WO2011033577A1 - 倒立振子型車両の制御装置 - Google Patents
倒立振子型車両の制御装置 Download PDFInfo
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- WO2011033577A1 WO2011033577A1 PCT/JP2009/004727 JP2009004727W WO2011033577A1 WO 2011033577 A1 WO2011033577 A1 WO 2011033577A1 JP 2009004727 W JP2009004727 W JP 2009004727W WO 2011033577 A1 WO2011033577 A1 WO 2011033577A1
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- speed
- gravity
- center
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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
- B60—VEHICLES IN GENERAL
- B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
- B60B19/00—Wheels not otherwise provided for or having characteristics specified in one of the subgroups of this group
- B60B19/003—Multidirectional wheels
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
- B60B3/00—Disc wheels, i.e. wheels with load-supporting disc body
- B60B3/04—Disc wheels, i.e. wheels with load-supporting disc body with a single disc body not integral with rim, i.e. disc body and rim being manufactured independently and then permanently attached to each other in a second step, e.g. by welding
- B60B3/048—Disc wheels, i.e. wheels with load-supporting disc body with a single disc body not integral with rim, i.e. disc body and rim being manufactured independently and then permanently attached to each other in a second step, e.g. by welding the rim being rotatably mounted to the wheel disc
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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
- B60—VEHICLES IN GENERAL
- B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
- B60Y2200/00—Type of vehicle
- B60Y2200/10—Road Vehicles
- B60Y2200/12—Motorcycles, Trikes; Quads; Scooters
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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
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
Definitions
- the present invention relates to a control device for an inverted pendulum type vehicle that can move on a floor surface.
- inverted pendulum type vehicle in which an occupant's riding section is assembled to a base body on which a moving operation section that moves on the floor and an actuator device that drives the moving operation section is assembled is tiltable in the vertical direction. More known.
- This inverted pendulum type vehicle moves the moving operation part in such a way that the fulcrum of the inverted pendulum is moved in order to keep the inclination angle of the riding section at a certain target inclination angle (in order to prevent the riding section from tilting). It is a vehicle that needs to be
- a vehicle base on which a passenger's riding section is assembled is provided so as to be tiltable about two axes, a front-rear axis and a left-right axis, with respect to a spherical moving operation unit.
- the drive torque of the motor is sequentially determined so that the deviation from the value approaches 0. Then, the movement operation of the movement operation unit is controlled via the motor in accordance with the determined drive torque.
- the present invention has been made in view of such a background, and an object of the present invention is to provide an inverted pendulum type vehicle control device that can simplify the maneuvering of the vehicle and improve the maneuverability. .
- a control device for an omnidirectional vehicle includes a moving operation unit that can move on the floor, an actuator device that drives the moving operation unit, and the moving operation unit and actuator device.
- a control unit for an inverted pendulum type vehicle comprising: a base body assembled with; and an occupant riding portion of the occupant assembled to the base body so as to be tiltable with respect to a vertical direction,
- a target representative point speed magnitude during a predetermined time period, or a holding target speed magnitude amount that is a magnitude of the component in the predetermined direction of the target representative point speed The target for executing the speed holding process, which is a process for determining the target representative point speed so as to be held constant at the same value as the holding target speed magnitude amount related to the target representative point speed determined immediately before the start of the period.
- Speed determining means At least the target moving speed of the representative point and the actual inclination angle of the riding section are brought close to the target representative point speed determined by the target speed determining means and a predetermined target inclination angle of the riding section, respectively.
- a moving operation unit control means for controlling the moving operation of the moving operation unit via the actuator device is provided (first 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 moving operation unit control means has an actual moving speed of the representative point at least between the target representative point speed determined by the target speed determining means and a predetermined target inclination angle of the riding section.
- the movement operation of the movement operation unit is controlled so that the actual inclination angle of the boarding unit is close to each other. That is, the movement operation of the movement operation unit is controlled so that the actual movement speed of the representative point of the vehicle and the actual inclination angle of the riding section follow or approach the target representative point speed and the target inclination angle, respectively.
- the speed holding process is executed by the target speed determination means when the predetermined condition is satisfied in a situation where the target representative point speed having at least the component in the predetermined direction is not “0” is determined.
- the holding target speed magnitude amount (the target representative point speed magnitude or the magnitude of the component in the predetermined direction of the target representative point speed) during the predetermined time period is immediately before the start of the period. Is held constant at the same value as the holding target speed magnitude.
- the magnitude of the actual moving speed of the representative point or a predetermined direction of the moving speed is not required without requiring fine adjustment of the inclination angle of the riding section.
- the vehicle can be driven so that the magnitude of the component is kept constant at the magnitude immediately before the start of the period. Therefore, according to the inverted pendulum type vehicle of the first invention, it is possible to simplify the operation of the vehicle and improve the controllability.
- the predetermined condition for example, a condition relating to a vehicle operation state, a steering operation state, an environmental state, and the like can be employed.
- the center of gravity of the entire occupant and vehicle boarded on the riding section can be used.
- the target inclination angle of the predetermined value related to the inclination angle of the riding section may be, for example, a portion that can be tilted integrally with the riding section of the whole of the passenger and the vehicle boarded on the riding section.
- a state in which the center of gravity of the whole (including the occupant) is located immediately above or almost immediately above the tilting center (tilting fulcrum) of the riding section that is, around the tilting center due to gravity acting on the center of gravity. It is preferable to adopt the inclination angle of the riding section when the moment is “0” or almost “0”.
- the moving operation unit is configured to be movable in a predetermined direction on the floor surface, and the riding unit is around one axis in a direction orthogonal to the predetermined one direction. It may be assembled to the base body so as to be freely tiltable.
