present invention relates to a control device for an omnidirectional vehicle capable of moving in all directions on a floor surface.
- Patent Documents 1 and 2 As the omnidirectional vehicle that can move on the floor surface in all directions (two-dimensional all directions), for example, those shown in Patent Documents 1 and 2 have been proposed by the present applicant.
- a spherical or wheel-like or crawler-like moving operation unit capable of moving in all directions on the floor surface while being in contact with the floor surface;
- An actuator device having an electric motor or the like for driving the moving operation unit is assembled to a vehicle body. And this vehicle moves on a floor surface by driving a movement operation part with an actuator device.
- a technique for controlling the movement operation of this type of omnidirectional vehicle for example, a technique found in Patent Document 3 has been proposed by the present applicant.
- a vehicle base is provided so as to be tiltable in the front-rear and left-right directions with respect to a spherical moving operation unit. Then, the vehicle is moved according to the tilting motion of the base by measuring the tilt angle of the base and controlling the torque of the electric motor that drives the moving operation unit so as to keep the tilt angle at a required angle. I have to.
- Patent Documents 1 and 2 or Patent Document 3 it is often desirable to attenuate the moving speed of the vehicle. For example, it is desirable to attenuate the moving speed of the vehicle while the request for acceleration of the vehicle (request to increase the moving speed of the vehicle) is resolved during the movement of the vehicle on which the passenger is boarded.
- the present invention has been made in view of such a background, and an object thereof is to provide an omnidirectional vehicle capable of improving straightness.
- the omnidirectional vehicle control apparatus of the present invention includes a moving operation unit that is movable in all directions including a first direction and a second direction orthogonal to each other on the floor surface,
- An omnidirectional vehicle control device comprising an actuator device for driving a moving operation unit and a base body on which the moving operation unit and the actuator device are assembled,
- a moving operation unit control means for controlling the operation of the moving operation unit via the actuator device according to at least a target speed vector determined by the target speed determination unit;
- the target speed determining means when starting execution of the speed attenuation process immediately after determining a target speed vector in a direction different from the first direction, Within the speed decay period until the magnitude is
- the fact that the movement operation unit is “movable in all directions including the first direction and the second direction” means that the movement direction is an axial direction orthogonal to the first direction and the second direction.
- the direction of the velocity vector of the moving operation unit at each moment when viewed means that the direction of an arbitrary angular direction around the axial direction can be taken by driving the moving operation unit by the actuator device.
- the axial direction is generally a vertical direction or a direction perpendicular to the floor surface.
- “orthogonal” in the present invention is not necessarily orthogonal in the strict sense, and may be slightly deviated from orthogonal in the strict meaning without departing from the essence of the present invention.
- floor does not mean a floor in a normal sense (such as an indoor floor) but also includes an outdoor ground or road surface.
- the movement operation unit control unit controls the operation of the movement operation unit via the actuator device according to the target speed vector sequentially determined by the target speed determination unit. That is, the operation of the moving operation unit is controlled so as to realize the target speed vector of the representative point of the vehicle (so that the actual speed vector of the representative point of the vehicle follows or approaches the target speed vector).
- the target speed determination means executes the speed attenuation process.
- the speed direction adjusting means included in the target speed determining means when the execution of the speed attenuation process is started immediately after determining the target speed vector in a direction different from the first direction,
- the target speed vector is determined so as to be closer to the first direction than the direction of the attenuated initial target speed vector.
- the execution of the speed attenuation process is started when the predetermined condition is satisfied immediately after the target speed vector having a direction different from the first direction is determined.
- the direction of the target velocity vector is brought closer to the first direction.
- the target speed vector of the representative point of the vehicle is attenuated stepwise or continuously, and consequently the magnitude of the actual speed vector of the representative point is attenuated stepwise or continuously.
- the direction of the representative velocity vector is automatically brought closer to the first direction. Accordingly, the direction of the velocity vector of the representative point of the vehicle can be prevented from deviating from the first direction in the attenuation process, and the straightness of the vehicle with respect to the first direction can be improved.
- stepwise attenuation related to the magnitude of the target velocity vector means attenuation including a period during which the magnitude of the target velocity vector is kept constant.
- the period may be an initial period immediately after the execution of the speed attenuation process.
- the predetermined condition for example, a condition relating to a vehicle operation state, a steering operation state, an environmental state, or the like can be employed.
- the direction of the target speed vector within the speed decay period may be close to the first direction during the entire speed decay period. You may make it carry out in the period of a part.
- the front-rear direction of the occupant who has boarded the riding part is set as the first direction, and The direction is preferably set as the second direction (second invention).
- the straightness of the vehicle with respect to the front-rear direction of the passenger boarding the riding section is increased. Will increase. For this reason, it is easy for the passenger to operate the vehicle.
- the speed direction adjusting means when the execution of the speed attenuation process is started immediately after the target speed vector having a direction different from the first direction is determined, the speed direction adjusting means is configured to provide the initial attenuation target. Regardless of the direction of the velocity vector, the target velocity vector is determined so that the direction of the target velocity vector is closer to the first direction than the direction of the attenuated initial target velocity vector within the velocity decay period. Is also possible.
- the speed direction adjusting means determines that the acute angle between the direction of the initial damping initial speed vector and the first direction is smaller than a predetermined angle value.
- the target speed vector is determined so that the direction of the target speed vector is closer to the first direction than the direction of the initial damping target speed vector within the speed decay period (first). 3 invention).
- the direction of the attenuated initial target speed vector when the acute angle with respect to the direction of the attenuated initial target speed vector is smaller than the predetermined angle value, that is, the direction of the attenuated initial target speed vector is relatively in the first direction. Only when it is close, the direction of the target speed vector can be made closer to the first direction within the speed decay period.
- the acute angle side angle with respect to the direction of the initial damping target velocity vector is smaller than the predetermined angle value, in other words, the first direction component of the damping initial target velocity vector.
- the ratio of the component absolute value in the second direction to the absolute value of is smaller than a predetermined ratio.
- the target speed determination means is configured such that an acute angle angle between the direction of the target speed vector determined immediately before the start of execution of the speed attenuation process and the first direction is the predetermined angle. If the value is larger than the value, it is preferable that the direction of the target speed vector is kept constant or the target speed vector is determined so as to approach the second direction within the speed decay period (first 4 invention).
- the target speed vector is determined so that the direction of the target speed vector is kept constant or close to the second direction within the speed decay period. Within the decay period, a target speed vector having a direction suitable for the direction of the attenuated initial target speed vector can be determined.
- the speed attenuation process is performed by, for example, continuously holding the target speed vector magnitude after holding the magnitude of the target speed vector constant for a predetermined time period from the start of execution. It is preferable that the process be attenuated.
- the speed direction adjusting means changes the direction of the target speed vector in the first direction in at least the period in which the magnitude of the target speed vector is continuously attenuated in the speed decay period. It is preferable to determine the target velocity vector so as to be continuously close to (5th invention).
- the direction of the target speed vector continuously approaches the first direction in parallel with the continuous attenuation of the magnitude of the target speed vector within the speed decay period. Therefore, the moving path of the representative point of the vehicle within the speed decay period can be a smooth path.
- the direction of the target speed vector is made to continuously approach the first direction, including the period during which the magnitude of the target speed vector is kept constant. You may make it carry out.
- acceleration request determination means for determining whether or not an acceleration request, which is a request for increasing the magnitude of the velocity vector of the representative point, has occurred, and the target speed determination means includes When the determination result of the acceleration request determination means becomes affirmative, execute a speed increasing process for determining the target speed vector so as to increase the magnitude of the target speed vector, and execute the speed increasing process. It is preferable that the target speed vector is determined by the speed direction adjusting means when the predetermined condition is satisfied (the sixth invention).
- the magnitude of the target speed vector is increased by the acceleration process.
- the target speed vector is determined so as to Thereby, the magnitude
- the predetermined condition is satisfied during execution of the speed increasing process (for example, when a predetermined condition including a condition that the determination result of the acceleration request determining unit is negative is satisfied), the speed is increased. Execution of the attenuation process is started.
- the speed direction adjusting means causes the direction of the target speed vector to be close to the first direction, so that a special maneuvering operation of the vehicle can be performed during automatic travel after the vehicle is accelerated. Without the need, the moving direction of the representative point of the vehicle can be brought close to the first direction.
- the magnitude of the velocity vector of the representative point is increased by the external force.
- the following modes are preferable. That is, an output corresponding to a speed change rate that is a temporal change rate of the magnitude of the actual velocity vector of the representative point or a temporal change rate of the magnitude of the speed component in the first direction of the speed vector.
- a speed change rate measuring means for generating the acceleration request wherein the acceleration request determining means determines whether or not the acceleration request has occurred based on at least the measured value of the speed change rate indicated by the output of the speed change rate measuring means.
- the target speed determining means determines that the predetermined condition is satisfied when the measured value of the speed change rate becomes smaller than a predetermined threshold value during execution of the speed increasing process. Execution of processing is started (seventh invention).
- the acceleration request determination means determines whether or not the acceleration request has occurred based on at least the measured value of the speed change rate. It can be judged according to.
- the speed increasing process can be executed in accordance with the actual operation state of the vehicle.
- the measured speed change rate is the time change rate of the magnitude of the component in the first direction of the actual speed vector of the representative point
- the actual operating state of the vehicle The speed increasing process can be started in accordance with the actual motion state of the vehicle in the first direction.
- the speed attenuation process when the measured value of the speed change rate becomes smaller than a predetermined threshold value, the speed attenuation process is executed assuming that the predetermined condition is satisfied.
- the speed attenuation process can be started in a state where the necessity of increasing the magnitude of the speed vector is eliminated. For this reason, it is possible to automatically attenuate the magnitude of the velocity vector of the representative point of the vehicle continuously or stepwise at an appropriate timing after the acceleration of the vehicle.
- the moving direction of the representative point of the vehicle In the speed decay period in which the speed decay process is executed, the moving direction of the representative point of the vehicle can be brought closer to the first direction by the process executed by the speed direction adjusting unit.
- the measurement value of the speed change rate is lower than a predetermined threshold value.
- a necessary condition or necessary and sufficient condition for determining that an acceleration request has occurred, it can be determined whether or not an acceleration request has occurred.
- the boarding portion of the vehicle is provided with a riding portion for the passenger, and the riding portion can be installed so that the passenger who has boarded the riding portion can land his / her feet at any time.
- the occupant can apply the external force to the vehicle by kicking the floor with his / her foot.
- an external force may be appropriately applied to the vehicle by an operator or assistant outside the vehicle, or an appropriate device.
- the boarding portion of the occupant is capable of tilting with respect to the vertical direction around two axes of the axis in the first direction and the axis in the second direction.
- Application to an omnidirectional vehicle mounted on the vehicle is a preferred embodiment.
- the representative point of the vehicle for example, the center of gravity of the whole of the vehicle and the occupant on the vehicle can be used.
- an operation amount for controlling the operation of the moving operation unit (for example, a target acceleration of the moving operation unit, a target value of force to be applied to the moving operation unit, etc.) is determined. It is preferable to control the operation of the moving operation unit via the actuator device in accordance with the operation amount.
- FIG. 8 is a block diagram showing processing functions related to STEP 9 in FIG. 7.
- the block diagram which shows the processing function of the gain adjustment part shown in FIG. The block diagram which shows the processing function of the limit process part (or limit process part shown in FIG. 12) shown in FIG.
- limiting part 76 shown in FIG. The block diagram which shows the processing function of the attitude
- the flowchart which shows the subroutine processing of STEP23 of FIG. The flowchart which shows the subroutine processing of STEP23-5 of FIG.
- the omnidirectional mobile vehicle 1 is omnidirectional (front-rear direction and left-right direction) on the floor surface while being in contact with the riding section 3 of the occupant (driver) and the floor surface.
- a moving operation unit 5 movable in all directions including two directions
- an actuator device 7 for applying power for driving the moving operation unit 5 to the moving operation unit 5, and the riding unit 3,
- a base 9 on which the operating unit 5 and the actuator device 7 are assembled.
- front-rear direction and “left-right direction” respectively match or substantially coincide with the front-rear direction and the left-right direction of the upper body of the occupant who has boarded the riding section 3 in a standard posture.
- Means direction Note that the “standard posture” is a posture assumed by design with respect to the riding section 3, and the trunk axis of the occupant's upper body is generally directed vertically and the upper body is not twisted. It is posture.
- the “front-rear direction” and the “left-right direction” are the direction perpendicular to the paper surface and the left-right direction of the paper surface, respectively.
- FIG. It is the left-right direction of the paper surface and the direction perpendicular to the paper surface.
- the suffixes “R” and “L” attached to the reference numerals are used to mean the right side and the left side of the vehicle 1, respectively.
- the base 9 includes a lower frame 11 to which the moving operation unit 5 and the actuator device 7 are assembled, and a support frame 13 extending upward from the upper end of the lower frame 11.
- a seat frame 15 projecting forward from the support frame 13 is fixed to the top of the support frame 13.
- a seat 3 on which an occupant sits is mounted on the seat frame 15.
- this seat 3 is a passenger's boarding part. Therefore, the omnidirectional vehicle 1 (hereinafter simply referred to as the vehicle 1) in the present embodiment moves on the floor surface while the occupant is seated on the seat 3.
- grips 17R and 17L are disposed for the passengers seated on the seat 3 to grip as necessary. These grips 17R and 17L are respectively provided to the support frame 13 (or the seat frame 15). It is being fixed to the front-end
- the lower frame 11 includes a pair of cover members 21R and 21L arranged to face each other in a bifurcated manner with an interval in the left-right direction.
- the upper end portions (bifurcated branch portions) of these cover members 21R and 21L are connected via a hinge shaft 23 having a longitudinal axis, and one of the cover members 21R and 21L is hinged relative to the other. It can swing around the shaft 23.
- the cover members 21R and 21L are urged by a spring (not shown) in a direction in which the lower end side (the bifurcated tip side) of the cover members 21R and 21L is narrowed.
- a step 25R for placing the right foot of the occupant seated on the seat 3 and a step 25L for placing the left foot are respectively projected so as to protrude rightward and leftward.
- the moving operation unit 5 and the actuator device 7 are disposed between the cover members 21R and 21L of the lower frame 11.
- the structures of the moving operation unit 5 and the actuator device 7 will be described with reference to FIGS.
- the moving operation unit 5 is a wheel body formed in an annular shape from a rubber-like elastic material, and has a substantially circular cross-sectional shape. Due to its elastic deformation, the moving operation unit 5 (hereinafter referred to as the wheel body 5) has a circular cross section center C1 (more specifically, a circular cross section center C1 as shown by an arrow Y1 in FIGS. 5 and 6). And can be rotated around a circumferential line that is concentric with the axis of the wheel body 5.
- the wheel body 5 is disposed between the cover members 21R and 21L with its axis C2 (axis C2 orthogonal to the diameter direction of the entire wheel body 5) directed in the left-right direction. Ground to the floor at the lower end of the outer peripheral surface.
- the wheel body 5 rotates around the axis C2 of the wheel body 5 as shown by an arrow Y2 in FIG. 5 (operation to rotate on the floor surface) by driving by the actuator device 7 (details will be described later). And an operation of rotating around the cross-sectional center C1 of the wheel body 5 can be performed. As a result, the wheel body 5 can move in all directions on the floor surface by a combined operation of these rotational operations.
- the actuator device 7 includes a rotating member 27R and a free roller 29R interposed between the wheel body 5 and the right cover member 21R, and a rotating member interposed between the wheel body 5 and the left cover member 17L. 27L and a free roller 29L, an electric motor 31R as an actuator disposed above the rotating member 27R and the free roller 29R, and an electric motor 31L as an actuator disposed above the rotating member 27L and the free roller 29L. .
- the electric motors 31R and 31L have their respective housings attached to the cover members 21R and 21L. Although illustration is omitted, the power sources (capacitors) of the electric motors 31 ⁇ / b> R and 31 ⁇ / b> L are mounted at appropriate positions on the base 9 such as the support frame 13.
