JP5691827B2 - Inverted two-wheeled vehicle, its operating method, and program - Google Patents

Description

  The present invention relates to an inverted two-wheeled vehicle, an operation method thereof, and a program.

  In recent years, an inverted two-wheeled vehicle having high movement performance and a compact size has attracted attention. The inverted two-wheeled vehicle is a unique vehicle that can move in any direction according to the movement of the center of gravity of the occupant and the like by individually driving and controlling the two wheels.

  Patent Document 1 discloses a traveling device that allows a passenger to more appropriately recognize a moving speed, as described in the summary of the document. For example, paragraph 0049 of the document describes that a period corresponding to the moving speed is calculated based on the moving speed calculated by the period calculating unit and the period map. Further, the same paragraph discloses that the light device, the sound output device, and the like generate light, sound, and the like at a calculated cycle. This explains that the passenger can more appropriately recognize the moving speed of the traveling device.

JP 2010-95121 A

  By the way, as with other vehicles, in an inverted two-wheeled vehicle, an operation instruction input to the device by a passenger is processed on the device side with a time delay. Therefore, the inverted two-wheeled vehicle is generally tuned to such an extent that this time lag does not become a practical problem. However, as a result of studies by the inventors of the present application, it has been clarified that when a large speed change is instructed in a short time, the comfortable riding of an inverted two-wheeled vehicle may deteriorate. Specifically, it has been clarified that the speed of an inverted two-wheeled vehicle may change in an overshooting manner.

  As is apparent from the above description, it is desired to provide a more comfortable ride for an inverted two-wheeled vehicle based on the operating characteristics of the inverted two-wheeled vehicle. Note that the change of the speed of the inverted two-wheeled vehicle in an overshooting manner should be grasped as an example that impairs the comfortable riding of the inverted two-wheeled vehicle, and based on this, the technical of the present invention is based. It is not permissible to interpret the range narrowly.

  The inverted two-wheeled vehicle according to the present invention determines whether or not the moving speed of the inverted two-wheeled vehicle is equal to or higher than the determination threshold under the condition that the determination threshold is reduced in accordance with an increase in the angular velocity of the handle portion in the pitch direction. Determining means for determining, and notifying means that operates to prompt a passenger of the inverted two-wheeled vehicle to correct the sudden operation of the handle portion according to a determination result by the determining means.

  The inverted two-wheeled vehicle is preferably configured to change in a manner in which the moving speed of the inverted two-wheeled vehicle overshoots along the time axis due to the sudden operation of the handle portion.

  The determination means may evaluate the degree of deviation of the moving speed of the inverted two-wheeled vehicle with respect to the determination threshold value and instruct the notification means to operate in a different manner depending on the evaluation result. .

  The determination unit may instruct the notification unit to operate when the angular velocity of the handle portion in the pitch direction is equal to or greater than a predetermined threshold.

  The determination means is the inverted two-wheel vehicle according to any one of the above, wherein when the angular velocity of the handle portion in the pitch direction is equal to or greater than a predetermined threshold, the notification means is instructed to operate. Is preferably reduced as the moving speed of the inverted two-wheeled vehicle increases.

  The inverted two-wheeled vehicle is configured such that the speed at the next time point is adjusted according to the commanded speed according to the operation of the handle by the passenger and the current speed of the inverted two-wheeled vehicle. And good.

  The notification means preferably uses at least one of sound, light, and vibration as a notification medium.

  In the operation method of the inverted two-wheeled vehicle according to the present invention, is the moving speed of the inverted two-wheeled vehicle equal to or higher than the determination threshold value under a condition that the determination threshold value is reduced in accordance with an increase in the angular velocity of the handle portion in the pitch direction? In response to the determination result, a notification operation is performed to prompt the passenger of the inverted two-wheeled vehicle to correct the sudden operation of the handle portion.

  The program according to the present invention is a program for prescribing the operation of a computer incorporated in an inverted two-wheeled vehicle, and is an inverted two-wheeled vehicle under a condition that the determination threshold is reduced in accordance with an increase in the angular velocity of the handle in the pitch direction. The computer determines whether the moving speed of the vehicle is equal to or higher than the determination threshold value, and causes the computer to generate an operation command for the notification unit according to the determination result.