- the predetermined direction matches the predetermined direction, and the target representative point speed and the component of the target representative point speed in the predetermined direction match.
- the moving operation unit is configured to be movable in all directions including a first direction and a second direction orthogonal to each other on the floor surface
- the riding unit is configured to move around the axis in the first direction and the first direction. It may be assembled to the base body so as to be tiltable about two axes with the axis in the two directions.
- the boarding unit has the first direction and the second direction as the first direction and the second direction of the occupant who has boarded the boarding unit, respectively, around the axis in the first direction and in the second direction.
- the target speed determining means is assembled to the base body so as to be tiltable around two axes, the target representative point speed in the first direction of the target representative point speed.
- the component is held constant as the holding target velocity magnitude
- the component in the second direction of the target representative point velocity is held at “0” or attenuated to “0”. It is preferable to determine the target representative point speed (second invention).
- the fact that the moving operation section is “movable in all directions including the first direction and the second direction” means that the axial direction is 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 in the above can take any angle direction around the axial direction 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.
- the second aspect of the invention in particular, it becomes easy to keep the moving speed of the representative point of the vehicle in the front-and-rear direction of a standard (generally frequent) occupant constant as the moving direction of the vehicle.
- the maneuverability can be suitably improved.
- the target movement speed immediately before the start of the speed holding process has a component in the second direction (occupant left-right direction)
- the component in the second direction is held at “0” in the speed holding process. Or decays to “0”.
- the actual movement speed of the representative point of the vehicle varies in the left-right direction of the occupant due to the fluctuation of the upper body of the occupant. It is possible to suppress the movement speed, and it becomes easier for the movement speed to be directed in the front-rear direction of the passenger.
- the moving operation unit control means follows the speed holding process so that the target representative point speed is attenuated to “0”. It is preferable to execute a process of determining (third invention).
- the magnitude of the moving speed of the representative point of the vehicle or the magnitude of the component in the predetermined direction of the moving speed is kept constant for a predetermined time period, and then the magnitude is increased.
- a series of moving operations of decreasing the height can be easily performed without requiring fine adjustment of the inclination angle of the riding section.
- acceleration request determination means for determining whether or not an acceleration request, which is a request to increase the holding target speed magnitude amount, has occurred
- the moving operation unit control means includes: When the determination result of the acceleration request determination unit becomes affirmative, an acceleration process that is a process of determining the target representative point speed so as to increase the holding target speed magnitude amount is executed, and the acceleration It is preferable to start the speed holding process when the predetermined condition is satisfied during the execution of the process (fourth invention).
- the holding target speed magnitude is increased by the acceleration process.
- the target speed vector is determined so as to Thereby, the magnitude of the moving speed of the representative point of the vehicle or the magnitude of the component in the predetermined direction of the moving speed can be increased in accordance with the generation of the acceleration request.
- 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.
- the holding process is started. Therefore, after acceleration of the vehicle, it is automatically determined that the magnitude of the moving speed of the representative point of the vehicle or the magnitude of the component in the predetermined direction of the moving speed is kept constant, and thereafter the damping is attenuated. Can be done.
- the moving speed of the representative point is increased by the external force.
- the following modes are preferable. That is, it comprises speed change rate measuring means for generating an output corresponding to the magnitude of the actual moving speed of the representative point or the temporal change rate of the magnitude of the component in the predetermined direction of the actual moving speed.
- the acceleration request determining means determines whether or not the acceleration request has occurred based on at least the measured value of the temporal change rate indicated by the output of the speed change rate measuring means, and the target speed determining means is When the measurement value of the temporal change rate becomes smaller than a predetermined threshold during the speed increasing process, the speed holding process is started assuming that the predetermined condition is satisfied ( (5th invention).
- the acceleration request determination means determines whether or not the acceleration request has occurred based on at least the measurement value of the temporal change rate. Judgment can be made according to the state. As a result, the speed increasing process can be executed in accordance with the actual operation state of the vehicle. In particular, when the measured speed change rate is a temporal change rate of the magnitude of the component in the predetermined direction of the actual moving speed of the representative point, The speed increasing process can be started in accordance with the actual motion state of the vehicle in the predetermined direction.
- the magnitude of the actual moving speed of the representative point of the vehicle or the magnitude of the component in the predetermined direction of the actual moving speed is increased. This can be performed smoothly so as to follow the actual operating state of the vehicle.
- the speed holding process when the measured value of the temporal change rate becomes smaller than a predetermined threshold value, the speed holding process is executed assuming that the predetermined condition is satisfied.
- the speed holding process can be started in a state where the necessity of increasing the magnitude of the actual moving speed of the point or the magnitude of the component in the predetermined direction of the actual moving speed is eliminated. For this reason, at an appropriate timing after acceleration of the vehicle, it is automatically maintained that the magnitude of the actual moving speed of the representative point of the vehicle or the magnitude of the component in the predetermined direction of the actual moving speed is kept constant. Can be done automatically.
- the measurement value of the temporal change rate is 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 section for the passenger, and the riding section is arranged so that the passenger who has boarded the riding section 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 actual inclination angle of the riding section is converged to the target inclination angle (the inclination deviation which is the deviation between the measured value of the actual inclination angle and the target inclination angle is “0”).
- the actual moving speed of the representative point center of gravity
- the target representative point speed the measured value of the actual moving speed of the representative point and the target representative point speed.
- a control operation amount that defines the driving force applied to the moving operation unit for example, the target acceleration of the moving operation unit, It is preferable to determine a target value of force to be applied to the moving operation unit, and control the operation of the moving operation unit via the actuator device according to the control 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 inverted pendulum type vehicle 1 is omnidirectional (front-rear direction and left-right direction) on the floor surface while being grounded on the floor surface of the occupant (driver).