- the rotating member 27R is rotatably supported by the cover member 21R via a support shaft 33R having a horizontal axis.
- the rotation member 27L is rotatably supported by the cover member 21L via a support shaft 33L having a horizontal axis.
- the rotation axis of the rotation member 27R (axis of the support shaft 33R) and the rotation axis of the rotation member 27L (axis of the support shaft 33L) are coaxial.
- the rotating members 27R and 27L are connected to the output shafts of the electric motors 31R and 31L via power transmission mechanisms including functions as speed reducers, respectively, and the power (torque) transmitted from the electric motors 31R and 31L, respectively. It is rotationally driven by.
- Each power transmission mechanism is of a pulley-belt type, for example. That is, as shown in FIG. 3, the rotating member 27R is connected to the output shaft of the electric motor 31R via the pulley 35R and the belt 37R. Similarly, the rotating member 27L is connected to the output shaft of the electric motor 31L via a pulley 35L and a belt 37L.
- the power transmission mechanism may be constituted by, for example, a sprocket and a link chain, or may be constituted by a plurality of gears.
- the electric motors 31R and 31L are arranged to face the rotating members 27R and 27L so that the respective output shafts are coaxial with the rotating members 27R and 27L, and the electric motors 31R and 31L are respectively arranged.
- the output shaft may be connected to each of the rotating members 27R and 27L via a speed reducer (such as a planetary gear device).
- Each rotary member 27R, 27L is formed in the same shape as a truncated cone that is reduced in diameter toward the wheel body 5, and the outer peripheral surfaces thereof are tapered outer peripheral surfaces 39R, 39L.
- a plurality of free rollers 29R are arranged around the tapered outer peripheral surface 39R of the rotating member 27R so as to be arranged at equal intervals on a circumference concentric with the rotating member 27R.
- Each of these free rollers 29R is attached to the tapered outer peripheral surface 39R via a bracket 41R and is rotatably supported by the bracket 41R.
- a plurality (the same number as the free rollers 29R) of free rollers 29L are arranged around the tapered outer peripheral surface 39L of the rotating member 27L so as to be arranged at equal intervals on a circumference concentric with the rotating member 27L. Yes.
- Each of these free rollers 29L is attached to the taper outer peripheral surface 39L via the bracket 41L, and is rotatably supported by the bracket 41L.
- the wheel body 5 is arranged coaxially with the rotating members 27R and 27L so as to be sandwiched between the free roller 29R on the rotating member 27R side and the free roller 29L on the rotating member 27L side.
- each of the free rollers 29 ⁇ / b> R and 29 ⁇ / b> L has the axis C ⁇ b> 3 inclined with respect to the axis C ⁇ b> 2 of the wheel body 5 and the diameter direction of the wheel body 5 (the wheel body 5.
- the axis C2 When viewed in the direction of the axis C2, it is arranged in a posture inclined with respect to the radial direction connecting the axis C2 and the free rollers 29R and 29L. In such a posture, the outer peripheral surfaces of the free rollers 29R and 29L are in pressure contact with the inner peripheral surface of the wheel body 5 in an oblique direction.
- the free roller 29R on the right side has a frictional force component in the direction around the axis C2 at the contact surface with the wheel body 5 when the rotating member 27R is driven to rotate around the axis C2.
- the frictional force component in the tangential direction of the inner periphery of the wheel body 5 and the frictional force component in the direction around the cross-sectional center C1 of the wheel body 5 (the tangential frictional force component in the circular cross section)
- the wheel body 5 is pressed against the inner peripheral surface in such a posture that it can act on the wheel body 5.
- the cover members 21R and 21L are urged in a direction in which the lower end side (the bifurcated tip side) of the cover members 21R and 21L is narrowed by a spring (not shown). Therefore, the wheel body 5 is sandwiched between the right free roller 29R and the left free roller 29L by this urging force, and the free rollers 29R and 29L are in pressure contact with the wheel body 5 (more specifically, free The pressure contact state in which a frictional force can act between the rollers 29R and 29L and the wheel body 5 is maintained.
- the wheel body 5 when the rotating members 27R and 27L are driven to rotate at the same speed in the same direction by the electric motors 31R and 31L, the wheel body 5 has the same direction as the rotating members 27R and 27L. Will rotate around the axis C2. Thereby, the wheel body 5 rotates on the floor surface in the front-rear direction, and the entire vehicle 1 moves in the front-rear direction. In this case, the wheel body 5 does not rotate around the center C1 of the cross section.
- the wheel body 5 rotates around the center C1 of the cross section.
- the wheel body 4 moves in the direction of the axis C2 (that is, the left-right direction), and as a result, the entire vehicle 1 moves in the left-right direction.
- the wheel body 5 does not rotate around the axis C2.
- the wheel body 5 rotates around its axis C2, It will rotate about the cross-sectional center C1.
- the wheel body 5 moves in a direction inclined with respect to the front-rear direction and the left-right direction by a combined operation (composite operation) of these rotational operations, and as a result, the entire vehicle 1 moves in the same direction as the wheel body 5.
- the moving direction of the wheel body 5 in this case changes depending on the difference in rotational speed (rotational speed vector in which the polarity is defined according to the rotational direction) including the rotational direction of the rotating members 27R and 27L. .
- the moving operation of the wheel body 5 is performed as described above, by controlling the respective rotational speeds (including the rotational direction) of the electric motors 31R and 31L, and by controlling the rotational speeds of the rotating members 27R and 27L, The moving speed and moving direction of the vehicle 1 can be controlled.
- the seat (boarding portion) 3 and the base body 9 are tiltable about the axis C2 in the left-right direction with the axis C2 of the wheel body 5 as a fulcrum, and the grounding surface (lower end surface) of the wheel body 5 As a fulcrum, it can be tilted together with the wheel body 5 around an axis in the front-rear direction.
- FIGS. 1 and 2 an XYZ coordinate system is assumed in which the horizontal axis in the front-rear direction is the X axis, the horizontal axis in the left-right direction is the Y axis, and the vertical direction is the Z axis.
- the direction and the left-right direction may be referred to as the X-axis direction and the Y-axis direction, respectively.
- the operation of the occupant moving the upper body and thus tilting the base body 9 together with the seat 3 is one basic control operation (operation request of the vehicle 1) for the vehicle 1, and the control The moving operation of the wheel body 5 is controlled via the actuator device 7 in accordance with the operation.
- the ground contact surface of the wheel body 5 as the entire ground contact surface has an area compared to a region where the entire vehicle 1 and the passengers riding on the vehicle 1 are projected on the floor surface. It becomes a small single local region, and the floor reaction force acts only on the single local region. For this reason, in order to prevent the base body 9 from tilting, it is necessary to move the wheel body 5 so that the center of gravity of the occupant and the vehicle 1 is positioned almost directly above the ground contact surface of the wheel body 5.
- the center of gravity of the entire occupant and vehicle 1 is positioned almost directly above the center point of the wheel body 5 (center point on the axis C2) (more precisely, the center of gravity point is
- the posture of the base body 9 in a state (which is located almost directly above the ground contact surface of the wheel body 5) is set as a target posture, and basically, the actual posture of the base body 9 is converged to the target posture.
- the movement operation is controlled.
- the occupant kicks the floor with his / her foot as necessary, thereby increasing the moving speed of the vehicle 1 (
- the driving force the propulsive force generated by the frictional force between the occupant's foot and the floor
- the moving speed of the vehicle 1 (more precisely, the occupant and the entire vehicle)
- the movement operation of the wheel body 5 is controlled so that the movement speed of the center of gravity of the wheel body increases.
- the moving operation of the wheel body 5 is performed so that the moving speed of the vehicle 1 is once held at a constant speed and then attenuated to stop the vehicle 1.
- Control is performed (braking control of the wheel body 5 is performed).
- a state where the center of gravity of the single vehicle 1 is located almost directly above the center point of the wheel body 5 (center point on the axis C ⁇ b> 2) (more accurately, (The state where the center of gravity is located almost directly above the ground contact surface of the wheel body 5) is the target posture, and the actual posture of the base 9 is converged to the target posture.
- the movement operation of the wheel body 5 is controlled so that the vehicle 1 can stand on its own without tilting.
- “posture” means spatial orientation.
- the base body 9 and the sheet 3 are tilted to change the postures of the base body 9 and the sheet 3. Further, in the present embodiment, the base body 9 and the sheet 3 are integrally tilted, so that the posture of the base body 9 is converged to the target posture, which means that the posture of the sheet 3 is the target posture corresponding to the seat 3 ( This is equivalent to converging to the posture of the sheet 3 in a state where the posture of the base 9 matches the target posture of the base 9.
- the vehicle 1 in order to control the operation of the vehicle 1 as described above, as shown in FIG. 1 and FIG. 2, it is constituted by an electronic circuit unit including a microcomputer and drive circuit units of the electric motors 31R and 31L.
- a load sensor 54 for detecting whether or not the vehicle is rotating, and rotary encoders 56R and 56L as angle sensors for detecting the rotational angles and rotational angular velocities of the output shafts of the electric motors 31R and 31L, respectively. Installed in place.
- control unit 50 and the inclination sensor 52 are attached to the column frame 13 in a state of being accommodated in the column frame 13 of the base body 9, for example.
- the load sensor 54 is built in the seat 3.
- the rotary encoders 56R and 56L are provided integrally with the electric motors 31R and 31L, respectively.
- the rotary encoders 56R and 56L may be attached to the rotating members 27R and 27L, respectively.
- the tilt sensor 52 includes an acceleration sensor and a rate sensor (angular velocity sensor) such as a gyro sensor, and outputs detection signals of these sensors to the control unit 50. Then, the control unit 50 performs a predetermined measurement calculation process (this may be a known calculation process) based on the outputs of the acceleration sensor and the rate sensor of the tilt sensor 52, and thereby the part on which the tilt sensor 52 is mounted.
- a predetermined measurement calculation process this may be a known calculation process
- the tilt angle ⁇ b to be measured (hereinafter also referred to as the base body tilt angle ⁇ b) is more specifically, the component ⁇ b_x in the Y axis direction (pitch direction) and the X axis direction (roll direction), respectively. It consists of component ⁇ b_y.
- the base body tilt angle ⁇ b also has a meaning as the tilt angle of the riding section 3.
- a variable such as a motion state quantity having a component in each direction of the X axis and the Y axis (or a direction around each axis) such as the base body inclination angle ⁇ b, or a relation to the motion state quantity.
- a suffix “_x” or “_y” is added to the reference symbol of the variable when each component is expressed separately.
- a subscript “_x” is added to the component in the X-axis direction
- a subscript “_y” is added to the component in the Y-axis direction.
- the subscript “_x” is added to the component around the Y axis for convenience in order to align the subscript with the variable related to translational motion.
- the subscript “_y” is added to the component around the X axis.
- a variable is expressed as a set of a component in the X-axis direction (or a component around the Y-axis) and a component in the Y-axis direction (or a component around the X-axis)
- the reference numeral of the variable The subscript “_xy” is added.
- the base body tilt angle ⁇ b is expressed as a set of a component ⁇ b_x around the Y axis and a component ⁇ b_y around the X axis, it is expressed as “base body tilt angle ⁇ b_xy”.
- the load sensor 54 is built in the seat 3 so as to receive a load due to the weight of the occupant when the occupant is seated on the seat 3, and outputs a detection signal corresponding to the load to the control unit 50. Then, the control unit 50 determines whether or not an occupant is on the vehicle 1 based on the measured load value indicated by the output of the load sensor 54.
- a switch type sensor that is turned on when an occupant sits on the seat 3 may be used.
- the rotary encoder 56R generates a pulse signal every time the output shaft of the electric motor 31R rotates by a predetermined angle, and outputs this pulse signal to the control unit 50. Then, the control unit 50 measures the rotational angle of the output shaft of the electric motor 53R based on the pulse signal, and further calculates the temporal change rate (differential value) of the measured value of the rotational angle as the rotational angular velocity of the electric motor 53R. Measure as The same applies to the rotary encoder 56L on the electric motor 31L side.
- the control unit 50 determines a speed command that is a target value of the rotational angular speed of each of the electric motors 31R and 31L by executing a predetermined calculation process using each of the measured values, and the electric motor is operated according to the speed command.
- the rotational angular velocities of the motors 31R and 31L are feedback controlled.
- the relationship between the rotational angular velocity of the output shaft of the electric motor 31R and the rotational angular velocity of the rotating member 27R is proportional to the constant reduction ratio between the output shaft and the rotating member 27R.
- the rotational angular velocity of the electric motor 31R means the rotational angular velocity of the rotating member 27R.
- the rotational angular velocity of the electric motor 31L means the rotational angular velocity of the rotating member 27L.
- control process of the control unit 50 will be described in more detail.
- the control unit 50 executes the process (main routine process) shown in the flowchart of FIG. 7 at a predetermined control process cycle.
- control unit 50 acquires the output of the tilt sensor 52.
- control unit 50 calculates the measured value ⁇ b_xy_s of the base body tilt angle ⁇ b and the measured value ⁇ bdot_xy_s of the base body tilt angular velocity ⁇ bdot based on the acquired output of the tilt sensor 52.
- control unit 50 executes the determination process in STEP 4. In this determination process, the control unit 50 determines whether or not an occupant is on the vehicle 1 depending on whether or not the load measurement value indicated by the acquired output of the load sensor 54 is larger than a predetermined value set in advance ( Whether or not an occupant is seated on the seat 3).
- control unit 50 sets the target value ⁇ b_xy_obj of the base body tilt angle ⁇ b, and constant parameters for controlling the operation of the vehicle 1 (basic values of various gains, etc.) ) Is set in STEPs 5 and 6, respectively.
- control unit 50 sets a predetermined target value for the boarding mode as the target value ⁇ b_xy_obj of the base body tilt angle ⁇ b.
- boarding mode means an operation mode of the vehicle 1 when an occupant is on the vehicle 1.
- the target value ⁇ b_xy_obj for the boarding mode is such that the overall center of gravity of the vehicle 1 and the occupant seated on the seat 3 (hereinafter referred to as the vehicle / occupant overall center of gravity) is located almost directly above the ground contact surface of the wheel body 5.
- the posture of the base body 9 in a state is set in advance so as to coincide with or substantially coincide with the measured value ⁇ b_xy_s of the base body tilt angle ⁇ b measured based on the output of the tilt sensor 52.
- control unit 50 sets a predetermined value for the boarding mode as a constant parameter value for controlling the operation of the vehicle 1.
- control unit 50 performs processing for setting the target value ⁇ b_xy_obj of the base body tilt angle ⁇ b_xy, and processing for setting constant parameter values for operation control of the vehicle 1. Are executed in STEP7 and STEP8.
- control unit 50 sets a predetermined target value for the independent mode as the target value ⁇ b_xy_obj of the inclination angle ⁇ b.
- independent mode means an operation mode of the vehicle 1 when no occupant is on the vehicle 1.
- the target value ⁇ b_xy_obj for the self-supporting mode is an inclination sensor in the posture of the base body 9 in which the center of gravity point of the vehicle 1 (hereinafter referred to as the vehicle center of gravity point) is located almost directly above the ground contact surface of the wheel body 5. It is set in advance so as to coincide with or substantially coincide with the measured value ⁇ b_xy_s of the base body tilt angle ⁇ b measured based on the output of 52.
- the target value ⁇ b_xy_obj for the self-supporting mode is generally different from the target value ⁇ b_xy_obj for the boarding mode.
- control unit 50 sets a predetermined value for the independent mode as a constant parameter value for operation control of the vehicle 1.
- the value of the constant parameter for the independent mode is different from the value of the constant parameter for the boarding mode.
- the difference in the value of the constant parameter between the boarding mode and the independent mode is due to the difference in the height of the center of gravity, the overall mass, etc. in each mode, and the response of the operation of the vehicle 1 to the control input. This is because the characteristics are different from each other.