  ADVANTAGE OF THE INVENTION According to this invention, a passenger can be prompted to avoid that the riding comfort of an inverted two-wheeled vehicle deteriorates according to sudden operation of a handle part by a passenger.

1 is a front view of an inverted two-wheeled vehicle according to a first embodiment. 1 is a side view of an inverted two-wheel vehicle according to a first embodiment. FIG. 3 is a schematic diagram illustrating a riding state of the inverted two-wheel vehicle according to the first embodiment. 3 is a graph showing a relationship between a pitch angle and a speed along a time axis according to the first embodiment. 4 is a graph showing a velocity trajectory in which overshoot according to the first embodiment occurs. It is a schematic diagram for demonstrating the relationship between the speed regulation concerning Embodiment 1, and the running state of an inverted two-wheeled vehicle. 1 is a block diagram illustrating a schematic configuration of a drive control device incorporated in an inverted two-wheel vehicle according to a first embodiment; FIG. 3 is a schematic block diagram illustrating an aspect of determination control according to the first embodiment. 6 is a graph showing a relationship between pitch angular velocity and limit value (limit value calculation method) according to the first exemplary embodiment; 3 is a flowchart showing the operation of the inverted two-wheel vehicle according to the first exemplary embodiment. It is a block diagram which shows the aspect of the speed control concerning Embodiment 1. FIG. It is a block diagram which shows the relevant structure of the alerting | reporting part concerning Embodiment 2. FIG. 10 is a graph showing the degree of deviation between the limit value and the current speed according to the second embodiment. 6 is a graph showing a relationship between an excess amount and a volume according to the second embodiment. It is a graph which shows the state which divided the degree of deviation with the limit value concerning Embodiment 2, and the present speed into cases. 10 is a table showing adjustment modes of notification modes according to the second embodiment. 10 is a graph showing a relationship between a pitch angular velocity and a limit value according to the third embodiment. It is a graph which shows the relationship between the speed concerning Embodiment 3, and the limiting value calculated | required from pitch angular velocity. It is a block diagram which shows the aspect of the alerting control concerning Embodiment 3.

Embodiment 1
Embodiments of the present invention will be described below with reference to the drawings. The inverted two-wheeled vehicle 100 (see FIGS. 1 and 2) according to the present embodiment has a limit value (determination threshold) according to an increase in the pitch angular velocity of the handle portion 45 in the pitch direction (the direction along the z axis shown in FIG. 2). ) Is reduced (see FIG. 9), it is determined whether or not the moving speed of the inverted two-wheeled vehicle 100 is equal to or higher than the limit value (see step S104 in FIG. 10). A notification operation is performed to prompt the passenger of the inverted two-wheeled vehicle 100 to correct the sudden operation of the handle portion 45 (see step S105 in FIG. 10). Briefly, as shown schematically in FIG. 9, the inverted two-wheeled vehicle 100 determines whether or not the current speed is equal to or higher than the limit value under the condition that the limit value decreases as the pitch angular speed increases. The inverted two-wheeled vehicle 100 sounds, for example, an alarm sound according to the determination result. Thereby, it is possible to prompt the passenger to correct the sudden operation of the handle portion 45. The passenger is encouraged to avoid unnatural traveling of the inverted two-wheeled vehicle due to the sudden operation of the handle by the passenger, thereby providing the passenger with a more comfortable riding of the inverted two-wheeled vehicle. It becomes possible to do.

  Hereinafter, further description will be given with reference to the drawings. Note that the following description is merely a specific example, and the present invention is not allowed to be limitedly interpreted for the reason of this description. FIG. 1 is a front view of an inverted two-wheeled vehicle. FIG. 2 is a side view of the inverted two-wheel vehicle. FIG. 3 is a schematic diagram showing a riding state of the inverted two-wheeled vehicle. FIG. 4 is a graph showing the relationship between the pitch angle and speed along the time axis. FIG. 5 is a graph showing a speed trajectory in which overshoot occurs. FIG. 6 is a schematic diagram for explaining the relationship between the speed regulation and the traveling state of the inverted two-wheeled vehicle. FIG. 7 is a block diagram showing a schematic configuration of a drive control device incorporated in an inverted two-wheeled vehicle. FIG. 8 is a schematic block diagram illustrating an aspect of determination control. FIG. 9 is a graph showing the relationship between pitch angular velocity and limit value (limit value calculation method). FIG. 10 is a flowchart showing the operation of the inverted two-wheeled vehicle. FIG. 11 is a block diagram illustrating an aspect of speed control.