- 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 inverted pendulum type 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 where the center of gravity of the vehicle 1 (hereinafter referred to as the vehicle center of gravity) is located almost directly above the ground contact surface of the wheel body 5. 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” in Expression 01b is a coefficient of a predetermined value depending on the mechanical relationship between the free rollers 29R and 29L and the wheel body 5 and slippage.
- 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 sets 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 largely inclined from the basic posture, and consequently, the moving speed of one or both of the wheel body 5 in the X-axis direction and the Y-axis direction is the rotation of one or both of the electric motors 31R and 31L. It is possible to prevent an excessive movement speed that causes the angular speed to deviate from the allowable range.
- 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 a passenger
- a steering operation such as a passenger
- 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 requests the X-axis direction while maintaining the requested center-of-gravity velocity Vb_y_aim in the Y-axis direction at “0”.
- the center-of-gravity velocity Vb_x_aim is variably determined in accordance with a steering operation of the vehicle 1 (operation for adding a propulsive force to the vehicle 1) by a passenger or the like.
- 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 moving speed of the vehicle 1 that the occupant or the like is trying to increase is usually the moving speed of the occupant in the front-rear direction
- the propulsive force applied to the vehicle 1 for the increased speed is usually, the driving force is in the X-axis direction or a direction close thereto.
- the required center-of-gravity speed generation unit 74 is based on the temporal change rate of the magnitude (absolute value) of the center-of-gravity speed estimated value Vb_x_s in the X-axis direction calculated by the center-of-gravity speed calculation unit 72. While determining whether or not an acceleration request is generated as a request for increasing the moving speed of the vehicle 1 (specifically, the moving speed of the vehicle system center of gravity point) in the X-axis direction, the requested center-of-gravity speed in the X-axis direction is determined accordingly. Vb_x_aim is sequentially determined.
- the required center-of-gravity velocity Vb_x_aim is determined to be attenuated after being kept constant for a certain time.
- the requested center-of-gravity velocity Vb_y_aim in the Y-axis direction is constantly held at “0” regardless of whether or not an acceleration request is generated.
- the requested center-of-gravity speed generation unit 74 determines the requested center-of-gravity speed Vb_x_aim in the X-axis direction by sequentially executing the processing shown in the flowchart of FIG. 14 at a predetermined control processing cycle.
- the requested center-of-gravity velocity generation unit 74 first executes the processing of STEP21. In this process, the requested center-of-gravity speed generation unit 74 calculates a temporal change rate (differential value) DVb_x_s of the absolute value
- DVb_x_s is referred to as the gravity center velocity absolute value change rate DVb_x_s.
- the requested center-of-gravity speed generation unit 74 determines a basic value of the requested center-of-gravity speed Vb_x_aim (hereinafter referred to as the requested center-of-gravity speed basic value Vb_x_aim1), and then first-order lags to the requested center-of-gravity speed basic value Vb_x_aim1.
- the required center-of-gravity velocity Vb_x_aim is determined so as to follow the response time constant (normally match).
- how to determine the required center-of-gravity velocity basic value Vb_x_aim1 is defined by the arithmetic processing mode.
- a braking mode there are three types of calculation processing modes: a braking mode, a speed tracking mode, and a speed hold mode.
- the braking mode is a mode in which the required center-of-gravity velocity basic value Vb_x_aim1 is set to “0” in order to attenuate the moving speed of the vehicle 1 or keep it at “0”.
- the speed follow-up mode is a mode in which the required center-of-gravity speed basic value Vb_x_aim1 is determined so as to follow (substantially match) the center-of-gravity speed estimated value Vb_x_s as the actual movement speed of the vehicle system center-of-gravity point in the X-axis direction. It is.
- the speed hold mode is a mode for determining the required center-of-gravity speed basic value Vb_y_aim1 to be constant.
- a filter time constant Ta_x that defines the response speed for following the required center-of-gravity velocity Vb_x_aim with respect to the required center-of-gravity velocity basic value Vb_x_aim1 is determined.
- the process to perform is also executed.
- the calculation processing mode initial calculation processing mode in a state in which the control unit 50 is initialized when the control unit 50 is started is a braking mode.
- the requested center-of-gravity velocity generation unit 74 next calculates the calculation of STEP 23 in STEP 22 in the case where the current calculation processing mode is the braking mode, the velocity follow-up mode, and the velocity hold mode, respectively.
- the process, the calculation process of STEP24, and the calculation process of STEP25 are executed, and the required center-of-gravity velocity basic value Vb_y_aim1 and the filter time constant Ta_x are determined.
- the 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 speed generation unit 74 first determines whether or not the center-of-gravity speed absolute value change rate DVb_x_s calculated in STEP 21 is greater than a first positive threshold value DV1 (> 0) set in advance. Is determined in STEP23-1. This determination process is a process for determining whether or not there is an acceleration request for increasing the moving speed of the vehicle 1 in the front-rear direction of the vehicle 1.
- DVb_s> DV1 means that the absolute value
- the requested center-of-gravity speed generation unit 74 next performs the center-of-gravity speed In STEP 23-4, it is determined whether or not the absolute value change rate DVb_x_s is smaller than a preset negative third threshold value DV3_x ( ⁇ 0). This determination process is to determine whether or not a deceleration request for the passenger of the vehicle 1 to actively reduce the magnitude of the center-of-gravity velocity Vb_x has occurred. In this case, when the occupant of the vehicle 1 intentionally grounds his / her foot and generates a frictional force in the braking direction of the vehicle 1 between his / her foot and the floor, the determination result of STEP23-4 is Become positive.
- the required center-of-gravity speed generation unit 74 determines that the required center-of-gravity speed basic value Vb_x_aim1 The constant Ta_x is determined, and the process of FIG.