- the target value ⁇ b_xy_obj of the base body inclination angle ⁇ b_xy and the value of the constant parameter are set for each operation mode of the boarding mode and the self-supporting mode.
- the target value of the component ⁇ bdot_x around the Y axis and the target value of the component ⁇ bdot_y around the X axis of the base body tilt angular velocity ⁇ bdot are both “0”. For this reason, the process which sets the target value of base
- control unit 50 After executing the processing of STEPs 5 and 6 or the processing of STEPs 7 and 8 as described above, the control unit 50 next executes the vehicle control arithmetic processing in STEP 9 to thereby control the respective speed commands of the electric motors 31R and 31L. To decide. Details of this vehicle control calculation processing will be described later.
- the control unit 50 executes an operation control process for the electric motors 31R, 31L in accordance with the speed command determined in STEP 9.
- the control unit 50 determines the deviation according to the deviation between the speed command of the electric motor 31R determined in STEP 9 and the measured value of the rotational speed of the electric motor 31R measured based on the output of the rotary encoder 56R.
- the target value (target torque) of the output torque of the electric motor 31R is determined so as to converge to “0”.
- the control unit 50 controls the energization current of the electric motor 31R so that the output torque of the target torque is output to the electric motor 31R. The same applies to the operation control of the left electric motor 31L.
- the vehicle / occupant overall center-of-gravity point in the boarding mode and the vehicle single body center-of-gravity point in the independent mode are collectively referred to as a vehicle system center-of-gravity point.
- the vehicle system center-of-gravity point means the vehicle / occupant overall center-of-gravity point
- the operation mode of the vehicle 1 is the independent mode, it means the vehicle single body center-of-gravity point.
- the value determined in the current (latest) control processing cycle is the current value, and the control processing immediately before that The value determined by the cycle may be referred to as the previous value.
- a value not particularly different from the current value and the previous value means the current value.
- the forward direction is a positive direction
- the speed and acceleration in the Y-axis direction the left direction is a positive direction
- the dynamic behavior of the center of gravity of the vehicle system (specifically, the behavior seen by projecting from the Y-axis direction onto a plane (XZ plane) orthogonal thereto, and orthogonal to the X-axis direction)
- the vehicle of STEP9 is assumed that the behavior (projected and projected on the plane (YZ plane)) is approximately expressed by the behavior of the inverted pendulum model (the dynamic behavior of the inverted pendulum) as shown in FIG. Control arithmetic processing is performed.
- reference numerals without parentheses are reference numerals corresponding to the inverted pendulum model viewed from the Y-axis direction, and reference numerals with parentheses refer to the inverted pendulum model viewed from the X-axis direction. Corresponding reference sign.
- the inverted pendulum model expressing the behavior seen from the Y-axis direction has a mass point 60_x located at the center of gravity of the vehicle system and a rotation axis 62a_x parallel to the Y-axis direction.
- Wheel 62_x (hereinafter referred to as virtual wheel 62_x).
- the mass point 60_x is supported by the rotation shaft 62a_x of the virtual wheel 62_x via the linear rod 64_x, and can swing around the rotation shaft 62a_x with the rotation shaft 62a_x as a fulcrum.
- the motion of the mass point 60_x corresponds to the motion of the center of gravity of the vehicle system viewed from the Y-axis direction.
- the movement speed Vw_x (translation movement speed in the X-axis direction) of the virtual wheel 62_x is the same as the movement speed in the X-axis direction of the wheel body 5 of the vehicle 1.
- an inverted pendulum model (refer to the reference numerals in parentheses in FIG. 8) expressing the behavior seen from the X-axis direction includes a mass point 60_y located at the center of gravity of the vehicle system and a rotation axis 62a_y parallel to the X-axis direction. And virtual wheels 62_y (hereinafter referred to as virtual wheels 62_y) that can rotate on the floor surface.
- the mass point 60_y is supported by the rotation shaft 62a_y of the virtual wheel 62_y via a linear rod 64_y, and can swing around the rotation shaft 62a_y with the rotation shaft 62a_y as a fulcrum.
- the motion of the mass point 60_y corresponds to the motion of the center of gravity of the vehicle system viewed from the X-axis direction.
- the moving speed Vw_y (translational moving speed in the Y-axis direction) of the virtual wheel 62_y is set to coincide with the moving speed in the Y-axis direction of the wheel body 5 of the vehicle 1.
- the virtual wheels 62_x and 62_y have predetermined radii of predetermined values Rw_x and Rw_y, respectively.
- the rotational angular velocities ⁇ w_x and ⁇ w_y of the virtual wheels 62_x and 62_y and the rotational angular velocities ⁇ _R and ⁇ _L of the electric motors 31R and 31L (more precisely, the rotational angular velocities ⁇ _R and ⁇ _L of the rotating members 27R and 27L), respectively.
- the relationship of the following formulas 01a and 01b is established.
- ⁇ w_x ( ⁇ _R + ⁇ _L) / 2 Equation 01a
- C is a coefficient of a predetermined value depending on the mechanical relationship between the free rollers 29R and 29L and the wheel body 5 and slippage.
- the positive directions of ⁇ w_x, ⁇ _R, and ⁇ _L are the rotation direction of the virtual wheel 62_x when the virtual wheel 62_x rotates forward, and the positive direction of ⁇ w_y is the case when the virtual wheel 62_y rotates leftward. This is the rotation direction of the virtual wheel 62_y.
- the dynamics of the inverted pendulum model shown in FIG. 8 is expressed by the following equations 03x and 03y.
- the expression 03x is an expression expressing the dynamics of the inverted pendulum model viewed from the Y-axis direction
- the expression 03y is an expression expressing the dynamics of the inverted pendulum model viewed from the X-axis direction.
- ⁇ wdot_x is the rotational angular acceleration of the virtual wheel 62_x (first-order differential value of the rotational angular velocity ⁇ w_x)
- ⁇ _x is a coefficient that depends on the mass and height h_x of the mass 60_x
- ⁇ _x is the inertia (moment of inertia of the virtual wheel 62_x )
- Rw_x the radius
- the motions of the mass points 60_x and 60_y of the inverted pendulum are the rotational angular acceleration ⁇ wdot_x of the virtual wheel 62_x and the rotational angular acceleration ⁇ wdot_y of the virtual wheel 62_y, respectively. It is defined depending on.
- the rotational angular acceleration ⁇ wdot_x of the virtual wheel 62_x is used as an operation amount (control input) for controlling the motion of the vehicle system center of gravity point viewed from the Y-axis direction, and viewed from the X-axis direction.
- the rotational angular acceleration ⁇ wdot_y of the virtual wheel 62_y is used as an operation amount (control input) for controlling the motion of the vehicle system center of gravity.
- the control unit 50 determines that the motion of the mass point 60_x seen in the X-axis direction and the motion of the mass point 60_y seen in the Y-axis direction are Virtual wheel rotational angular acceleration commands ⁇ wdot_x_cmd and ⁇ wdot_y_cmd, which are command values (target values) of the rotational angular accelerations ⁇ wdot_x and ⁇ wdot_y as operation amounts, are determined so as to achieve a motion corresponding to a desired motion.
- control unit 50 integrates the virtual wheel rotation angular acceleration commands ⁇ wdot_x_cmd and ⁇ wdot_y_cmd, and the virtual wheel rotation that is the command values (target values) of the respective rotation angular velocities ⁇ w_x and ⁇ w_y of the virtual wheels 62_x and 62_y.
- the angular velocity commands are determined as ⁇ w_x_cmd and ⁇ w_y_cmd.
- the target movement speed in the X-axis direction and the target movement speed in the Y-axis direction of the wheel body 5 of the vehicle 1 and the respective speeds of the electric motors 31 ⁇ / b> R and 31 ⁇ / b> L so as to realize these target movement speeds.
- the commands ⁇ _R_cmd and ⁇ L_cmd are determined.
- the virtual wheel rotation angular acceleration commands ⁇ wdot_x_cmd and ⁇ wdot_y_cmd as the operation amount (control input) are obtained by adding three operation amount components as shown in equations 07x and 07y described later, respectively. It is determined.
- the control unit 50 has the function shown in the block diagram of FIG. 9 as a function for executing the vehicle control calculation process of STEP 9 as described above.
- the control unit 50 calculates the base body tilt angle deviation measurement value ⁇ be_xy_s, which is a deviation between the base body tilt angle measurement value ⁇ b_xy_s and the base body tilt angle target value ⁇ b_xy_obj, and the moving speed of the vehicle system center-of-gravity point. It is estimated that the center of gravity speed calculation unit 72 that calculates the center of gravity speed estimated value Vb_xy_s as an observed value of a certain center of gravity speed Vb_xy and the operation of the vehicle 1 by the occupant or the like (operation for adding propulsive force to the vehicle 1) are estimated.
- the required center-of-gravity speed generation unit 74 for generating the required center-of-gravity speed V_xy_aim as the required value of the center-of-gravity speed Vb_xy, and the allowable angular velocity of the electric motors 31R and 31L based on the estimated center-of-gravity speed value Vb_xy_s and the required center-of-gravity speed V_xy_aim
- a center of gravity speed limiter 76 for determining a control target center of gravity speed Vb_xy_mdfd as a target value of the center of gravity speed Vb_xy in consideration of a limit in accordance with the range;
- a gain adjustment unit 78 determines the gain adjustment parameter Kr_xy for adjusting the value of the expression 07x, gain factor 07y.
- the control unit 50 further calculates the virtual wheel rotation angular velocity command ⁇ w_xy_cmd, the attitude control calculation unit 80, and the virtual wheel rotation angular velocity command ⁇ w_xy_cmd from the speed command ⁇ _R_cmd (rotational angular velocity command value) of the right electric motor 31R. And a motor command calculation unit 82 for converting into a set with a speed command ⁇ _L_cmd (rotation angular velocity command value) of the left electric motor 31L.
- control unit 50 first executes the process of the deviation calculating unit 70 and the process of the gravity center speed calculating unit 72.
- the deviation calculation unit 70 receives the base body tilt angle measurement value ⁇ b_xy_s ( ⁇ b_x_s and ⁇ b_y_s) calculated in STEP2 and the target values ⁇ b_xy_obj ( ⁇ b_x_obj and ⁇ b_y_obj) set in STEP5 or STEP7.
- the process of the deviation calculating part 70 may be executed in the process of STEP 5 or 7.
- the center-of-gravity velocity calculation unit 72 receives the current value of the base body tilt angular velocity measurement value ⁇ bdot_xy_s ( ⁇ bdot_x_s and ⁇ bdot_y_s) calculated in STEP 2 and the previous value ⁇ w_xy_cmd_p ( ⁇ w_x_cmd_p and ⁇ w_y_cmd_p) of the virtual wheel speed command ⁇ w_xy_cmd. Input from the delay element 84.
- the center-of-gravity speed calculation unit 72 calculates the center-of-gravity speed estimated values Vb_xy_s (Vb_x_s and Vb_y_s) from these input values using a predetermined arithmetic expression based on the inverted pendulum model.
- the center-of-gravity velocity calculation unit 72 calculates Vb_x_s and Vb_y_s by the following equations 05x and 05y, respectively.
- Rw_x and Rw_y are the respective radii of the virtual wheels 62_x and 62_y as described above, and these values are predetermined values set in advance.
- H_x and h_y are the heights of the mass points 60_x and 60_y of the inverted pendulum model, respectively.
- the height of the vehicle system center-of-gravity point is maintained substantially constant. Therefore, predetermined values set in advance are used as the values of h_x and h_y, respectively. Supplementally, the heights h_x and h_y are included in the constant parameters whose values are set in STEP 6 or 8.
- the first term on the right side of the formula 05x is the moving speed in the X-axis direction of the virtual wheel 62_x corresponding to the previous value ⁇ w_x_cmd_p of the speed command of the virtual wheel 62_x, and this moving speed is the X-axis direction of the wheel body 5 This corresponds to the current value of the actual movement speed.
- the second term on the right side of the expression 05x is the movement speed in the X-axis direction of the vehicle system center-of-gravity point caused by the base body 9 tilting at the inclination angular velocity of ⁇ bdot_x_s around the Y axis (relative to the wheel body 5). This is equivalent to the current value of the movement speed.
- Formula 05y The same applies to Formula 05y.
- a set of measured values (current values) of the respective rotational angular velocities of the electric motors 31R and 31L measured based on the outputs of the rotary encoders 56R and 56L is converted into a set of rotational angular velocities of the virtual wheels 62_x and 62_y.
- the rotational angular velocities may be converted and used in place of ⁇ w_x_cmd_p and ⁇ w_y_cmd_p in equations 05x and 05y.
- the control unit 50 executes the processing of the required center-of-gravity velocity generation unit 74 and the processing of the gain adjustment unit 78.
- the center-of-gravity speed estimation value Vb_xy_s (Vb_x_s and Vb_y_s) calculated by the center-of-gravity speed calculation unit 72 as described above is input to the required center-of-gravity speed generation unit 74 and the gain adjustment unit 78, respectively.
- the required center-of-gravity speed generation unit 74 when the operation mode of the vehicle 1 is the boarding mode, the requested center-of-gravity speed V_xy_aim based on the input center-of-gravity speed estimated value Vb_xy_s (Vb_x_s and Vb_y_s). (V_x_aim, V_y_aim) is determined.
- the requested center-of-gravity speed generation unit 74 sets both the requested center-of-gravity speeds V_x_aim and V_y_aim to “0”.
- the gain adjustment unit 78 determines the gain adjustment parameter Kr_xy (Kr_x and Kr_y) based on the input center-of-gravity velocity estimated value Vb_xy_s (Vb_x_s and Vb_y_s).
- the gain adjusting unit 78 inputs the input center-of-gravity velocity estimated values Vb_x_s and Vb_y_s to the limit processing unit 86.
- output values Vw_x_lim1 and Vw_y_lim1 are generated by appropriately adding limits corresponding to the allowable ranges of the rotational angular velocities of the electric motors 31R and 31L to the gravity center speed estimated values Vb_x_s and Vb_y_s.
- the output value Vw_x_lim1 has a meaning after limiting the moving speed Vw_x in the X-axis direction of the virtual wheel 62_x, and the output value Vw_y_lim1 has a meaning as a value after limiting the moving speed Vw_y in the Y-axis direction of the virtual wheel 62_y. .
- the processing of the limit processing unit 86 will be described in more detail with reference to FIG. Note that the reference numerals in parentheses in FIG. 11 indicate processing of the limit processing unit 104 of the gravity center speed limiting unit 76 described later, and may be ignored in the description of the processing of the limit processing unit 86.
- the limit processing unit 86 first inputs the center-of-gravity velocity estimated values Vb_x_s and Vb_y_s to the processing units 86a_x and 86a_y, respectively.
- the processing unit 86a_x divides Vb_x_s by the radius Rw_x of the virtual wheel 62_x to calculate the rotational angular velocity ⁇ w_x_s of the virtual wheel 62_x when it is assumed that the moving speed in the X-axis direction of the virtual wheel 62_x matches Vb_x_s. .
- the limit processing unit 86 converts the set of ⁇ w_x_s and ⁇ w_y_s into a set of the rotation angular velocity ⁇ _R_s of the electric motor 31R and the rotation angular velocity ⁇ _L_s of the electric motor 31L by the XY-RL conversion unit 86b.
- this conversion is performed by solving simultaneous equations obtained by replacing ⁇ w_x, ⁇ w_y, ⁇ _R, and ⁇ _L in the equations 01a and 01b with ⁇ w_x_s, ⁇ w_y_s, ⁇ _R_s, and ⁇ _L_s, with ⁇ _R_s and ⁇ _L_s as unknowns. Done.
- the limit processing unit 86 inputs the output values ⁇ _R_s and ⁇ _L_s of the XY-RL conversion unit 86b to the limiters 86c_R and 86c_L, respectively. At this time, if the limiter 86c_R is within the allowable range for the right motor having a predetermined upper limit value (> 0) and lower limit value ( ⁇ 0), the limiter 86c_R keeps ⁇ _R_s as it is. Output as output value ⁇ _R_lim1.