  As schematically shown in FIGS. 1 and 2, the inverted two-wheeled vehicle 100 (hereinafter sometimes simply referred to as the vehicle 100) includes a base unit 10, a handle portion 45, and a grip portion 46. The base unit 10 includes a set of wheels 11 and 12, a set of foot plates 13 and 14, and a storage unit 15. The wheel 11 and the wheel 12 are opposed to each other with the storage unit 15 interposed therebetween. The foot plate 13 and the foot plate 14 are disposed to face each other with the storage portion 15 in between.

  The rider grips the grip portion 46 with both hands while placing his / her feet on the foot plates 13 and 14, and moves his / her center of gravity on the base unit 10. The posture of the handle portion 45 changes in the process of moving the center of gravity of the passenger. A command (an operation command, a steering command, or a steering command) is input to the vehicle 100 via a change in posture of the handle unit 45.

  Note that the posture change of the handle portion 45 is detected by a sensing means such as an acceleration sensor or an angular velocity sensor (gyro sensor) incorporated in the handle portion 45, for example. You may detect the attitude | position change of the handle | steering-wheel part 45 using a rotary type or a linear type potentiometer. In addition, an attitude change of the handle portion 45 may be detected using an optical / magnetic technique. The attitude information of the handle unit 45 sensed by some method is supplied to a computer (controller / control device / control unit) built in the vehicle 100 and processed to generate a speed command.

  As shown in FIG. 1, the handle portion 45 is a columnar member. For example, the lower end of the handle portion 45 is held by a holding component in the base unit 10. The handle portion 45 can be tilted in any direction (front / rear / left / right / front oblique right / front oblique left / rear oblique right / rear oblique left direction) with the lower end of the handle portion 45 as a rotation center. A state in which the handle portion 45 is inclined in a predetermined direction when viewed from the base unit 10 may be referred to as a “sleep state”. A state in which the handle portion 45 stands vertically when viewed from the base unit 10 may be referred to as a “stand-up state”.

  Note that the y-axis shown in FIGS. 1 and 2 coincides with the vertical direction. The x axis is an axis perpendicular to the vertical direction. The reference plane (ground plane) on which the vehicle 100 is disposed is a plane including the x-axis direction. The z axis coincides with the straight traveling direction of the vehicle 100.

  The grip portion 46 is a portion that is gripped by the passenger, and is fixed to the upper end of the handle portion 45. As shown in FIG. 1, the grip part 46 is configured such that two annular parts 46a and 46b are connected. The annular part 46a is fixed to the upper end of the handle part 45, and has a substantially triangular shape. The annular portion 46b is connected to one side of the annular portion 46a and is configured in a substantially rectangular shape. The annular portion 46b is disposed with respect to the annular portion 46a so as to be in a sleeping position. Thereby, the freedom degree of the grip mode of the grip part 46 by a passenger | crew can be raised.

  The base unit 10 shown in FIGS. 1 and 2 is a main body portion of the vehicle 100 and individually drives the wheels 11 and 12 in accordance with the operation of the handle portion 45 by the passenger. In the base unit 10, a CPU (Central Processing Unit), a memory, a mother board, various sensors (acceleration sensor, angular acceleration sensor, gyro sensor, rotary encoder, etc.), mechanical parts (parallel link mechanism 20, spring, shaft, connecting member) Etc.) are accommodated.

  The left plate of the passenger is placed on the foot plate 13. The right plate of the passenger is placed on the foot plate 14. The foot plate 13 has a shape in which a flat portion on which a passenger's foot is actually placed, a curved portion, and a cover portion are continuous. A portion where the flat portion and the curved portion are continuous is substantially U-shaped. The cover part is disposed so as to cover the wheel 11. By providing the cover portion, the wheel of the wheel 11 can be protected from dirt and the like. Similar to the foot plate 13, the foot plate 14 has a flat portion, a curved portion, and a cover portion. The configuration of the foot plate 14 is substantially the same as the configuration of the foot plate 13, and a duplicate description is omitted. The storage unit 15 incorporates a computer constituted by a CPU, a memory, and the like.