- the required center-of-gravity speed generation unit 74 determines the required center-of-gravity speed basic value Vb_x_aim1 and the filter time constant Ta_x in STEP 23-6. And the process of FIG. 15 is terminated.
- STEP23-6 as in STEP23-5, “0” is set as the required center-of-gravity velocity basic value Vb_x_aim.
- a third response time constant ⁇ 3_x having a predetermined value set in advance is set as the filter time constant Ta_x.
- This third response time number ⁇ 3_x is a time constant having a shorter time than the second response time constant ⁇ 2_x.
- the required center-of-gravity velocity generation unit 74 determines the required center-of-gravity velocity basic value Vb_x_aim1 and the filter time constant Ta_x in STEP 23-2. Further, the required gravity center speed generation unit 74 changes the calculation processing mode (the calculation processing mode in the next control processing cycle) from the braking mode to the speed following mode in STEP 23-3, and ends the processing of FIG.
- a value obtained by multiplying the estimated gravity center velocity value Vb_x_s in the X-axis direction input from the gravity center velocity calculation unit 72 by a preset ratio ⁇ _x is determined as the required gravity velocity basic value Vb_x_aim1. Is done.
- the ratio ⁇ _x is set to a positive value (for example, 0.8) slightly smaller than “1”.
- the processing in STEP 23-2 is to match the method of determining Vb_x_aim1 and Ta_x with the speed tracking mode starting from the next control processing cycle.
- the value of the ratio ⁇ _x is slightly smaller than “1”.
- the value of the ratio ⁇ _x may be set to “1” or a value slightly larger than that.
- the ratio ⁇ _x in order to prevent the movement speed of the vehicle 1 that the occupant perceives sensibly (sensually) from being recognized as being higher than the actual movement speed, the ratio ⁇ _x The value is set to a value slightly smaller than “1”.
- a first response time constant ⁇ 1_x having a predetermined value set in advance is set as the filter time constant Ta_x.
- the first response time constant ⁇ 1_x is set to a time value relatively shorter than the second response time constant ⁇ 2_x.
- the first response time constant ⁇ 1_x may be the same value as the third response time constant ⁇ 3_x.
- 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, that is, a determination process as to whether or not a deceleration request for the vehicle 1 has occurred in STEP 24-1.
- the requested center-of-gravity velocity generation unit 74 next executes the same processing as STEP 23-6 in STEP 24-6, thereby obtaining “0 as the requested center-of-gravity velocity basic value Vb_x_aim1”. ", And a third response time constant ⁇ 3_x is set as the filter time constant Ta_x. Further, the requested center-of-gravity velocity generation unit 74 changes the calculation processing mode in the next control processing cycle to the braking mode in STEP 24-7, and ends the processing in FIG.
- the required center-of-gravity velocity generation unit 74 next executes STEP 23- in STEP 24-2.
- the required center-of-gravity velocity basic value Vb_x_aim1 and the filter time constant Ta_x are determined. That is, the requested center-of-gravity speed generation unit 74 determines a value obtained by multiplying the input center-of-gravity speed estimated value Vb_x_s by the ratio ⁇ _x as the requested center-of-gravity speed basic value Vb_x_aim1. Further, the required center-of-gravity velocity generation unit 74 sets the first response time constant ⁇ 1_x as the filter time constant Ta_x.
- the requested center-of-gravity speed generation unit 74 determines whether or not the estimated center-of-gravity speed absolute value change rate DVb_x_s (value calculated in STEP 21) is smaller than a preset second threshold value DV2_x in STEP 24-3.
- the second threshold value DV2_x is set to a negative predetermined value that is larger than the third threshold value DV3_x (closer to “0” than DV3_x).
- the second threshold DV2_x may be set to “0” or a positive value slightly larger than “0” (however, a value smaller than the first threshold DV1_x).
- the determination process of STEP24-3 is to determine the transition timing from the speed follow mode to the speed hold mode. Then, when the determination result in STEP 24-3 is negative, the requested center-of-gravity velocity generation unit 74 ends the processing in FIG. 16 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 considers that the acceleration request for vehicle 1 (acceleration request in the front-rear direction) has been completed, and in STEP 24-4, Initialize the countdown timer. Then, the requested center-of-gravity velocity generation unit 74 changes the calculation processing mode from the velocity follow-up mode to the velocity hold mode in STEP 24-5, and ends the processing in FIG.
- the countdown timer is a timer that measures the elapsed time after the start of the speed hold mode that starts from the next control processing cycle.
- a preset initial value Tm_x is set to the timer time value CNT_x.
- the initial value Tm_x means a set value of time for which the speed hold mode is to be continued.
- the calculation process of the speed hold mode in STEP 25 is executed as shown in the flowchart of FIG. Specifically, the requested center-of-gravity velocity generation unit 74 first executes the same determination process as in STEP 23-4, that is, a determination process as to whether or not a deceleration request for the vehicle 1 has occurred in STEP 25-1.
- the requested center-of-gravity velocity generation unit 74 then executes the same processing as STEP 23-6 in STEP 25-2, thereby obtaining “0 as the requested center-of-gravity velocity basic value Vb_x_aim1”. ", And a third response time constant ⁇ 3_x is set as the filter time constant Ta_x. Further, the requested gravity center speed generation unit 74 changes the calculation processing mode in the next control processing cycle from the speed hold mode to the braking mode in STEP 25-3, and ends the processing of FIG.
- 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.
- the required center-of-gravity velocity basic value Vb_x_aim1 and the filter time constant Ta_x are determined. That is, the requested center-of-gravity speed generation unit 74 determines a value obtained by multiplying the input center-of-gravity speed estimated value Vb_x_s by the ratio ⁇ _x as the requested center-of-gravity speed basic value Vb_x_aim1. Further, the required center-of-gravity velocity generation unit 74 sets the first response time constant ⁇ 1_x as the filter time constant Ta_x.