- the limiter 86c_R outputs the boundary value closer to ⁇ _R_s between the upper limit value and the lower limit value of the right motor allowable range as the output value ⁇ _R_lim1. Output as. As a result, the output value ⁇ _R_lim1 of the limiter 86c_R is limited to a value within the allowable range for the right motor.
- the limiter 86c_L keeps ⁇ _L_s as it is. Output as output value ⁇ _L_lim1. Further, when ⁇ _L_s deviates from the left motor allowable range, the limiter 86c_L outputs the boundary value closer to ⁇ _L_s between the upper limit value and the lower limit value of the left motor allowable range as the output value ⁇ _L_lim1. Output as. As a result, the output value ⁇ _L_lim1 of the limiter 86c_L is limited to a value within the left motor allowable range.
- the allowable range for the right motor is set so that the rotational angular velocity (absolute value) of the right electric motor 31R does not become too high, and in turn prevents the maximum value of torque that can be output by the electric motor 31R from decreasing. Tolerance. The same applies to the allowable range for the left motor.
- the limit processing unit 86 converts the set of output values ⁇ _R_lim1 and ⁇ _L_lim1 of the limiters 86c_R and 86c_L into a set of rotational angular velocities ⁇ w_x_lim1 and ⁇ w_y_lim1 of the virtual wheels 62_x and 62_y by the RL-XY conversion unit 86d. .
- This conversion is a reverse conversion process of the conversion process of the XY-RL conversion unit 86b.
- This processing is performed by solving simultaneous equations obtained by replacing ⁇ w_x, ⁇ w_y, ⁇ _R, and ⁇ _L in the equations 01a and 01b with ⁇ w_x_lim1, ⁇ w_y_lim1, ⁇ _R_lim1, and ⁇ _L_lim1 as ⁇ w_x_lim1 and ⁇ w_y_lim1.
- the limit processing unit 86 inputs the output values ⁇ w_x_lim1 and ⁇ w_y_lim1 of the RL-XY conversion unit 86d to the processing units 86e_x and 86e_y, respectively.
- the processing unit 86e_x converts ⁇ w_x_lim1 into the moving speed Vw_x_lim1 of the virtual wheel 62_x by multiplying ⁇ w_x_lim1 by the radius Rw_x of the virtual wheel 62_x.
- both or one of the rotational angular velocities ⁇ _R_s and ⁇ _L_s of the electric motors 31R and 31L deviate from the allowable range, both or one of the rotational angular velocities is forcibly limited within the allowable range.
- the limit processing unit 86 outputs a set of movement speeds Vw_x_lim1 and Vw_y_lim1 in the X-axis direction and the Y-axis direction corresponding to the set of rotational angular velocities ⁇ _R_lim1 and ⁇ _L_lim1 of the electric motors 31R and 31L after the limitation.
- the limit processing unit 86 can make the rotation angular velocities of the electric motors 31R and 31L corresponding to the set of the output values Vw_x_lim1 and Vw_y_lim1 not to deviate from the permissible range under the necessary conditions. As long as the output values Vw_x_lim1 and Vw_y_lim1 coincide with Vb_x_s and Vb_y_s, a set of output values Vw_x_lim1 and Vw_y_lim1 is generated.
- the gain adjustment unit 78 next executes the processing of the calculation units 88_x and 88_y.
- the calculation unit 88_x receives the estimated center-of-gravity velocity value Vb_x_s in the X-axis direction and the output value Vw_x_lim1 of the limit processing unit 86. Then, the calculation unit 88_x calculates and outputs a value Vover_x obtained by subtracting Vb_x_s from Vw_x_lim1. Further, the Y-axis direction center-of-gravity velocity estimated value Vb_y_s and the output value Vw_y_lim1 of the limit processing unit 86 are input to the calculation unit 88_y.
- the computing unit 88_y calculates and outputs a value Vover_y obtained by subtracting Vb_y_s from Vw_y_lim1.
- Vw_x_lim1 and Vw_y_lim1 of the limit processing unit 86 are generated by forcibly limiting the input values Vb_x_s and Vb_y_s
- the correction amount ( Vw_x_lim1-Vb_x_s) of Vw_x_lim1 from Vb_x_s
- the gain adjustment unit 78 determines the gain adjustment parameter Kr_x by sequentially passing the output value Vover_x of the calculation unit 88_x through the processing units 90_x and 92_x. Further, the gain adjustment unit 78 determines the gain adjustment parameter Kr_y by sequentially passing the output value Vover_y of the calculation unit 88_y through the processing units 90_y and 92_y.
- the gain adjustment parameters Kr_x and Kr_y are both values in the range from “0” to “1”.
- the processing unit 90_x calculates and outputs the absolute value of the input Vover_x. Further, the processing unit 92_x generates Kr_x so that the output value Kr_x monotonously increases with respect to the input value
- the saturation characteristic is a characteristic in which the change amount of the output value with respect to the increase of the input value becomes “0” or approaches “0” when the input value increases to some extent.
- the processing unit 92_x sets a value obtained by multiplying the input value
- the processing unit 92_x outputs “1” as Kr_x.
- the proportional coefficient is set so that the product of
- processing of the processing units 90_y and 92_y is the same as the processing of the above-described processing units 90_x and 92_x, respectively.
- the output values Vw_x_lim1 and Vw_y_lim1 of the limit processing unit 86 are generated by forcibly limiting the input values Vb_x_s and Vb_y_s, that is, in the X axis direction and the Y axis direction of the wheel body 5 respectively. If the electric motors 31R and 31L are operated so that the moving speeds Vw_x and Vw_y coincide with the center-of-gravity speed estimated values Vb_x_s and Vb_y_s, respectively, the rotational angular speed of either of the electric motors 31R and 31L deviates from the allowable range.
- the gain adjustment parameters Kr_x and Kr_y are determined according to the absolute values of the correction amounts Vover_x and Vover_y, respectively.
- Kr_x is determined to have a larger value as the absolute value of the correction amount Vx_over increases with “1” as the upper limit. The same applies to Kr_y.
- control unit 50 executes the processes of the center-of-gravity speed calculator 72 and the requested center-of-gravity speed generator 74 as described above, and then executes the process of the center-of-gravity speed limiter 76.
- the center-of-gravity speed limiter 76 includes an estimated center-of-gravity speed value Vb_xy_s (Vb_x_s and Vb_y_s) calculated by the center-of-gravity speed calculator 72, and a requested center-of-gravity speed Vb_xy_aim (Vb_x_aim and Vb_y_aim) determined by the required center-of-gravity speed generator 74. Is entered.
- the center-of-gravity speed limiting unit 76 uses these input values to determine the control target center-of-gravity speed Vb_xy_mdfd (Vb_x_mdfd and Vb_y_mdfd) by executing the processing shown in the block diagram of FIG.
- the center-of-gravity speed limiting unit 76 first executes the processes of the steady deviation calculating units 94_x and 94_y.
- the steady-state deviation calculating unit 94_x receives the estimated center-of-gravity velocity value Vb_x_s in the X-axis direction and the previous value Vb_x_mdfd_p of the control target center-of-gravity velocity Vb_x_mdfd in the X-axis direction via the delay element 96_x. .
- the steady deviation calculating unit 94_x first inputs the input Vb_x_s to the proportional / differential compensation element (PD compensation element) 94a_x.
- the proportional / differential compensation element 94_x is a compensation element whose transfer function is represented by 1 + Kd ⁇ S, and is obtained by multiplying the input Vb_x_s and its differential value (time change rate) by a predetermined coefficient Kd. Add the value and output the result of the addition.
- the steady deviation calculating unit 94_x calculates a value obtained by subtracting the input Vb_x_mdfd_p from the output value of the proportional / differential compensation element 94_x by the calculating unit 94b_x, and then outputs the output value of the calculating unit 94b_x to the phase compensation It inputs into the low-pass filter 94c_x which has a function.
- the low-pass filter 94c_x is a filter whose transfer function is represented by (1 + T2 ⁇ S) / (1 + T1 ⁇ S).
- the steady deviation calculating unit 94_x outputs the output value Vb_x_prd of the low-pass filter 94c_x.
- the steady-state deviation calculating unit 94_y receives the Y-axis centroid speed estimated value Vb_y_s and the previous value Vb_y_mdfd_p of the Y-axis control target centroid speed Vb_y_mdfd via the delay element 96_y.
- the steady deviation calculation unit 94_y sequentially executes the processing of the proportional / differential compensation element 94a_y, the calculation unit 94b_y, and the low-pass filter 94c_y, and outputs the output value Vb_y_prd of the low-pass filter 94c_y. To do.
- the output value Vb_x_prd of the steady deviation calculating unit 94_x is based on the current motion state of the vehicle system center of gravity as viewed from the Y-axis direction (in other words, the motion state of the mass point 60_x of the inverted pendulum model as viewed from the Y-axis direction). It has a meaning as a steady deviation with respect to the control target center-of-gravity speed Vb_x_mdfd of the estimated predicted center-of-gravity speed estimated value in the X-axis direction.
- the steady deviation calculating unit 94_y output value Vb_y_prd is estimated from the current motion state of the vehicle system center of gravity as viewed from the X-axis direction (in other words, the motion state of the mass point 60_y of the inverted pendulum model as viewed from the X-axis direction).
- the convergence predicted value of the estimated center-of-gravity speed value in the future Y-axis direction has a meaning as a steady deviation with respect to the control target center-of-gravity speed Vb_y_mdfd.
- the respective output values Vb_x_prd and Vb_y_prd of the steady deviation calculation units 94_x and 94_y are referred to as center-of-gravity velocity steady deviation prediction values.
- the center-of-gravity speed limiter 76 executes the processes of the steady-state deviation calculators 94_x and 94_y as described above, and then adds the requested center-of-gravity speed Vb_x_aim to the output value Vb_x_prd of the steady-state deviation calculator 94_x and the steady-state deviation calculator 94_y. Processing for adding the requested center-of-gravity velocity Vb_y_aim to the output value Vb_y_prd is executed by the calculation units 98_x and 98_y, respectively.
- the output value Vb_x_t of the calculation unit 98_x is a speed obtained by adding the required center-of-gravity speed Vb_x_aim in the X-axis direction to the center-of-gravity speed steady-state deviation predicted value Vb_x_prd in the X-axis direction.
- the output value Vb_y_t of the calculation unit 98_y is a speed obtained by adding the requested center-of-gravity speed Vb_y_aim in the Y-axis direction to the center-of-gravity speed steady-state deviation predicted value Vb_y_prd in the Y-axis direction.
- the center-of-gravity speed limiting unit 76 inputs the output values Vb_x_t and Vb_y_t of the calculation units 98_x and 98_y to the limit processing unit 100, respectively.
- the processing of the limit processing unit 100 is the same as the processing of the limit processing unit 86 of the gain adjustment unit 78 described above. In this case, only the input value and the output value of each processing unit of the limit processing unit 100 are different from the limit processing unit 86, as indicated by reference numerals in parentheses in FIG.
- the moving speeds Vw_x and Vw_y of the virtual wheels 62_x and 62_y respectively match the Vb_x_t and Vb_y_t, respectively, and the rotational angular velocities ⁇ w_x_t, ⁇ w_y_t is calculated by the processing units 86a_x and 86a_y, respectively.
- the set of rotational angular velocities ⁇ w_x_t and ⁇ w_y_t is converted into a set of rotational angular velocities ⁇ _R_t and ⁇ _L_t of the electric motors 31R and 31L by the XY-RL conversion unit 86b.
- rotational angular velocities ⁇ _R_t and ⁇ _L_t are limited by the limiters 86c_R and 86c_L to values within the allowable range for the right motor and values within the allowable range for the left motor, respectively. Then, the values ⁇ _R_lim2 and ⁇ _L_lim2 after the restriction processing are converted into the rotational angular velocities ⁇ w_x_lim2 and ⁇ w_y_lim2 of the virtual wheels 62_x and 62_y by the RL-XY conversion unit 86d.
- the moving speeds Vw_x_lim2 and Vw_y_lim2 of the virtual wheels 62_x and 62_y corresponding to the rotational angular velocities ⁇ w_x_lim2 and ⁇ w_y_lim2 are calculated by the processing units 86e_x and 86e_y, respectively, and the moving speeds Vw_x_lim2 and Vw_y_lim2 are output from the limit processing unit 100.
- the limit processing unit 100 has the rotational angular velocities of the electric motors 31R and 31L corresponding to the set of output values Vw_x_lim2 and Vw_y_lim2 deviate from the allowable range. It is an essential requirement that the output values Vw_x_lim2 and Vw_y_lim2 are generated so that the output values Vw_x_lim2 and Vw_y_lim2 coincide with Vb_x_t and Vb_y_t, respectively, as much as possible under the necessary conditions.
- permissible ranges for the right motor and the left motor in the limit processing unit 100 need not be the same as the permissible ranges in the limit processing unit 86, and may be set to different permissible ranges.
- the center-of-gravity speed limiting unit 76 next calculates the control target center-of-gravity speeds Vb_x_mdfd and Vb_y_mdfd by executing the processing of the calculation units 102_x and 102_y, respectively.
- the calculation unit 102_x calculates a value obtained by subtracting the X-axis direction center-of-gravity velocity steady deviation predicted value Vb_x_prd from the output value Vw_x_lim2 of the limit processing unit 100 as the control target center-of-gravity velocity Vb_x_mdfd.
- the calculation unit 102_y calculates a value obtained by subtracting the Y-axis direction center-of-gravity velocity steady-state deviation predicted value Vb_y_prd from the output value Vw_y_lim2 of the limit processing unit 100 as the Y-axis direction control center-of-gravity velocity Vb_y_mdfd.
- the control target center-of-gravity velocities Vb_x_mdfd and Vb_y_mdfd determined as described above are obtained when the output values V_x_lim2 and V_y_lim2 in the limit processing unit 100 are not forcibly limited, that is, in the X-axis direction of the wheel body 5. Even if the electric motors 31R and 31L are operated so that the respective movement speeds in the Y-axis direction coincide with the output value Vb_x_t of the calculation unit 98_x and the output value Vb_y_t of the calculation unit 98_y, respectively.
- the required center-of-gravity speeds Vb_x_aim and Vb_y_aim are determined as control target center-of-gravity speeds Vb_x_mdfd and Vb_y_mdfd, respectively.
- the output values Vw_x_lim2 and Vw_y_lim2 of the limit processing unit 100 are generated by forcibly limiting the input values Vb_x_t and Vb_y_t, that is, the X axis direction and the Y axis direction of the wheel body 5 respectively.
- the electric motors 31R and 31L are operated so that the moving speeds coincide with the output value Vb_x_t of the calculation unit 98_x and the output value Vb_y_t of the calculation unit 98_y, the rotational angular speed of either of the electric motors 31R and 31L is allowed.
- the correction amount ( Vw_x_lim2) from the input value Vb_x_t of the output value Vw_x_lim2 of the limit processing unit 100 in the X-axis direction.
- -Vb_x_t is a value obtained by correcting the required center-of-gravity velocity Vb_x_aim (the value obtained by adding the correction amount to Vb_x_aim) is determined as the control target center-of-gravity velocity Vb_x_mdfd. It is.
- the control target center-of-gravity speed Vb_x_mdfd is closer to “0” than the requested center-of-gravity speed Vb_x_aim or The speed is opposite to the speed Vb_x_aim.
- the control target center-of-gravity speed Vb_x_mdfd is a speed opposite to the X-axis center of gravity speed steady deviation predicted value Vb_x_prd output by the steady deviation calculator 94_x. .
- control unit 50 executes the processes of the center-of-gravity speed calculation unit 72, the center-of-gravity speed limit unit 76, the gain adjustment unit 78, and the deviation calculation unit 70 as described above, and then performs posture control.
- the processing of the calculation unit 80 is executed.