  As shown in FIG. 1, a parallel link mechanism 20 is incorporated in the base unit 10. The parallel link mechanism 20 includes a link 21, a link 22, a link 23, and a link 24. The link 21 and the link 22 are links whose longitudinal direction is the x-axis direction (lateral direction), and are arranged in parallel to each other. The link 23 and the link 24 are links that extend along the y-axis direction (height direction) and are arranged in parallel to each other. As is well known, the parallel link mechanism 20 changes its posture (deformation) while maintaining the parallel arrangement between the link 21 and the link 22 and the parallel arrangement between the link 23 and the link 24.

  The parallel link mechanism 20 changes its posture in synchronization with the change of the posture of the handle portion 45. The pair of wheels 11 and 12 change their posture in synchronization with the change in posture of the handle portion 45 / parallel link mechanism 20. With this configuration, when the vehicle 100 moves on a flat surface, it is possible to enhance a vehicle handling feeling that is felt by a passenger on the vehicle 100. Thereby, it is possible to provide the joy of running / joy of running to the passenger who controls the vehicle 100. The parallel link mechanism 20 and the handle portion 45 are mechanically fixed / connected, for example. The parallel link mechanism 20 and the pair of wheels 11 and 12 are mechanically fixed / connected or the like.

  As described above, the handle portion 45 is tilted by an occupant in an arbitrary direction. In the base unit 10, a return mechanism for returning the handle portion 45 whose posture is arbitrarily changed in this way to the initial posture is incorporated. The return mechanism disposed on one side includes a spring 56. The return mechanism disposed on the other side includes a spring 66.

  The spring 66 has a longitudinal direction in the x-axis direction. The spring 66 is sandwiched between the holding member and the holding member. A shaft for regulating the deformation direction of the spring 66 in the x-axis direction may also be provided. For example, the shaft is disposed in an internal space of a spring 66 wound in a spiral shape. One end of the spring 66 is fixed to the link 21, and the other end of the spring 66 is fixed to the link 22. As a result, the parallel link mechanism 20 and the spring 66 are mechanically connected, and the spring 66 can be used to generate a force for maintaining the parallel link mechanism 20 in the initial position. The spring 66 is also fixed to the parallel link mechanism 20 in the same manner as the spring 56.

  As schematically shown in FIG. 3, the center of gravity of the occupant in the state of getting on the vehicle 100 can be schematically shown at the origin of the xyz coordinate (note that the coordinate system shown in FIG. 2 is different from the coordinate system shown in FIG. The passenger moves his / her center of gravity in the forward direction along the x-axis. In response to this, the handle portion 45 falls forward, and the vehicle 100 generates a command for instructing forward movement. The passenger moves his / her center of gravity to the left along the y-axis. In response to this, the handle portion 45 falls to the left, and the vehicle 100 generates a command for instructing a left turn. The same applies to the case of backward and right turn.

  The characteristics of the vehicle 100 will be described with reference to FIGS. As shown in FIG. 4, when the pitch angle of the handle portion 45 changes slowly, the speed of the vehicle 100 increases slowly, and then smoothly reaches the target speed. On the other hand, as shown in FIG. 4, when the pitch angle of the handle portion 45 changes suddenly, the speed of the vehicle 100 rapidly increases, and then reaches the target speed through an aspect exceeding the target speed, that is, an overshooting aspect. . The reason why the vehicle 100 behaves in this way is that, in the case of rapid acceleration, the vehicle 100 changes from the acceleration state to the constant speed state via the deceleration state. Further, this is also caused by a time lag between the operation command generation timing via the handle portion 45 and the actual operation of the vehicle 100. Further, the vehicle 100 is also caused by operating in a control system that brings the current speed close to the command speed.