- the requested center-of-gravity velocity generation unit 74 changes the calculation processing mode in the next control processing cycle from the velocity hold mode to the velocity follow-up mode in STEP 25-6, and ends the processing of FIG.
- the required center-of-gravity velocity generation unit 74 determines that the countdown timer in STEP 25-7 Decrement the time value CNT_x. That is, the time value CNT_x is updated by subtracting the predetermined value ⁇ T (time of the control processing cycle) from the current value of the time value CNT_x.
- the requested center-of-gravity velocity generation unit 74 determines in STEP 25-8 whether or not the count value CNT_x of the countdown timer is greater than “0”, that is, whether or not the countdown timer has ended.
- the requested center-of-gravity velocity generation unit 74 determines that the requested center-of-gravity velocity basic value Vb_x_aim1 and the filter time constant Ta_x are determined in STEP 25-9, assuming that the calculation processing mode is maintained in the velocity hold mode. The process ends.
- the current value of Vb_x_aim1 is determined to be the same value as the previous value. Further, as Ta_x, a predetermined value of a time shorter than the second response time constant ⁇ 2_x, for example, the first response time constant ⁇ 1_x is set.
- the required gravity center speed generation is performed.
- the unit 74 performs the same processing as STEP 23-5 in STEP 25-10, thereby setting “0” as the required center-of-gravity velocity basic value Vb_x_aim1, and setting the second response time constant ⁇ 2_x as the filter time constant Ta_x To do. Further, the requested center-of-gravity speed generation unit 74 changes the calculation processing mode in the next control processing cycle from the speed hold mode to the braking mode in STEP 25-11, and ends the processing of FIG.
- the requested center-of-gravity velocity generation unit 74 executes any one of STEPs 23 to 25 as described above, and then filters the requested center-of-gravity velocity basic value Vb_x_aim1 determined by the operation processing.
- the process (filtering process) passed through is executed in STEP26.
- the filter is a first-order lag filter (low-pass filter) whose response time constant is the filter time constant Ta_x determined in any one of STEPs 23 to 25.
- the transfer function is 1 / (1 + Ta_x ⁇ S ). Therefore, the output value of the filter obtained in STEP 26 follows the required center-of-gravity velocity basic value Vb_x_aim1 with a time constant of Ta_x.
- the follow-up response speed changes according to the value of the filter time constant Ta_x variably determined in STEPs 23 to 25. More specifically, when the first response time constant ⁇ 1_x or the third response time constant ⁇ 3_x is set as the filter time constant Ta_x, the follow-up response speed becomes a faster speed. Further, when the second response time constant ⁇ 2_x is set as the filter time constant Ta_x, the response speed of the follow-up becomes a slower speed.
- the required centroid speed generation unit 74 finally determines the required centroid speed Vb_x_aim in the X-axis direction by passing the output value of the filter through a limiter.
- the limiter is for preventing the absolute value of the required center-of-gravity velocity Vb_x_aim from becoming excessive, and the output value of the filter is set to a predetermined upper limit value (> 0) and lower limit value ( ⁇ 0), the output value of the filter is output as it is as the required center-of-gravity velocity Vb_x_aim.
- the limiter is close to the filter output value of the upper limit value and the lower limit value.
- This limit value is output as the required center-of-gravity velocity Vb_x_aim.
- the upper limit value and the lower limit value may not have the same absolute value, and the absolute values may be different from each other.
- the second response time constant ⁇ 2_x is set to the same value as the first response time constant ⁇ 1_x or the third response time constant ⁇ 3_x or a relatively short time value, and the arithmetic processing mode is Immediately after switching from the speed hold mode to the braking mode, the required center-of-gravity speed basic value Vb_x_aim1 itself may be gradually changed to “0” at a predetermined change speed (predetermined temporal change rate). .
- the required center of gravity speed Vb_x_aim in the X-axis direction is determined in the following manner.
- a substantially longitudinal propulsive force (specifically, a propulsive force that makes a positive determination in STEP 23-1) is applied to the vehicle 1.
- the arithmetic processing mode before adding the propulsive force is the braking mode.
- the output value of the filter obtained in STEP 26 of FIG. 14 falls within a range that is not subject to the compulsory restriction by the limiter in STEP 27. That is, the required center-of-gravity speed Vb_x_aim determined sequentially in STEP 27 is assumed to match the value obtained by passing the required center-of-gravity speed basic value Vb_x_aim1 through the filter.
- a first response time constant ⁇ 1_x having a relatively short time is set as the filter time constant Ta_x. Therefore, the required center-of-gravity velocity Vb_x_aim follows Vb_x_aim1 with quick response.
- Vb_x_aim The required center of gravity speed Vb_x_aim determined in this way is determined as the control target center of gravity speed Vb_x_mdfd in the X-axis direction. Therefore, Vb_x_mdfd is a value that matches or substantially matches ⁇ _x ⁇ Vb_x_s. Further, since the required center-of-gravity speed Vb_y_aim in the Y-axis direction is held at “0”, the control target center-of-gravity speed Vb_x_mdfd in the Y-axis direction becomes “0”.
- the third manipulated variable 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 in the front-rear direction of the occupant by the propulsive force applied.
- the arithmetic processing mode is changed to the braking mode. .
- the moving speed of the vehicle 1 is attenuated.
- the third response time constant ⁇ 3_x for a relatively short time is set as the filter time constant Ta_x, so that the required center-of-gravity velocity Vb_x_aim in the X-axis direction quickly decays to “0”. . Therefore, the moving speed of the vehicle 1 is also attenuated relatively quickly.