- reference numerals without parentheses are reference numerals related to processing for determining the virtual wheel rotation angular velocity command ⁇ w_x_cmd that is a target value of the rotation angular velocity of the virtual wheel 62_x rotating in the X-axis direction.
- the reference numerals in parentheses are reference numerals related to the process of determining the virtual wheel rotation angular velocity command ⁇ w_y_cmd that is the target value of the rotation angular velocity of the virtual wheel 62_y rotating in the Y-axis direction.
- the posture control calculation unit 80 includes a base body tilt angle deviation measurement value ⁇ be_xy_s calculated by the deviation calculation unit 70, a base body tilt angular velocity measurement value ⁇ bdot_xy_s calculated in STEP2, and a center of gravity speed calculated by the center of gravity speed calculation unit 72.
- the estimated value Vb_xy_s, the control target center-of-gravity speed Vb_xy_mdfd calculated by the center-of-gravity speed limiting unit 76, and the gain adjustment parameter Kr_xy calculated by the gain adjustment unit 78 are input.
- the attitude control calculation unit 80 first calculates a virtual wheel rotation angular acceleration command ⁇ dotw_xy_cmd by using the following values 07x and 07y using these input values.
- Formula 07y Therefore, in the present embodiment, as an operation amount (control input) for controlling the motion of the mass point 60_x of the inverted pendulum model viewed from the Y-axis direction (and hence the motion of the vehicle system center-of-gravity point viewed from the Y-axis direction).
- the virtual wheel rotation angular acceleration command ⁇ dotw_y_cmd is determined by adding three manipulated variable components (three terms on the right side of equations 07x and 07y).
- the gain coefficients K1_x and K1_y are feedback gains related to the inclination angle of the base 9 (or the sheet 3), and the gain coefficients K2_x and K2_y are the inclination angular velocities (time of the inclination angle) of the base 9 (or the sheet 3).
- the feedback gain and gain coefficients K3_x and K3_y related to the dynamic change rate have a meaning as a feedback gain related to the moving speed of the vehicle system center-of-gravity point (a predetermined representative point of the vehicle 1).
- the gain coefficients K1_x, K2_x, K3_x related to each manipulated variable component in the expression 07x are variably set according to the gain adjustment parameter Kr_x, and the gain coefficients K1_y, K2_y, K3_y related to each manipulated variable component in the expression 07y. Is variably set according to the gain adjustment parameter Kr_y.
- the gain coefficients K1_x, K2_x, and K3_x in Expression 07x may be referred to as a first gain coefficient K1_x, a second gain coefficient K2_x, and a third gain coefficient K3_x, respectively. The same applies to the gain coefficients K1_y, K2_y, and K3_y in Expression 07y.
- Ki_a_x and Ki_b_x in the expression 09x are preliminarily set as the gain coefficient value on the minimum side (side closer to “0”) and the gain coefficient value on the maximum side (side away from “0”) of the i-th gain coefficient Ki_x, respectively. It is a set constant value. The same applies to Ki_a_y and Ki_b_y in Expression 09y.
- the weights applied to Ki_a_y and Ki_b_y are changed according to the gain adjustment parameter Kr_y. Therefore, as in the case of Ki_x, as the value of Kr_y changes between “0” and “1”, the value of the i-th gain coefficient Ki_y changes between Ki_a_y and Ki_b_y.
- the attitude control calculation unit 80 calculates the expression 07x using the first to third gain coefficients K1_x, K2_x, and K3_x determined as described above, so that the virtual wheel related to the virtual wheel 62_x that rotates in the X-axis direction. Rotational angular acceleration command ⁇ wdot_x_cmd is calculated.
- the posture control calculation unit 80 sets the manipulated variable component u1_x obtained by multiplying the base body tilt angle deviation measured value ⁇ be_x_s by the first gain coefficient K1_x and the base body tilt angular velocity measured value ⁇ bdot_x_s.
- the operation amount component u2_x obtained by multiplying the two gain coefficients K2_x is calculated by the processing units 80a and 80b, respectively.
- the operation amount u3_x is calculated by the processing unit 80c.
- the posture control calculation unit 80 calculates the virtual wheel rotation angular acceleration command ⁇ wdot_x_cmd by adding these manipulated variable components u1_x, u2_x, u3_x in the calculation unit 80e.
- the attitude control calculation unit 80 calculates the expression 07y using the first to third gain coefficients K1_y, K2_y, and K3_y determined as described above, so that the virtual wheel 62_y that rotates in the Y-axis direction is obtained.
- the related virtual wheel rotation angular acceleration command ⁇ wdot_y_cmd is calculated.
- the posture control calculation unit 80 multiplies the operation amount component u1_y obtained by multiplying the base body tilt angle deviation measurement value ⁇ be_y_s by the first gain coefficient K1_y and the base body tilt angular velocity measurement value ⁇ bdot_y_s by the second gain coefficient K2_y.
- the operation amount component u2_y is calculated by the processing units 80a and 80b, respectively.
- the operation amount u3_y is calculated by the processing unit 80c.
- the attitude control calculation unit 80 calculates the virtual wheel rotation angular acceleration command ⁇ wdot_x_cmd by adding these manipulated variable components u1_y, u2_y, u3_y in the calculation unit 80e.
- first to third terms first to third manipulated variable components u1_y, u2_y, u3_y on the right side of the expression 07y.
- the attitude control calculation unit 80 After calculating the virtual wheel rotation angular acceleration commands ⁇ wdot_x_cmd and ⁇ wdot_y_cmd as described above, the attitude control calculation unit 80 then integrates the ⁇ wdot_x_cmd and ⁇ wdot_y_cmd by the integrator 80f, thereby obtaining the virtual wheel rotation speed command. Determine ⁇ w_x_cmd and ⁇ w_y_cmd.
- the wheel rotation angular acceleration command ⁇ dotw_x_cmd may be calculated.
- the wheel rotation angular acceleration command ⁇ dotw_y_cmd may be calculated.
- the rotational angular acceleration commands ⁇ w_x_cmd and ⁇ w_y_cmd of the virtual wheels 62_x and 62_y are used as the operation amount (control input) for controlling the behavior of the vehicle system center-of-gravity point.
- the driving torque of 62_x, 62_y or a translational force obtained by dividing this driving torque by the radii Rw_x, Rw_y of the virtual wheels 62_x, 62_y (that is, the frictional force between the virtual wheels 62_x, 62_y and the floor surface) is manipulated. It may be used as a quantity.
- control unit 50 next inputs the virtual wheel rotation speed commands ⁇ w_x_cmd and ⁇ w_y_cmd determined as described above by the attitude control calculation unit 80 to the motor command calculation unit 82, and the motor command calculation unit By executing the process 82, the speed command ⁇ _R_cmd of the electric motor 31R and the speed command ⁇ _L_cmd of the electric motor 31L are determined.
- the processing of the motor command calculation unit 82 is the same as the processing of the XY-RL conversion unit 86b of the limit processing unit 86 (see FIG. 11).
- the motor command calculation unit 82 replaces ⁇ w_x, ⁇ w_y, ⁇ _R, and ⁇ _L in the equations 01a and 01b with ⁇ w_x_cmd, ⁇ w_y_cmd, ⁇ _R_cmd, and ⁇ _L_cmd, respectively, and sets ⁇ _R_cmd and ⁇ _L_cmd as unknowns.
- the respective speed commands ⁇ _R_cmd and ⁇ _L_cmd of the electric motors 31R and 31L are determined.
- the control unit 50 executes the control calculation process, so that the attitude of the base body 9 basically has the base body tilt angle deviation measured value ⁇ be_x_s in any of the operation modes of the boarding mode and the independent mode.
- ⁇ be_y_s so as to maintain a posture where both are “0” (hereinafter, this posture is referred to as a basic posture), in other words, the vehicle system center-of-gravity point (vehicle / occupant overall center of gravity point or vehicle individual center-of-gravity point)
- the virtual wheel rotation angular acceleration command ⁇ dotw_xy_cmd as the operation amount (control input) is determined so that the position is maintained almost directly above the ground contact surface of the wheel body 5.
- the virtual wheel rotation is performed so that the center-of-gravity speed estimated value Vb_xy_s as the estimated value of the moving speed of the vehicle system center-of-gravity point converges to the control target center-of-gravity speed Vb_xy_mdfd while keeping the attitude of the base body 9 in the basic attitude.
- An angular acceleration command ⁇ dotw_xy_cmd is determined.
- the control target center-of-gravity velocity Vb_xy_mdfd is normally “0” (specifically, unless the passenger or the like gives additional propulsive force of the vehicle 1 in the boarding mode).
- the virtual wheel rotation angular acceleration command ⁇ dotw_xy_cmd is determined so that the center of gravity of the vehicle system is substantially stationary while maintaining the posture of the base body 9 in the basic posture.
- the rotational angular velocities of the electric motors 31R and 31L obtained by converting the virtual wheel rotational angular velocity command ⁇ w_xy_cmd obtained by integrating the components of ⁇ dotw_xy_cmd are determined as the speed commands ⁇ _R_cmd and ⁇ _L_cmd of the electric motors 31R and 31L. Further, the rotational speeds of the electric motors 31R and 31L are controlled according to the speed commands ⁇ _R_cmd and ⁇ _L_cmd.
- the moving speeds of the wheel body 5 in the X-axis direction and the Y-axis direction are controlled so as to coincide with the moving speed of the virtual wheel 62_x corresponding to ⁇ w_x_cmd and the moving speed of the virtual wheel 62_y corresponding to ⁇ w_y_cmd, respectively.
- the wheel body 5 is adjusted to eliminate the shift (to converge ⁇ be_x_s to “0”). Move forward. Similarly, when the actual ⁇ b_x shifts backward from the target value ⁇ b_x_obj, the wheel body 5 moves rearward in order to eliminate the shift (to converge ⁇ be_x_s to “0”).
- the wheel body 5 faces right to eliminate the shift (to converge ⁇ be_y_s to “0”). Move to. Similarly, when the actual ⁇ b_y shifts to the left tilt side from the target value ⁇ b_y_obj, the wheel body 5 moves to the left in order to eliminate the shift (to converge ⁇ be_y_s to “0”).
- the wheel body 5 when the base body 9 is tilted from the basic posture, the wheel body 5 is moved toward the tilted side. Therefore, for example, in the boarding mode, when the occupant intentionally tilts the upper body, the wheel body 5 moves to the tilted side.
- the tilt amount of the base body 9 from the basic posture (base tilt angle deviation measurement)
- the values ⁇ be_x_s and ⁇ be_y_s) are relatively large, and are eliminated or one or both of the moving speeds of the wheel body 5 in the X-axis direction and the Y-axis direction necessary to maintain the inclination amount (the moving speeds thereof).
- Vw_x_lim2-Vb_x_prd and Vw_y_lim2-Vb_y_prd are the control target center-of-gravity speed Vb_x_m. dfd and Vb_y_mdfd are determined.
- the operation amount components u3_x and u3_y among the operation amount components constituting the control input are determined so as to converge the center-of-gravity speed estimated values Vb_x_s and Vb_y_s to the control target center-of-gravity speeds Vb_x_mdfd and Vb_y_mdfd, respectively. For this reason, it is prevented that the inclination amount of the base body 9 from the basic posture becomes excessive, and consequently, the rotational angular velocity of one or both of the electric motors 31R and 31L is prevented from becoming too high.
- the gain adjusting unit 78 one or both of the center-of-gravity velocity estimated values Vb_x_s and Vb_y_s are increased, and as a result, it is necessary for eliminating the inclination of the base body 9 from the basic posture or maintaining the inclination amount.
- the moving speed of one or both of the X-axis direction and the Y-axis direction of the wheel body 5 may be an excessive moving speed that causes the rotational angular speed of one or both of the electric motors 31R and 31L to deviate from the allowable range.
- the gain adjustment parameters Kr_x and Kr_y change from “0” to “1”. It can be approached.
- the same applies to each i-th gain coefficient Ki_y (i 1, 2, 3) calculated by the expression 09y.
- the sensitivity of the operation amount (virtual wheel rotation angular acceleration commands ⁇ dotw_x_cmd, ⁇ dotw_y_cmd) with respect to a change in the tilt of the base body 9 increases. Therefore, if the inclination amount of the base body 9 from the basic posture is increased, the moving speed of the wheel body 5 is controlled so as to quickly eliminate the inclination amount. Accordingly, it is strongly suppressed that the base body 9 is greatly inclined from the basic posture, and as a result, the moving speed of one or both of the wheel body 5 in the X-axis direction and the Y-axis direction is the rotation of one or both of the electric motors 31R and 31L. It is possible to prevent an excessive movement speed that would cause the angular speed to deviate from the allowable range.
- the requested center-of-gravity speed generation unit 74 generates the requested center-of-gravity speeds Vb_x_aim and Vb_y_aim (the requested center-of-gravity speed where one or both of Vb_x_aim and Vb_y_aim are not “0”) in response to a request by a steering operation such as an occupant.
- a steering operation such as an occupant.
- the electric motors 31R and 31L have a high rotational angular velocity that deviates from the allowable range (specifically, as long as Vw_x_lim2 and Vw_y_lim2 shown in FIG.
- the required center-of-gravity speeds Vb_x_aim and Vb_y_aim are determined as the control target center-of-gravity speeds Vb_x_mdfd and Vb_y_mdfd, respectively. For this reason, the moving speed of the wheel body 5 is controlled so as to realize the required center-of-gravity speeds Vb_x_aim and Vb_y_aim (so that the actual center-of-gravity speed approaches the required center-of-gravity speeds Vb_x_aim and Vb_y_aim).
- the required center-of-gravity speed generation unit 74 sets the required center-of-gravity speeds Vb_x_aim and Vb_y_aim to “0” as described above when the operation mode of the vehicle 1 is the self-supporting mode.
- the requested center-of-gravity velocity generation unit 74 performs the operation according to the operation of the vehicle 1 by the occupant or the like (the operation of adding a propulsive force to the vehicle 1).
- the required center-of-gravity speeds Vb_x_aim and Vb_y_aim estimated to be required are determined.
- the vehicle 1 when an occupant of the vehicle 1 tries to actively increase the moving speed of the vehicle 1 (the moving speed of the center of gravity of the vehicle system) when the vehicle 1 starts, etc.
- the vehicle 1 is subjected to kicking the floor, thereby applying to the vehicle 1 a propulsive force that increases the moving speed of the vehicle 1 (a propulsive force generated by the frictional force between the passenger's foot and the floor).
- an external assistant or the like may add a propulsive force that increases the moving speed of the vehicle 1 in response to a request from a passenger of the vehicle 1.
- the required center-of-gravity velocity generation unit 74 determines the vehicle based on the temporal change rate of the magnitude (absolute value) of the actual velocity vector (hereinafter referred to as the center-of-gravity velocity vector ⁇ Vb) of the vehicle system center-of-gravity point. While determining whether or not an acceleration request as a request to increase the moving speed of 1 has occurred, in response to this, two required gravity center velocity vectors ⁇ Vb_aim (required gravity center velocity Vb_x_aim, Vb_y_aim as two target values of ⁇ Vb) The velocity vector as a component) is sequentially determined.
- the process is schematically described.
- the requested gravity center velocity vector ⁇ Vb_aim is increased so that the magnitude of the requested gravity center velocity vector ⁇ Vb_aim is increased until the acceleration request is canceled. Is determined.
- the required center-of-gravity velocity vector ⁇ Vb_aim is determined so as to attenuate the magnitude of the required center-of-gravity velocity vector ⁇ Vb_aim stepwise.
- the magnitude of the required center-of-gravity velocity vector ⁇ Vb_aim is kept constant for a predetermined time period after the acceleration request is canceled.
- the magnitude of the required center-of-gravity velocity vector ⁇ Vb_aim is continuously attenuated to “0”.
- the direction of the required center-of-gravity velocity vector ⁇ Vb_aim is brought closer to the X axis direction as appropriate.
- the required center-of-gravity velocity generation unit 74 that executes such processing will be described in detail below with reference to the flowcharts of FIGS.