- the required center-of-gravity velocity basic value Vb_x_aim1 is set immediately before the start of the speed hold mode during a predetermined time period (the time of the initial value Tm_x of the countdown timer) after the start of the speed hold mode. It will be held constant at the same value as the determined value.
- the requested center-of-gravity speed Vb_x_aim which is sequentially determined by the requested center-of-gravity speed generation unit 74, is also determined to be maintained at a constant value (more precisely, to follow the constant value Vb_x_aim1).
- the first response time constant ⁇ 1_x having a relatively short time is set as the filter time constant Ta_x. Therefore, the required center-of-gravity velocity Vb_x_aim follows Vb_x_aim1 with quick response. Therefore, Vb_x_aim in the speed hold mode basically matches Vb_x_aim1.
- the required center-of-gravity speed Vb_x_aim determined as described above is determined as the control target center-of-gravity speed Vb_x_mdfd in the X-axis direction. Further, since the required center-of-gravity speed Vb_y_aim in the Y-axis direction is held at “0”, the control target center-of-gravity speed Vb_x_mdfd in the Y-axis direction becomes “0”.
- the third manipulated variable 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 actual moving speed Vb_x of the vehicle system center-of-gravity point in the X-axis direction is kept constant at the speed after acceleration. Therefore, the actual running state of the vehicle 1 in this situation is to slide in the X-axis direction (the occupant's front-rear direction) at a substantially constant speed without the occupant moving the upper body actively. It becomes a state to do.
- the countdown timer of the countdown timer is maintained while maintaining a situation where neither an acceleration request nor a deceleration request is generated (a situation where the determination results in STEP25-1 and 25-4 in FIG. 17 are both negative).
- the calculation processing mode is changed from the speed hold mode to the braking mode by the processing of STEP25-11 in FIG.
- the required center of gravity speed Vb_x_aim determined in this way is determined as the control target center of gravity speed Vb_x_mdfd in the X-axis direction. Further, since the required center-of-gravity speed Vb_y_aim in the Y-axis direction is held at “0”, the control target center-of-gravity speed Vb_x_mdfd in the Y-axis direction becomes “0”.
- the third manipulated variable 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 moving speed of the wheel body 5 is continuously attenuated from the magnitude in the speed hold mode.
- the moving speed of the vehicle 1 in the X-axis direction is increased. Subsequently, the moving speed of the vehicle 1 in the X-axis direction is kept substantially constant for a predetermined time represented by the initial value Tm_x of the countdown timer. Subsequently, the moving speed of the vehicle 1 in the X-axis direction gradually attenuates.
- the vehicle 1 As described above, in the vehicle 1 according to the present embodiment, after an occupant or the like applies a propulsive force substantially in the X-axis direction to the vehicle 1, the vehicle 1 slides at a constant speed in the X-axis direction (the occupant's longitudinal direction). Subsequently, a series of movement operations of the vehicle 1 such as deceleration are automatically performed without requiring a complicated maneuvering operation by an occupant or the like. For this reason, the vehicle 1 can be easily steered and the vehicle 1 can be excellent in maneuverability.
- 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. Further, the X-axis direction corresponds to a predetermined direction in the present invention.
- 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 center-of-gravity speeds Vb_x and Vb_y are representative points in the present invention. It corresponds to the moving speed.
- the required center-of-gravity speeds Vb_x_aim and Vb_y_aim which are target values of the moving speed of the vehicle system center-of-gravity point, correspond to the target representative point speed in the present invention.
- the absolute value of the required center-of-gravity velocity Vb_x_aim in the X-axis direction corresponds to the retention target velocity magnitude in the present invention.
- the center-of-gravity speeds Vb_x and Vb_y as the actual moving speed of the representative point of the vehicle are measured by the representative-point speed measuring means realized by the center-of-gravity speed calculator 72.
- 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 inclination angles ⁇ b_x and ⁇ b_y of the base body 9 correspond to the inclination angles of the mounting portions in the present invention
- the base body inclination angle target values ⁇ b_x_obj and ⁇ b_y_obj correspond to the target inclination angles in the present invention.
- the base body tilt angles ⁇ b_x and ⁇ b_y corresponding to the actual tilt angle of the mounting portion are measured by the tilt angle measuring means realized by the tilt sensor 52 and the processing of STEP2 in FIG.
- the determination result of STEP24-3 in FIG. 16 becomes affirmative during the processing in the velocity follow-up mode, and the acceleration request and deceleration are processed during the subsequent processing in the velocity hold mode. No request is generated (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. 17 are both negative). This corresponds to a case where a predetermined condition is satisfied.
- the speed holding process in the present invention is realized by the process in which STEPs 26 and 27 are combined.
- 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.
- the speed change rate measuring means in the present invention is realized by the process of the gravity center speed calculation unit 72 and the process of STEP 21 of FIG.
- the estimated gravity center velocity absolute value change rate DVb_x_s corresponds to the measurement value of the temporal change rate in the present invention.
- the speed follow-up mode process in a state where no deceleration request is generated corresponds to the speed increasing process in the present invention.
- whether or not an acceleration request has occurred is determined based on the temporal change rate of the absolute value of the center-of-gravity velocity estimated value Vb_x_s in the X-axis direction.
- the presence or absence of an acceleration request may be determined based on the temporal change rate of the absolute value of the velocity vector of the vehicle system center of gravity point having the center of gravity speed estimated values Vb_x_s and Vb_y_x as two components.
- the estimated gravity center speed absolute value change rate DVb_x_s instead of the estimated gravity center speed absolute value change rate DVb_x_s, processing using the time rate change rate of the absolute value of the velocity vector of the vehicle system center of gravity (vehicle / occupant overall center of gravity) (see FIGS. 14 to 17).