- the requested center-of-gravity velocity generation unit 74 first executes the processing of STEP 21.
- the requested center-of-gravity speed generation unit 74 has an estimated center-of-gravity speed vector ⁇ Vb_s that is a speed vector (observed value of the actual center-of-gravity speed vector ⁇ Vb) having the input center-of-gravity speed estimated values Vb_x_s and Vb_y_s as two components.
- This DVb_s has a meaning as an observed value (estimated value) of the temporal change rate of the magnitude of the actual center-of-gravity velocity vector ⁇ Vb.
- DVb_s is referred to as an estimated gravity center velocity absolute value change rate DVb_s.
- the sqrt () is a square root function.
- the requested center-of-gravity speed generation unit 74 calculates center-of-gravity acceleration estimated values Vbdot_x_s and Vvdot_y_s that are respective temporal change rates (differential values) of the input center-of-gravity speed estimated values Vb_x_s and Vb_y_s.
- a vector having two components of Vbdot_x_s and Vvdot_y_s means an observed value of an actual acceleration vector at the vehicle system center of gravity.
- the requested center-of-gravity velocity generation unit 74 determines which mode is the current arithmetic processing mode for calculating the requested center-of-gravity velocity Vb_x_aim.
- the requested center-of-gravity velocity generation unit 74 determines a basic value of the requested center-of-gravity velocity vector ⁇ Vb_aim (hereinafter, referred to as a basic requested center-of-gravity velocity vector ⁇ Vb_aim1), and then the basic requested center-of-gravity velocity vector ⁇ The requested center-of-gravity velocity vector ⁇ Vb_aim is determined so that the requested center-of-gravity velocity vector ⁇ Vb_aim follows Vb_aim1 (in a consistent manner).
- the calculation processing mode represents the type of determination method of the basic required center-of-gravity velocity vector ⁇ Vb_aim1.
- the braking mode is a mode in which ⁇ Vb_aim1 is determined so that the magnitude of the basic required center-of-gravity velocity vector ⁇ Vb_aim1 is attenuated to “0” or held at “0”.
- the speed follow-up mode is a mode in which the basic required center-of-gravity speed vector ⁇ Vb_aim1 is determined so as to follow (match or substantially match) the estimated center-of-gravity speed vector ⁇ Vb_s.
- the speed hold mode is a mode for determining ⁇ Vb_aim1 so as to keep the magnitude of the basic required center-of-gravity velocity vector ⁇ Vb_aim1 constant.
- calculation processing mode in a state where the control unit 50 is initialized when the control unit 50 is started is a braking mode.
- the requested center-of-gravity velocity generation unit 74 next calculates the calculation of STEP 23 in STEP 22 in the case where the current calculation processing mode is the braking mode, the velocity follow-up mode, and the velocity hold mode, respectively.
- the process, the calculation process of STEP24, and the calculation process of STEP25 are executed to determine the basic required center-of-gravity velocity vector ⁇ Vb_aim1.
- the calculation process corresponding to each mode is executed as follows.
- the calculation process of the braking mode in STEP 23 is executed as shown in the flowchart of FIG. Specifically, the requested center-of-gravity velocity generation unit 74 firstly compares DVb_s> DV1 and
- This determination process is a process for determining whether or not there is an acceleration request for increasing the moving speed of the vehicle 1 in the general front-rear direction of the vehicle 1.
- the DV1 is a positive first threshold value DV1 (> 0) set in advance.
- DVb_s> DV1 means a situation where the magnitude
- the a1 is a positive coefficient value set in advance.
- means that the actual acceleration vector of the center of gravity of the vehicle system has a component in the X-axis direction that is not “0”, and the acceleration vector is in the X-axis direction.
- the acute angle ( tan ⁇ 1 (
- a1 is set to, for example, “1” or a value close thereto.
- the situation in which the determination result in STEP 23-1 is affirmative is that a maneuvering operation (generally in the vehicle 1) is attempted to increase the magnitude of the center-of-gravity velocity vector ⁇ Vb in the longitudinal direction by an occupant or an outside assistant.
- a maneuvering operation that adds propulsive force in the front-rear direction is performed.
- the requested center-of-gravity velocity generation unit 74 next performs STEP 23. -4 determination processing is executed.
- the requested center-of-gravity velocity generation unit 74 determines whether the estimated center-of-gravity velocity absolute value change rate DVb_s calculated in STEP21 is smaller than a preset negative third threshold DV3 ( ⁇ 0). Judge whether or not. This determination process determines whether or not a deceleration request has been made for the occupant of the vehicle 1 to actively reduce the magnitude of the center-of-gravity velocity vector ⁇ Vb. In this case, when the occupant of the vehicle 1 intentionally grounds his / her foot and generates a frictional force in the braking direction of the vehicle 1 between his / her foot and the floor, the determination result of STEP23-4 is Become positive.
- the required center-of-gravity velocity generation unit 74 executes the first braking calculation process at STEP 23-5, Determine the magnitude of the basic required centroid velocity vector ⁇ Vb_aim1
- the requested center-of-gravity velocity generation unit 74 executes the second braking calculation process in STEP 23-6, thereby obtaining the basic request.
- and the basic required center-of-gravity velocity vector azimuth angle ⁇ vb_aim1 are determined, and the processing in FIG. 15 ends.
- , cos ( ⁇ vb_aim1) Vb_y_aim1 /
- the first braking calculation process of STEP23-5 is executed as shown in the flowcharts of FIGS.
- the required center-of-gravity velocity generation unit 74 firstly sets a predetermined positive value preset in advance from the previous value
- a value that is decreased by the value ⁇ Vb1 is calculated as a candidate value ABS_Vb of
- ⁇ Vb1 is a set value that defines the amount of decrease in
- the requested center-of-gravity velocity generation unit 74 sets the larger value max (0, ABS_Vb) of the candidate value ABS_Vb and “0” as the current value of
- the requested center-of-gravity velocity generation unit 74 determines in STEP23-5-3 whether or not
- the requested center-of-gravity velocity generation unit 74 sets the previous value ⁇ vb_aim1_p of ⁇ vb_aim1 to 0 ° ⁇ 0 by the processing from STEP23-5-5.
- ⁇ th1 + is a positive azimuth angle threshold preset with a value between 0 ° and 90 °
- ⁇ th1- is a negative azimuth preset with a value between 0 ° and ⁇ 90 °
- Angle threshold, ⁇ th2 + is a positive azimuth threshold preset with a value between 90 ° and 180 °
- ⁇ th2- is a negative negative preset with a value between -90 ° and -180 ° Azimuth angle threshold.
- the absolute values of ⁇ th1 + and ⁇ th1- are set to the same value (for example, 45 ° or an angle value in the vicinity thereof).
- the processing from STEP23-5-5 is executed as described below. That is, the required center-of-gravity velocity generation unit 74 determines whether or not 0 ° ⁇ ⁇ vb_aim1_p ⁇ ⁇ th1 + in STEP23-5-5. If this determination result is affirmative, the required center-of-gravity velocity generation unit 74 in STEP23-5-6 reduces the value obtained by decreasing the previous value ⁇ vb_aim1_p of ⁇ vb_aim1 by a predetermined positive value ⁇ vb1. Calculated as a candidate value ANG_Vb of ⁇ vb_aim1.
- ⁇ vb1 is a set value that defines the amount of change in ⁇ vb_aim1 (and thus the temporal change rate of ⁇ vb_aim1) for each control processing cycle.
- the required center-of-gravity velocity generation unit 74 determines the larger angle value max (0, ANG_Vb) of the candidate value ANG_Vb and 0 ° as the current value of ⁇ vb_aim1 in STEP23-5-7.
- the process of 16 is finished. Therefore, when ANG_Vb ⁇ 0 °, ANG_Vb is determined as it is as the current value of ⁇ vb_aim1, and when ANG_Vb ⁇ 0 °, the current value of ⁇ vb_aim1 is 0 °.
- the requested center-of-gravity velocity generation unit 74 next determines whether or not ⁇ th1- ⁇ ⁇ vb_aim1_p ⁇ 0 ° in STEP23-5-8. . If this determination result is affirmative, the required center-of-gravity velocity generation unit 74 determines a value obtained by increasing the previous value ⁇ vb_aim1_p of ⁇ vb_aim1 by the predetermined value ⁇ vb1 in STEP23-5-9 as a candidate value ANG_Vb1 of ⁇ vb_aim1 Calculate as
- the requested center-of-gravity velocity generation unit 74 determines the smaller angle value min (0, ANG_Vb) of the candidate value ANG_Vb and 0 ° as the current value of ⁇ vb_aim1 in STEP23-5-10, The process of 16 is finished. Therefore, when ANG_Vb ⁇ 0 °, ANG_Vb is determined as it is as the current value of ⁇ vb_aim1, and when ANG_Vb> 0 °, the current value of ⁇ vb_aim1 is 0 °.
- the requested center-of-gravity velocity generation unit 74 next determines whether or not ⁇ th2 + ⁇ ⁇ vb_aim1_p ⁇ 180 ° in STEP23-5-11 in FIG. to decide. If this determination result is affirmative, the required center-of-gravity velocity generation unit 74 determines a value obtained by increasing the previous value ⁇ vb_aim1_p of ⁇ vb_aim1 by the predetermined value ⁇ vb1 in STEP23-5-12 as a candidate value ANG_Vb1 of ⁇ vb_aim1 Calculate as
- the required center-of-gravity velocity generation unit 74 determines the smaller angle value min (180, ANG_Vb) of the candidate value ANG_Vb and 0 ° as the current value of ⁇ vb_aim1 in STEP23-5-13.
- the process 17 is ended. Therefore, when ANG_Vb ⁇ 180 °, ANG_Vb is determined as it is as the current value of ⁇ vb_aim1, and when ANG_Vb> 180 °, the current value of ⁇ vb_aim1 is 180 °.
- the requested center-of-gravity velocity generation unit 74 determines whether or not ⁇ 180 ° ⁇ ⁇ vb_aim1_p ⁇ ⁇ th2 ⁇ in STEP23-5-14. To do. If this determination result is affirmative, the required center-of-gravity velocity generation unit 74 determines a value obtained by reducing the previous value ⁇ vb_aim1_p of ⁇ vb_aim1 by the predetermined value ⁇ vb1 in STEP23-5-15 as a candidate value ANG_Vb1 of ⁇ vb_aim1 Calculate as
- the required center-of-gravity velocity generation unit 74 determines the larger angle value max (180, ANG_Vb) of the candidate value ANG_Vb and ⁇ 180 ° as the current value of ⁇ vb_aim1 in STEP 23-5-16, The process of FIG. 17 is terminated. Therefore, when ANG_Vb ⁇ ⁇ 180 °, ANG_Vb is determined as it is as the current value of ⁇ vb_aim1, and when ANG_Vb ⁇ 180 °, the current value of ⁇ vb_aim1 is set to ⁇ 180 °.
- the required center-of-gravity speed generation unit 74 firstly sets a predetermined positive value preset in advance from the previous value
- a value that is decreased by the value ⁇ Vb2 is calculated as a candidate value ABS_Vb of
- ⁇ Vb2 is a set value that defines the amount of decrease in
- ⁇ Vb2 is set to a value larger than the predetermined value ⁇ Vb1 used in the first braking calculation process.
- the requested center-of-gravity velocity generation unit 74 executes the same processing as STEP23-5-2 in STEP23-6-2, and selects the candidate value ABS_Vb calculated in STEP23-6-1 and “0”.
- the larger value max (0, ABS_Vb) is determined as the current value of
- the required center-of-gravity velocity generation unit 74 determines in STEP23-6-3 whether or not
- the requested center-of-gravity velocity generation unit 74 next sets the current value of ⁇ vb_aim1 to the same value as the previous value ⁇ vb_aim1_p in STEP23-6-5. The process of FIG. 18 is terminated.
- the required center-of-gravity velocity generation unit 74 performs STEP 23- 2 determines the basic required centroid velocity vector absolute value
- the requested center-of-gravity velocity generation unit 74 changes the calculation processing mode from the braking mode to the velocity follow-up mode in STEP 23-3, and ends the processing in FIG.
- a value obtained by multiplying by is determined as the basic required center-of-gravity velocity vector absolute value
- the ratio ⁇ is set to a positive value (for example, 0.8) slightly smaller than “1”.
- Such processing in STEP23-2 is to match the method of determining
- the value of the ratio ⁇ is slightly smaller than “1”.
- the value of the ratio ⁇ may be set to “1” or a value slightly larger than that.
- the ratio ⁇ is set to a value slightly smaller than “1”.
- the speed follow-up mode calculation process in STEP 24 is executed as shown in the flowchart of FIG. Specifically, the required center-of-gravity velocity generation unit 74 first executes the same determination process as in STEP 23-4 in STEP 24-1, that is, a determination process as to whether or not a deceleration request for the vehicle 1 has occurred.
- the required gravity center speed generation unit 74 next executes the same processing as STEP 23-6 (processing shown in the flowchart of FIG. 18) in STEP 24-6.
- and the basic required centroid velocity vector azimuth ⁇ vb_aim1 are determined. Further, the requested center-of-gravity velocity generation unit 74 changes the calculation processing mode from the velocity follow-up mode to the braking mode in STEP 24-7, and ends the processing of FIG.
- the requested center-of-gravity velocity generation unit 74 next executes the processing of STEP 24-2.
- the required center-of-gravity velocity generation unit 74 executes the same processing as in STEP 23-2, and determines the basic required center-of-gravity velocity vector absolute value
- ⁇ ⁇ is determined as
- the requested center-of-gravity speed generation unit 74 determines whether or not the estimated center-of-gravity speed absolute value change rate DVb_s (value calculated in STEP 21) is smaller than a preset second threshold value DV2 in STEP 24-3.
- the second threshold value DV2 is set to a predetermined negative value that is larger than the third threshold value DV3 (closer to “0” than DV3).
- the second threshold DV2 may be set to “0” or a positive value slightly larger than “0” (however, a value smaller than the first threshold DV1).
- the determination process of STEP24-3 is to determine the transition timing from the speed follow mode to the speed hold mode. Then, when the determination result in STEP 24-3 is negative, the requested center-of-gravity velocity generation unit 74 ends the process of FIG. 19 as it is. In this case, since the arithmetic processing mode is not changed, the arithmetic processing mode is maintained in the speed tracking mode even in the next control processing cycle.
- the requested center-of-gravity velocity generation unit 74 assumes that the acceleration request for the vehicle 1 has been completed, and initializes the countdown timer in STEP 24-4. Then, the requested center-of-gravity velocity generation unit 74 changes the calculation processing mode from the velocity follow-up mode to the velocity hold mode in STEP 24-5, and ends the processing in FIG.
- the countdown timer is a timer that measures the elapsed time after the start of the speed hold mode that starts from the next control processing cycle.
- a preset initial value Tm is set in the timer time value CNT.
- the initial value Tm means a set value of time for which the speed hold mode is to be continued.
- the calculation processing in the speed hold mode in STEP 25 is executed as shown in the flowchart of FIG. Specifically, the required center-of-gravity velocity generation unit 74 first executes the same determination processing as STEP 23-4 in STEP 25-1, that is, whether or not a deceleration request for the vehicle 1 has occurred.
- the required center-of-gravity velocity generation unit 74 determines that the above STEP 23-6 is the same as STEP 23-6. By executing the same process (the process shown in the flowchart of FIG. 18), the basic required centroid speed vector absolute value
- the requested center-of-gravity velocity generation unit 74 performs the same determination process as STEP 23-1, that is, the outline.
- STEP 25-4 a process for determining whether or not there is a request for acceleration of the vehicle 1 in the front-rear direction is executed.
- the required center-of-gravity velocity generation unit 74 determines in STEP 23- in STEP 25-5.
- and the basic required centroid velocity vector azimuth ⁇ vb_aim1 are determined. That is,
- ⁇ ⁇ is determined as
- the requested center-of-gravity velocity generation unit 74 changes the calculation processing mode from the velocity hold mode to the velocity follow-up mode in STEP 25-6, and ends the processing in FIG.