- the required center-of-gravity velocity Vb_xy_aim may be determined by processing.
- the center-of-gravity speed Vb_x in the X-axis direction is set as the holding target speed magnitude.
- the absolute value of the speed vector of the vehicle system center-of-gravity point (vehicle / occupant overall center-of-gravity point) is set as the holding target speed magnitude. It may be a quantity.
- An example embodiment in this case (hereinafter, referred to as a second embodiment) can be realized as follows, for example.
- the requested center-of-gravity speed generation unit 74 uses the input center-of-gravity speed estimated values Vb_x_s and Vb_y_s in STEP 21 of FIG. 14 to determine the speed of the vehicle system center-of-gravity point (vehicle / occupant overall center-of-gravity point).
- the required center-of-gravity velocity generation unit 74 performs the above-described determination processing (steps 23-1, 23-4, 24-1, 24-2, 25-1, 25-4) in FIGS.
- the temporal change rate DVb2_x_s of the absolute value of the velocity vector of the vehicle system center-of-gravity point (vehicle / occupant overall center-of-gravity point) calculated as described above is used.
- the required center-of-gravity velocity generation unit 74 performs the above-described STEP 23-2, 23-5, 23-6, 24-2, 24-6, 25-2, 25-5, 25-9, and 25-10, respectively.
- the required center-of-gravity velocity basic value Vb_y_aim1 in the Y-axis direction is determined as the required center-of-gravity velocity basic value Vb_x_aim1 in the X-axis direction. Determine with the same method.
- Vb_y_aim1 the previous value of Vb_y_aim1 is set as the current value as it is.
- a value obtained by multiplying the center-of-gravity velocity estimated value Vb_y_s in the Y-axis direction by a predetermined ratio ⁇ _y is set as Vb_y_aim1.
- the ratio ⁇ _y may be the same as the ratio ⁇ _x in the X-axis direction (for example, 0.8), but may be set to a different value.
- the required center-of-gravity velocity generation unit 74 passes the required center-of-gravity velocity basic value Vb_x_aim1 in the X-axis direction through a filter (low-pass filter having a first-order lag characteristic), and in addition, the required center-of-gravity velocity in the Y-axis direction
- the basic value Vb_y_aim1 is passed through a filter (first-order lag characteristic low-pass filter).
- the response time constant of the filter that inputs Vb_y_aim1 may be the same as the response time constant ( ⁇ 1_x or ⁇ 2_x or ⁇ 3_x) of the filter that passes Vb_x_aim1.
- the response time constant of the filter that passes the required center-of-gravity velocity basic value Vb_y_aim1 in the Y-axis direction is set to X
- the direction of the speed vector composed of Vb_x_aim and Vb_y_aim is made closer to the X-axis direction (the occupant's longitudinal direction). (Finally matches the X-axis direction).
- the required center-of-gravity velocity generation unit 74 performs a limit process on the output of the filter relating to the X-axis direction to determine the requested center-of-gravity velocity Vb_x_aim in the X-axis direction, and in addition to the Y-axis direction
- the filter output is also subjected to limit processing in the same manner as in the X-axis direction, and the required center-of-gravity velocity Vb_y_aim in the Y-axis direction is determined.
- the second embodiment may be the same as the above-described embodiment except for the matters described above. According to the second embodiment, after an occupant or the like applies propulsive force to the vehicle 1, the sliding in which the center-of-gravity speeds Vb_x and Vb_y in both the X-axis direction and the Y-axis direction are kept constant, and the subsequent deceleration are performed. Can be performed automatically without requiring a complicated operation by an occupant or the like.
- Vb_x_aim in the X-axis direction is held at “0” and only the Y-axis direction Vb_y_aim is calculated as in the second embodiment. You may make it determine variably according to a mode.
- the required gravity center speed Vb_x_aim is increased in response to additional driving force applied to the vehicle 1, and then the required gravity center speed Vb_x_aim is kept constant by processing in the speed hold mode.
- the required center-of-gravity speed Vb_x_aim is attenuated by the processing in the braking mode.
- the required center of gravity speed Vb_x_aim is increased so as to accelerate the vehicle 1 in accordance with a switch operation or the like by the occupant, and then the required center of gravity speed Vb_x_aim is determined in response to the release of the switch operation or the like. You may make it attenuate
- the required center-of-gravity speeds Vb_x_aim and Vb_y_aim are always set to “0”. However, an operator or the like pushes the vehicle 1 on which no occupant is boarding as necessary. In the case of moving, the required center-of-gravity velocity Vb_x_aim or Vb_y_aim may be changed by executing the same process as in the boarding mode.
- the behavior characteristics of the vehicle 1 such as the ease of acceleration of the vehicle 1 when a propulsive force is applied to the vehicle 1 are different. . Therefore, when the required center-of-gravity velocity Vb_x_aim (or Vb_y_aim) is determined according to the propulsive force applied to the vehicle 1 in both the boarding mode and the self-sustained mode, the first threshold DV1_x and the second response time constant are determined. You may make it set the value of parameters, such as (tau) 2_x, speed hold time Tm_x, ratio (gamma) _x, to a different value by boarding mode and independent mode.
- Vb_x_aim or Vb_y_aim
- the first threshold DV1_x and the second response time constant are determined. You may make it set the value of parameters, such as (tau) 2_x, speed hold time Tm_x, ratio (gamma) _x, to a different value by boarding mode and independent mode.
- the vehicle 1 having the structure shown in FIGS. 1 and 2 is exemplified.
- the inverted pendulum type vehicle 1 in the present invention is not limited to the vehicle exemplified 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 the sphere is connected to 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).