- the required center-of-gravity velocity generation unit 74 determines that the countdown timer in STEP 25-7 Decrement the time value CNT. That is, the time value CNT is updated by subtracting the predetermined value ⁇ T (time of the control processing cycle) from the current value of the time value CNT.
- the required center-of-gravity velocity generation unit 74 determines in STEP 25-8 whether or not the count value CNT of the countdown timer is greater than “0”, that is, whether or not the countdown timer has ended.
- the requested center-of-gravity velocity generation unit 74 assumes that the calculation processing mode is maintained in the velocity hold mode, and calculates the basic required center-of-gravity velocity vector absolute value
- is determined to be the same value as the previous value
- the current value of ⁇ vb_aim1 is determined to be the same value as the previous value ⁇ vb_aim1_p. Accordingly, the previous value of the basic required center-of-gravity velocity vector ⁇ Vb_aim1_p is determined as it is as the velocity vector of the current value of ⁇ Vb_aim1.
- the required gravity center speed generation is performed.
- the unit 74 executes the same processing as STEP 23-5 (the processing of the flowcharts of FIGS. 16 and 17) in STEP 25-10, thereby obtaining the basic required center-of-gravity velocity vector absolute value
- the angle ⁇ vb_aim1 is determined.
- the requested center-of-gravity speed generation unit 74 changes the calculation processing mode from the speed hold mode to the braking mode in STEP 25-11, and ends the processing of FIG.
- the requested center-of-gravity velocity generation unit 74 executes any one of STEPs 23 to 25 as described above, and then determines
- Each of the processes (filtering process) to be input to the filter is executed in STEP26.
- and ⁇ vb_aim1 are the sizes of the required gravity center velocity vector ⁇ Vb_aim
- This is a low-pass filter having a first-order lag characteristic for preventing the azimuth angle ⁇ vb_aim from changing suddenly in a step shape.
- is set to a relatively short time constant, and the output value of the filter matches
- the output value of the filter to which ⁇ vb_aim1 is input is determined as it is as the azimuth angle ⁇ vb_aim of the required centroid velocity vector ⁇ Vb_aim (hereinafter referred to as the required centroid velocity vector azimuth angle ⁇ vb_aim).
- the required center-of-gravity velocity generation unit 74 sets the value obtained by passing the output value of the filter to which
- the limiter is for preventing
- the required center-of-gravity velocity generation unit 74 determines the X-axis direction component (required center-of-gravity velocity in the X-axis direction) Vb_x_aim of the required center-of-gravity velocity vector ⁇ Vb_aim from
- a component in the Y-axis direction (required center of gravity speed in the Y-axis direction) Vb_y_aim.
- the required center-of-gravity speed vector ⁇ Vb_aim (and thus the required center-of-gravity speed Vb_x_aim, Vb_y_aim) is determined in the following manner.
- the arithmetic processing mode before adding the propulsive force is the braking mode.
- in STEP 26 of FIG. 14 is a value that falls within a range where the limit is not forcibly restricted by the limiter in STEP 27 (the upper limit of the limiter). Value).
- the estimated center-of-gravity speed values Vb_x_s and Vb_y_s are within a range where the output values V_x_lim2 and V_y_lim2 in the limit processing unit 104 are not forcibly limited.
- the present value (current value) of the estimated gravity center speed vector ⁇ Vb_s is multiplied by a ratio ⁇ of a predetermined value. That is, a velocity vector slightly smaller than ⁇ Vb_s and having the same direction as ⁇ Vb_s is sequentially determined as the basic required center-of-gravity velocity vector ⁇ Vb_aim1.
- the requested center-of-gravity velocity vector ⁇ Vb_aim which is sequentially determined by the requested center-of-gravity velocity generation unit 74, substantially matches the actual center-of-gravity velocity vector ⁇ Vb that is accelerated (increased in magnitude) by the propulsive force applied to the vehicle 1.
- the X-axis direction component and the Y-axis direction component of the required center-of-gravity velocity vector ⁇ Vb_aim determined in this way are determined as the control target center-of-gravity velocity Vb_x_mdfd and Vb_y_mdfd. Further, the operation amount components u3_x and u3_y included in the virtual wheel rotation angular acceleration commands ⁇ dotw_x_cmd and ⁇ dotw_y_cmd are determined so that the center-of-gravity speed estimated values Vb_x_s and Vb_y_s converge to the control target center-of-gravity speeds Vb_x_mdfd and Vb_y_mdfd, respectively.
- the actual moving speed of the vehicle system center of gravity (acceleration in the front-rear direction) due to the propulsive force applied by the occupant to the vehicle 1 is promptly performed in accordance with the request by the propulsive force.
- the moving speed of the wheel body 5 is controlled. Therefore, the vehicle 1 is smoothly accelerated by the added driving force.
- the requested center-of-gravity velocity vector ⁇ Vb_aim1 is set to the same velocity vector as the previous velocity vector ⁇ Vb_aim1_p.
- the basic required center-of-gravity velocity vector ⁇ Vb_aim1 is set immediately before the start of the speed hold mode in a predetermined time period (the time of the initial value Tm of the countdown timer) after the start of the speed hold mode.
- the speed vector is held constant at the same speed vector as the determined speed vector.
- the required center-of-gravity velocity vector ⁇ Vb_aim determined so as to follow ⁇ Vb_aim1 is also maintained at a constant velocity vector (a velocity vector that coincides with or substantially coincides with ⁇ Vb_aim determined immediately before the velocity hold mode starts). It will be decided to sag.
- the X-axis direction component and the Y-axis direction component of the required center-of-gravity speed vector ⁇ Vb_aim determined as described above are determined as the control target center-of-gravity speeds Vb_x_mdfd and Vb_y_mdfd. Further, the operation amount components u3_x and u3_y included in the virtual wheel rotation angular acceleration commands ⁇ dotw_x_cmd and ⁇ dotw_y_cmd are determined so that the center-of-gravity speed estimated values Vb_x_s and Vb_y_s converge to the control target center-of-gravity speeds Vb_x_mdfd and Vb_y_mdfd, respectively.
- the moving speed of the wheel body 5 is controlled so that the magnitude and direction of the actual speed vector ⁇ Vb of the vehicle system center-of-gravity point are kept constant. Therefore, the actual running state of the vehicle 1 in this situation is a state in which the occupant slides at a substantially constant speed vector without performing a steering operation that actively moves the upper body.
- the countdown is performed while maintaining a situation where neither an acceleration request nor a deceleration request is generated (a situation where the determination results in STEP25-1 and 25-4 in FIG. 20 are both negative).
- the processing mode is changed from the speed hold mode to the braking mode by the processing of STEP25-11 in FIG.
- the processing after STEP23-5-3 in FIG. 16 is executed every control processing cycle in a situation where neither an acceleration request nor a deceleration request is generated.
- the direction of the basic required center-of-gravity velocity vector ⁇ Vb_aim1 determined immediately before the transition from the speed hold mode to the braking mode (the control immediately before the control processing cycle in which the determination result in STEP25-8 in FIG.
- the direction of the basic required center-of-gravity velocity vector ⁇ Vb_aim continuously approaches the X-axis direction within a period until
- the ratio of the absolute value of the Y-axis direction component Vb_y_aim1 to the absolute value of the X-axis direction component Vb_x_aim1 of the basic required center-of-gravity velocity vector ⁇ Vb_aim approaches “0”.
- ⁇ Vb_aim1 is determined such that the direction thereof approaches (converges) in the X-axis direction while the magnitude is attenuated.
- the required gravity center velocity vector ⁇ Vb_aim determined so as to follow ⁇ Vb_aim1 is also determined so that its direction approaches the X-axis direction while the magnitude is attenuated. The Rukoto.
- ⁇ Vb_aim1 is determined so that its direction is kept constant while its magnitude is attenuated.
- the required center-of-gravity velocity vector ⁇ Vb_aim determined so as to follow ⁇ Vb_aim1 is also determined so that its direction is kept constant while its magnitude is attenuated. The Rukoto.
- ⁇ Vb_aim1 in the speed hold mode, the magnitude and direction of ⁇ Vb_aim1 is kept constant, so that the basic required center-of-gravity speed vector ⁇ Vb_aim1 determined immediately before the transition from the speed hold mode to the braking mode is established.
- ⁇ Vb_aim1 determined immediately before the transition from the speed following mode to the speed hold mode in this embodiment, determined in the control processing cycle in which the determination result of STEP24-3 in FIG. 19 becomes affirmative
- the X-axis direction component and the Y-axis direction component of the required center-of-gravity velocity vector ⁇ Vb_aim determined as described above in the braking mode are determined as the control target center-of-gravity velocity Vb_x_mdfd and Vb_y_mdfd.
- the operation amount components u3_x and u3_y included in the virtual wheel rotation angular acceleration commands ⁇ dotw_x_cmd and ⁇ dotw_y_cmd are determined so that the center-of-gravity speed estimated values Vb_x_s and Vb_y_s converge to the control target center-of-gravity speeds Vb_x_mdfd and Vb_y_mdfd, respectively.
- the moving speed of the wheel body 5 is controlled so as to continuously attenuate from the magnitude in the speed hold mode.
- the vehicle 1 when the vehicle 1 is to be accelerated, it is often required to accelerate the vehicle 1 particularly in the front-rear direction of the occupant.
- the vehicle 1 of the present embodiment has high rectilinearity in the front-rear direction as described above, even if the direction of the propulsive force applied to the vehicle 1 slightly deviates from the front-rear direction, the subsequent speed hold mode is continued.
- the braking mode the moving speed of the wheel body 5 is controlled so that the speed vector of the vehicle system center of gravity is automatically directed in the front-rear direction.
- a variation in the moving direction of the vehicle 1 is unlikely to occur, and a vehicle 1 having high straightness with respect to the occupant's front-rear direction (a vehicle 1 that easily travels in the occupant's front-rear direction) is realized.
- the vehicle 1 when the vehicle 1 is moved in the front-rear direction, the vehicle 1 can be moved in the front-rear direction without directing the propulsive force applied to the vehicle 1 in the front-rear direction.
- the steering operation for moving the vehicle 1 in the front-rear direction is facilitated.
- the front-rear direction (X-axis direction) and the left-right direction (Y-axis direction) of the passenger boarding the vehicle 1 correspond to the first direction and the second direction in the present invention, respectively.
- the required center-of-gravity speed generation unit 74 implements a target speed determination means in the present invention.
- the vehicle system center-of-gravity point (more precisely, the vehicle / occupant overall center-of-gravity point) corresponds to a predetermined representative point of the vehicle in the present invention
- the vehicle system center-of-gravity point velocity vector ⁇ Vb The required center-of-gravity velocity vector ⁇ Vb_aim, which is a target value, corresponds to the target velocity vector in the present invention.
- the movement center control means in the present invention is realized by the center-of-gravity speed limiting unit 76, the attitude control calculation unit 80, and the motor command calculation unit 82.
- the determination result of STEP24-3 in FIG. 19 becomes affirmative during the velocity follow-up mode processing, and during the subsequent velocity hold mode processing and braking mode processing. Furthermore, the acceleration request and the deceleration request are not generated (more specifically, the determination results of STEPs 23-1 and 23-4 in FIG. 15 and the determination results of STEPs 25-1 and 25-4 in FIG. 20 are both negative. This corresponds to the case where the predetermined condition in the present invention is satisfied.
- the processing in the speed hold mode in a state where the acceleration request and the deceleration request are not generated (specifically, the processing in FIG. 20 in a state where the determination results in STEPs 25-1 and 25-4 are negative) and the braking mode
- the processing (specifically, the processing in FIG. 15 until ⁇ Vb_aim attenuates to “0” in a state where the judgment results in STEPs 23-1 and 23-4 are negative) and the subsequent STEPs 26 to 28 are combined.
- the speed attenuation processing in the present invention is realized.
- the period from when ⁇ Vb_aim is attenuated to “0” corresponds to the speed attenuation period in the present invention.
- ⁇ Vb_aim determined at the target control processing cycle corresponds to the attenuated initial target velocity vector in the present invention.
- the speed direction adjusting means in the present invention is realized by the processing of STEPs 23-5-5 to 23-5-17 in FIGS.
- the azimuth threshold value ⁇ th1 +,-( ⁇ th1-), 180 °-( ⁇ th2 +), and ( ⁇ th2-)-180 ° correspond to the predetermined angle values in the present invention.
- the speed change rate measuring means in the present invention is realized by the processing of STEP 21 in FIG.
- the estimated gravity center speed absolute value change rate DVb_s corresponds to the measured value of the speed change rate in the present invention.
- the acceleration request determination means in the present invention is realized by the determination processing in STEPs 23-1 and 25-4 executed by the required center-of-gravity velocity generation portion 74. Then, the speed follow-up mode process in a state where no deceleration request is generated (the process of FIG. 19 in a state where the determination result in STEP 24-1 is negative) corresponds to the speed increase process in the present invention.
- the calculation processing in the speed hold mode in STEP 25 in FIG. 14 is executed as shown in the flowchart in FIG. In this case, the processing other than the case where the determination result in STEP 25-8 in FIG. 21 is affirmative is the same as the processing described in the first embodiment (the processing in FIG. 20).
- the required center-of-gravity velocity generation unit 74 determines the basic required center-of-gravity velocity vector absolute value
- the basic required center-of-gravity velocity vector azimuth ⁇ vb_aim1 is determined.
- is determined to be the same value as the previous value
- the current value of ⁇ vb_aim1 is determined by the same processing as STEPs 25-5-5 to 25-5-17 in FIGS. 16 and 17 described in the first embodiment. Therefore, the direction of the basic required center-of-gravity velocity vector ⁇ Vb_aim1 determined immediately before the transition from the velocity tracking mode to the velocity hold mode ( ⁇ Vb_aim1 determined in the control processing cycle in which the determination result of STEP24-3 in FIG.
- ⁇ vb_aim1 is ⁇ vb_aim1 is determined so as to approach 0 °, 180 °, or ⁇ 180 ° as a convergence target angle at a constant rate of time change, and finally be held at 0 °, 180 °, or ⁇ 180 °. .
- ⁇ vb_aim1 approaches the convergence target angle (0 °, 180 °, or ⁇ 180 °) at a constant rate of change over a period that combines the speed hold mode and the subsequent braking mode. , ⁇ vb_aim1 is determined so as to be held at the convergence target angle.
- ⁇ vb_aim1 is equal to the azimuth angle ⁇ vb_aim1 of ⁇ Vb_aim1 determined immediately before the transition It is held constant at the same angle value.
- the determination process of the azimuth angle ⁇ vb_aim1 in this case is the same as that in the first embodiment. For this reason, it is determined so that ⁇ vb_aim1 is held constant during a period in which the speed hold mode and the subsequent braking mode are combined.
- the direction of the basic required center-of-gravity velocity vector ⁇ Vb_aim1 determined immediately before the transition from the velocity follow mode to the velocity hold mode is different from the X axis direction and is relatively close to the X axis direction.
- the direction of the speed vector at the center of gravity of the vehicle system is automatically determined even if the occupant does not actively perform the steering operation by the movement of the upper body. Will approach the X-axis direction (front-rear direction of the occupant). Accordingly, the straight traveling performance of the vehicle 1 with respect to the front-rear direction of the occupant can be further enhanced.
- the correspondence between this embodiment and the present invention is the same as that of the first embodiment.
- the correspondence relationship between the processing of FIG. 20 and the present invention described in the first embodiment is replaced with the correspondence relationship of the processing of FIG. 21 and the present invention.
- the vehicle system center of gravity (specifically, the vehicle / occupant overall center of gravity) is set as a predetermined representative point of the vehicle 1, but the representative point is, for example, the center point of the wheel body 5 or a predetermined point of the base body 9. You may set to the point of this part (for example, support frame 13), etc.
- DVb_s is related to the estimated center-of-gravity velocity absolute value change rate DVb_s and the center-of-gravity acceleration estimated values Vbdot_x_s and Vbdot_y_s in order to determine whether or not an acceleration request has occurred. It was determined whether or not the condition> DV1 and
- the conditions regarding the center-of-gravity acceleration estimated values Vbdot_x_s and Vbdot_y_s may be omitted, and it may be determined whether or not an acceleration request has occurred by simply determining whether or not DVb_s> DV1.
- the speed vector ⁇ Vb of the vehicle system center of gravity is accelerated in the approximate Y-axis direction, and then held at a constant speed vector, and then the magnitude of ⁇ Vb is attenuated.
- the vehicle 1 can be run.
- ⁇ vb_aim1_p is a value relatively close to 90 ° (a value within a predetermined range around 90 °). Is determined so that ⁇ vb_aim1 gradually approaches 90 °, and ⁇ vb_aim1 is a value relatively close to ⁇ 90 ° (when the value is within a predetermined range around ⁇ 90 °). May be determined so that ⁇ vb_aim1 gradually approaches ⁇ 90 °.
- ⁇ vb_aim1 may be brought close to 90 ° or ⁇ 90 ° (an angle value closer to ⁇ vb_aim1_p).
- a method for bringing ⁇ vb_aim1 close to 90 ° or ⁇ 90 ° for example, a method similar to the method for making ⁇ vb_aim1 close to 0 °, 180 °, or ⁇ 180 ° in the above-described embodiments may be used.
- whether the direction of ⁇ Vb_aim1 (and thus ⁇ Vb_aim) is closer to the X-axis direction or the Y-axis direction. May be selectively switched according to a switch operation or the like.
- ⁇ Vb_aim1 when the magnitude of ⁇ Vb_aim1 is attenuated in the braking mode,
- may be attenuated to “0”.
- may be attenuated exponentially with a predetermined time constant.
- ⁇ vb_aim1 when the direction of ⁇ Vb_aim1 is made closer to the X-axis direction, instead of bringing ⁇ vb_aim1 closer to the convergence target angle (0 °, 180 °, or ⁇ 180 °) at a constant rate of time change, for example, ⁇ vb_aim1 May be exponentially approximated to the convergence target angle with a predetermined time constant. This is the same even when the direction of ⁇ Vb_aim1 is made closer to the Y-axis direction.
- ⁇ vb_aim1 when the direction of ⁇ Vb_aim1 is made closer to the X-axis direction, ⁇ vb_aim1 (and thus ⁇ vb_aim) is sequentially determined so as to approach the convergence target angle (0 °, 180 °, or ⁇ 180 °). .
- the direction of ⁇ Vb_aim1 may be determined by this ratio
- the polarities of Vb_x_aim1 and Vb_y_aim1 are kept constant until the respective magnitudes become “0”.
- the speed hold mode is provided between the speed follow-up mode and the braking mode.
- this speed hold mode may be omitted.
- the processing of STEP24-4 in FIG. 19 is omitted, and the processing for changing the arithmetic processing mode to the braking mode may be executed instead of the processing of STEP24-5.
- the speed attenuation process according to the present invention is a process in the braking mode in a state where neither an acceleration request nor a deceleration request is generated (a state in which the determination results of STEPs 23-1 and 23-4 are both negative) 15) and the subsequent steps 26 to 28.
- the required center-of-gravity velocity vector ⁇ Vb_aim is increased in accordance with the additional propulsive force applied to the vehicle 1, and then the speed hold mode and braking mode processes are executed as the speed attenuation process. I tried to do it.
- the required center-of-gravity velocity vector ⁇ Vb_aim is increased so as to accelerate the vehicle 1 according to the switch operation by the occupant, and then the speed hold mode and the braking mode are activated according to the release of the switch operation. Execution of processing (speed attenuation processing) may be started.
- environmental conditions etc. as conditions for starting the process of speed hold mode and braking mode.
- the required center-of-gravity velocity vector ⁇ Vb_aim in the self-supporting mode, is always set to “0”. However, an operator or the like may use the vehicle 1 on which no occupant is boarding as necessary. In the case of pushing and moving, ⁇ Vb_aim may be determined so as to change the required center-of-gravity velocity vector ⁇ Vb_aim by executing the same processing as in the boarding mode.
- the vehicle 1 having the structure shown in FIGS. 1 and 2 is illustrated, but the omnidirectional vehicle 1 in the present invention is not limited to the vehicle illustrated in the present embodiment.
- the wheel body 5 as the moving operation unit of the vehicle 1 has an integral structure.
- the wheel body 5 has a structure as shown in FIG. May be. That is, a plurality of rollers are extrapolated on a rigid annular shaft body so that the shaft centers in the tangential direction of the shaft body, and the plurality of rollers are circumferentially arranged along the shaft body. You may comprise a wheel body by arranging in a direction.
- the moving operation unit may have a crawler-like structure as described in FIG.
- the moving operation unit is configured by a sphere, and this sphere is used as an actuator device (
- the vehicle may be configured to be rotationally driven in the direction around the X axis and the direction around the Y axis by an actuator device having the wheel body 5).
- the omnidirectional mobile vehicle in the present invention has both feet as shown in FIG.
- the vehicle may have a structure in which the step of placing and the portion gripped by the occupant standing on the step are assembled to the base body.
- the present invention can be applied to omnidirectional vehicles having various structures as seen in Patent Documents 1 to 3 and the like.
- the omnidirectional vehicle according to the present invention includes a plurality of moving operation units that can move in all directions on the floor (for example, two in the left-right direction, two in the front-rear direction, or three or more). You may have.
- the control of the tilt angle of the base body may be omitted by preventing the base body from tilting.
Abstract
Description
前記車両の所定の代表点の速度ベクトルの目標値である目標速度ベクトルを逐次決定する手段であり、所定の条件が成立する場合に、該目標速度ベクトルの大きさを連続的又は段階的に減衰させていく処理である速度減衰処理を実行する目標速度決定手段と、
少なくとも該目標速度決定手段が決定した目標速度ベクトルに応じて前記移動動作部の動作を前記アクチュエータ装置を介して制御する移動動作部制御手段とを備え、
前記目標速度決定手段は、前記第1の方向と異なる向きの目標速度ベクトルを決定した直後に前記速度減衰処理の実行を開始した場合に、該速度減衰処理の実行開始時から前記目標速度ベクトルの大きさを“0”に減衰させるまでの速度減衰期間内において、前記目標速度ベクトルの向きを、該速度減衰処理の実行開始時の直前に決定した目標速度ベクトルである減衰初期目標速度ベクトルの向きよりも前記第1の方向に近づけるように目標速度ベクトルを決定する速度方向調整手段を含むことを特徴とする(第1発明)。
本発明の第1実施形態を以下に説明する。まず、図1~図6を参照して、本実施形態における全方向移動車両の構造を説明する。
ωw_x=(ω_R+ω_L)/2 ……式01a
ωw_y=C・(ω_R-ω_L)/2 ……式01b
なお、式01bにおける“C”は、前記フリーローラ29R,29Lと車輪体5との間の機構的な関係や滑りに依存する所定値の係数である。また、ωw_x,ω_R,ω_Lの正の向きは、仮想車輪62_xが前方に向かって輪転する場合の該仮想車輪62_xの回転方向、ωw_yの正の向きは、仮想車輪62_yが左向きに輪転する場合の該仮想車輪62_yの回転方向である。
d2θbe_x/dt2=α_x・θbe_x+β_x・ωwdot_x ……式03x
d2θbe_y/dt2=α_y・θbe_y+β_y・ωwdot_y ……式03y
式03xにおけるωwdot_xは仮想車輪62_xの回転角加速度(回転角速度ωw_xの1階微分値)、α_xは、質点60_xの質量や高さh_xに依存する係数、β_xは、仮想車輪62_xのイナーシャ(慣性モーメント)や半径Rw_xに依存する係数である。式03yにおけるωwdot_y、α_y、β_yについても上記と同様である。
Vb_x_s=Rw_x・ωw_x_cmd_p+h_x・θbdot_x_s ……05x
Vb_y_s=Rw_y・ωw_y_cmd_p+h_y・θbdot_y_s ……05y
これらの式05x,05yにおいて、Rw_x,Rw_yは、前記したように、仮想車輪62_x,62_yのそれぞれの半径であり、これらの値は、あらかじめ設定された所定値である。また、h_x,h_yは、それぞれ倒立振子モデルの質点60_x,60_yの高さである。この場合、本実施形態では、車両系重心点の高さは、ほぼ一定に維持されるものとされる。そこで、h_x,h_yの値としては、それぞれ、あらかじめ設定された所定値が用いられる。補足すると、高さh_x,h_yは、前記STEP6又は8において値を設定する定数パラメータに含まれるものである。
ωwdot_x_cmd=K1_x・θbe_x_s+K2_x・θbdot_x_s
+K3_x・(Vb_x_s-Vb_x_mdfd) ……式07x
ωwdot_y_cmd=K1_y・θbe_y_s+K2_y・θbdot_y_s
+K3_y・(Vb_y_s-Vb_y_mdfd) ……式07y
従って、本実施形態では、Y軸方向から見た倒立振子モデルの質点60_xの運動(ひいては、Y軸方向から見た車両系重心点の運動)を制御するための操作量(制御入力)としての仮想車輪回転角加速度指令ωdotw_x_cmdと、X軸方向から見た倒立振子モデルの質点60_yの運動(ひいては、X軸方向から見た車両系重心点の運動)を制御するための操作量(制御入力)としての仮想車輪回転角加速度指令ωdotw_y_cmdとは、それぞれ、3つの操作量成分(式07x,07yの右辺の3つの項)を加え合わせることによって決定される。
Ki_x=(1-Kr_x)・Ki_a_x+Kr_x・Ki_b_x ……式09x
Ki_y=(1-Kr_y)・Ki_a_y+Kr_y・Ki_b_y ……式09y
(i=1,2,3)
ここで、式09xにおけるKi_a_x、Ki_b_xは、それぞれ、第iゲイン係数Ki_xの最小側(“0”に近い側)のゲイン係数値、最大側(“0”から離れる側)のゲイン係数値としてあらかじめ設定された定数値である。このことは、式09yにおけるKi_a_y、Ki_b_yについても同様である。
次に、速度ホールドモードにおいて、加速要求及び減速要求が発生しない状況(図20のSTEP25-1、25-4の判断結果がいずれも否定的となる状況)が保たれたまま、前記カウントダウンタイマの計時が終了すると、図20のSTEP25-11の処理によって、演算処理モードが速度ホールドモードから制動モードに変更されることとなる。
[第2実施形態]
次に、本発明の第2実施形態を図21を参照しつつ以下に説明する。なお、本実施形態は、前記速度ホールードモードでの一部の処理のみが前記第1実施形態と相違するものである。このため、本実施形態の説明では、第1実施形態と同一の構成及び処理については説明を省略する。
Claims (7)
- 床面上を互いに直交する第1の方向及び第2の方向を含む全方向に移動可能な移動動作部と、該移動動作部を駆動するアクチュエータ装置と、該移動動作部及びアクチュエータ装置が組付けられた基体とを備えた全方向移動車両の制御装置であって、
前記車両の所定の代表点の速度ベクトルの目標値である目標速度ベクトルを逐次決定する手段であり、所定の条件が成立する場合に、該目標速度ベクトルの大きさを連続的又は段階的に減衰させていく処理である速度減衰処理を実行する目標速度決定手段と、
少なくとも該目標速度決定手段が決定した目標速度ベクトルに応じて前記移動動作部の動作を前記アクチュエータ装置を介して制御する移動動作部制御手段とを備え、
前記目標速度決定手段は、前記第1の方向と異なる向きの目標速度ベクトルを決定した直後に前記速度減衰処理の実行を開始した場合に、該速度減衰処理の実行開始時から前記目標速度ベクトルの大きさを“0”に減衰させるまでの速度減衰期間内において、前記目標速度ベクトルの向きを、該速度減衰処理の実行開始時の直前に決定した目標速度ベクトルである減衰初期目標速度ベクトルの向きよりも前記第1の方向に近づけるように目標速度ベクトルを決定する速度方向調整手段を含むことを特徴とする全方向移動車両の制御装置。 - 請求項1記載の全方向移動車両の制御装置において、
前記車両の基体には、乗員の搭乗部が組付けられており、
前記搭乗部に搭乗した乗員の前後方向が、前記第1の方向として設定され、該乗員の左右方向が、前記第2の方向として設定されていることを全方向移動車両の制御装置。 - 請求項1又は2記載の全方向移動車両の制御装置において、
前記速度方向調整手段は、前記減衰初期目標速度ベクトルの向きと前記第1の方向との間の鋭角側の角度が所定の角度値よりも小さいことを必要条件として、前記速度減衰期間内において、前記目標速度ベクトルの向きを、前記減衰初期目標速度ベクトルの向きよりも前記第1の方向に近づけるように前記目標速度ベクトルを決定することを特徴とする全方向移動車両の制御装置。 - 請求項3記載の全方向移動車両の制御装置において、
前記目標速度決定手段は、前記速度減衰処理の実行開始時の直前に決定した目標速度ベクトルの向きと前記第1の方向との間の鋭角側の角度が前記所定の角度値よりも大きい場合には、前記速度減衰期間内において、前記目標速度ベクトルの向きを一定に保持するか、又は前記第2の方向に近づけるように前記目標速度ベクトルを決定することを特徴とする全方向移動車両の制御装置。 - 請求項1~4のいずれか1項に記載の全方向移動車両の制御装置において、
前記速度減衰処理は、その実行開始時から所定時間の期間、前記目標速度ベクトルの大きさを一定に保持した後、該目標速度ベクトルの大きさを連続的に減衰させていく処理であり、
前記速度方向調整手段は、前記速度減衰期間内のうち、少なくとも前記目標速度ベクトルの大きさを連続的に減衰させていく期間において、前記目標速度ベクトルの向きを第1の方向に連続的に近づけるように前記目標速度ベクトルを決定することを特徴とする全方向移動車両の制御装置。 - 請求項1~5のいずれか1項に記載の全方向移動車両の制御装置において、
前記代表点の速度ベクトルの大きさを増加させる要求である加速要求が発生したか否か否かを判断する加速要求判断手段を備え、
前記目標速度決定手段は、前記加速要求判断手段の判断結果が肯定的になった場合に、前記目標速度ベクトルの大きさを増加させるように前記目標速度ベクトルを決定する増速処理を実行し、該増速処理の実行中に前記所定の条件が成立した場合に、前記速度減衰処理の実行を開始することを特徴とする全方向移動車両の制御装置。 - 請求項6記載の全方向移動車両の制御装置において、
前記車両は、前記アクチュエータ装置により前記移動動作部を駆動することによって発生する車両の推進力以外の外力が付加された場合に、該外力によって前記代表点の速度ベクトルの大きさを増加可能な車両であり、
前記代表点の実際の速度ベクトルの大きさの時間的変化率又は該速度ベクトルのうちの前記第1の方向の速度成分の大きさの時間的変化率である速度変化率に応じた出力を発生する速度変化率計測手段を備え、
前記加速要求判断手段は、少なくとも前記速度変化率計測手段の出力が示す前記速度変化率の計測値に基づいて、前記加速要求が発生したか否かを判断し、
前記目標速度決定手段は、前記増速処理の実行中に前記速度変化率の計測値が所定の閾値よりも小さくなった場合に、前記所定の条件が成立したものとして、前記速度減衰処理の実行を開始することを特徴とする全方向移動車両の制御装置。
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US13/391,494 US8532898B2 (en) | 2009-09-18 | 2009-09-18 | Control device of omnidirectional vehicle |
PCT/JP2009/004726 WO2011033576A1 (ja) | 2009-09-18 | 2009-09-18 | 全方向移動車両の制御装置 |
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US10384672B1 (en) * | 2016-05-11 | 2019-08-20 | Apple Inc. | Vehicle stability control system |
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