- FIG. 8 of patent document 3 shows, for example, the passenger
- 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 an inverted pendulum type vehicle having various structures as seen in Patent Documents 1 to 3 and the like.
- the inverted pendulum type vehicle according to the present invention may include a plurality of moving operation units (for example, two in the left-right direction, two in the front-rear direction, or three or more).
- the moving operation unit does not have to be movable in all directions, and may be movable only in one direction.
- the carrying part of the object to be transported only needs to be assembled to the base body so as to be tiltable only around one axis.
- a moving operation that can be moved only in the X-axis direction (the occupant's front-rear direction) and cannot tilt (or is difficult to tilt) in the direction around the X-axis.
- the vehicle 1 may include a moving operation unit in which a plurality of wheels that are rotatable only around an axis in the Y-axis direction are coaxially arranged in the Y-axis direction.
- the mounting portion may be tiltable only about the axis in the Y-axis direction, and the moving operation unit may move in the X-axis direction in accordance with the tilting.
- the base body tilts together with the riding section of the occupant.
- the base body to which these moving operation units are assembled is prevented from tilting with respect to the floor surface, and the riding section is assembled to be tiltable with respect to the base body. Also good.
- SYMBOLS 1 Inverted pendulum type vehicle, 5 ... Wheel body (moving operation part), 7 ... Actuator apparatus, 9 ... Base
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Abstract
Description
前記車両の所定の代表点の移動速度の目標値である目標代表点速度を逐次決定する手段であり、少なくとも所定方向の成分が“0”でない大きさを有する目標代表点速度を決定している状況で所定の条件が成立した場合に、所定時間の期間における目標代表点速度の大きさ、又は該目標代表点速度のうちの前記所定方向の成分の大きさである保持対象速度大きさ量を、該期間の開始直前に決定した目標代表点速度に係わる当該保持対象速度大きさ量と同一の値で一定に保持するように目標代表点速度を決定する処理である速度保持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代表点速度と前記搭乗部の所定値の目標傾斜角度とに前記代表点の実際の移動速度と前記搭乗部の実際の傾斜角度とをそれぞれ近づけるように、前記移動動作部の移動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ることを特徴とする(第1発明)。
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。
Claims (5)
- 床面上を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、鉛直方向に対して傾動自在に前記基体に組付けられた乗員の搭乗部とを備えた倒立振子型車両の制御装置であって、
前記車両の所定の代表点の移動速度の目標値である目標代表点速度を逐次決定する手段であり、少なくとも所定方向の成分が“0”でない大きさを有する目標代表点速度を決定している状況で所定の条件が成立した場合に、所定時間の期間における目標代表点速度の大きさ、又は該目標代表点速度のうちの前記所定方向の成分の大きさである保持対象速度大きさ量を、該期間の開始直前に決定した目標代表点速度に係わる当該保持対象速度大きさ量と同一の値で一定に保持するように目標代表点速度を決定する処理である速度保持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代表点速度と前記搭乗部の所定値の目標傾斜角度とに前記代表点の実際の移動速度と前記搭乗部の実際の傾斜角度とをそれぞれ近づけるように、前記移動動作部の移動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ることを特徴とする倒立振子型車両の制御装置。 - 請求項1記載の倒立振子型車両の制御装置において、
前記移動動作部は、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に構成され、前記搭乗部は、該搭乗部に搭乗した乗員の前後方向及び左右方向をそれぞれ前記第1の方向、第2の方向として、前記第1の方向の軸周りと第2の方向の軸周りとの2軸周りに傾動自在に前記基体に組み付けられており、
前記目標速度決定手段は、前記速度保持処理において、前記目標代表点速度のうちの前記第1の方向の成分を前記保持対象速度大きさ量として一定に保持すると共に、該目標代表点速度のうちの前記第2の方向の成分を“0”に保持するか、又は“0”に減衰させていくように目標代表点速度を決定することを特徴とする倒立振子型車両の制御装置。 - 請求項1記載の倒立振子型車両の制御装置において、
前記移動動作部制御手段は、前記速度保持処理に続いて、前記目標代表点速度の大きさを“0”に減衰させるように該目標代表点速度を決定する処理を実行することを特徴とする倒立振子型車両の制御装置。 - 請求項1記載の倒立振子型車両の制御装置において、
前記保持対象速度大きさ量を増加させる要求である加速要求が発生した否かを判断する加速要求判断手段を備え、
前記移動動作部制御手段は、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、前記保持対象速度大きさ量を増加させるように前記目標代表点速度を決定する処理であ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、前記速度保持処理を開始することを特徴とする倒立振子型車両の制御装置。 - 請求項4記載の倒立振子型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移動速度を増速可能な車両であり、
前記代表点の実際の移動速度の大きさ、又は該実際の移動速度のうちの前記所定方向の成分の大きさの時間的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時間的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、前記時間的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、前記速度保持処理の実行を開始することを特徴とする倒立振子型車両の制御装置。
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US13/391,690 US8583342B2 (en) | 2009-09-18 | 2009-09-18 | Control device of inverted pendulum type vehicle |
JP2011531651A JP5306471B2 (ja) | 2009-09-18 | 2009-09-18 | 倒立振子型車両の制御装置 |
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JP5921950B2 (ja) * | 2012-05-14 | 2016-05-24 | 本田技研工業株式会社 | 倒立振子型車両 |
CN102826121B (zh) * | 2012-09-05 | 2015-02-04 | 上海新世纪机器人有限公司 | 平移式自平衡两轮车转向装置 |
DE102016221248A1 (de) * | 2016-10-28 | 2018-05-03 | Bayerische Motoren Werke Aktiengesellschaft | Fahrzeugrad und Verfahren zum Betreiben eines Fahrzeugrads |
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