  The velocity trajectory shown in FIG. 4 can also be expressed as shown in FIG. As schematically shown in FIG. 5, overshoot occurs even during deceleration. As shown in FIG. 5, the vehicle speed increases proportionally / linearly between times t1 and t2. During time t2-t3, the vehicle speed exceeds the target speed and returns to the target speed. The vehicle speed is maintained at a constant speed between t3 and t4. Between times t4 and t5, the vehicle speed exceeds the target speed and returns to the target speed. Between times t5 and t6, the vehicle speed decreases substantially linearly, and gradually decreases in the vicinity of reaching the stop state at speed 0.

  FIG. 6A schematically shows the behavior of the inverted two-wheeled vehicle corresponding to the range R10 in the vicinity of time t1 to t2 in FIG. FIG. 6B schematically shows the behavior of the inverted two-wheeled vehicle corresponding to the range R20 in the vicinity of time t2-t3 in FIG. FIG. 6C schematically shows the behavior of the inverted two-wheeled vehicle corresponding to the range R30 in the vicinity of time t4 to t5 in FIG. FIG. 6D schematically shows the behavior of the inverted two-wheeled vehicle corresponding to the range R40 in the vicinity of time t5 to t6 in FIG.

  As shown schematically in FIG. 6 (a), when accelerating rapidly, the inverted two-wheeled vehicle changes from the stopped state to the accelerated state, and the handle portion 45 is inclined relatively forward. The vehicle and the passenger will have a forward acceleration force. As shown in FIG. 6B, when reaching the target speed, the vehicle 100 changes in order of acceleration state → deceleration state → constant speed state. When the vehicle 100 changes from the acceleration state to the deceleration state, the handle portion 45 is pulled back. When suddenly decelerating as shown in FIG. 6 (c), the operating state of the vehicle 100 changes from the constant speed state to the decelerating state. When the vehicle 100 is decelerated from the constant speed state, the handle portion 45 is pulled back. When the vehicle 100 is stopped as shown in FIG. 6D, the operation state of the vehicle 100 changes from the deceleration state to the stop state. When the vehicle 100 changes from the decelerated state to the stopped state, the handle portion 45 is not pulled back backward, and finally becomes neutral while maintaining the forward acceleration state.

  As shown in FIG. 6B, in order for the vehicle 100 to change from the acceleration state to the constant speed state, the vehicle 100 changes from the acceleration state to the deceleration state and then converges to a predetermined speed. If the acceleration state is slow, as shown in FIG. 4, it is possible to make a slow transition from the acceleration state to a predetermined speed. However, in the case of rapid acceleration, the blur for converging to a predetermined speed increases, and as shown in FIG. 4, the speed must be changed in an overshooted state. When a deceleration instruction is input from the sudden acceleration state, the vehicle 100 decelerates while maintaining the inverted state when the vehicle 100 shifts from the posture tilted forward to the posture tilted backward, so that the wheels 11 and 12 are boarded. One factor is thought to be the need to increase speed in order to pass a person from behind to forward.

  The vehicle 100 according to the present embodiment determines whether or not the moving speed of the vehicle 100 is equal to or higher than the limit value under the condition that the limit value is reduced in accordance with an increase in the pitch angular speed of the handle portion 45 in the pitch direction. Then, in accordance with the determination result, a notification operation is performed to prompt the passenger of the inverted two-wheeled vehicle 100 to correct the sudden operation of the handle portion 45. Briefly, as schematically shown in FIG. 9, the vehicle 100 determines whether or not the current speed is equal to or higher than the limit value under the condition that the limit value decreases as the pitch angular speed increases. The vehicle 100 sounds, for example, an alarm sound according to the determination result. As a result, it is possible to prompt the passenger to perform a slow operation rather than a sudden operation of the handle portion 45. Providing the passenger with a more comfortable riding of the inverted two-wheeled vehicle by urging the passenger to avoid the unnatural driving of the inverted two-wheeled vehicle due to the sudden operation of the handle portion by the passenger It becomes possible.

  Hereinafter, a specific configuration of the vehicle 100 will be described with reference to FIGS. 7 to 11.

  As shown in FIG. 7, the inverted two-wheeled vehicle (drive control device) includes a sensing unit 70, an input unit 75, a controller 80, a notification unit 93, a drive system 95, a drive system 96, and a storage 97. The sensing unit 70 includes an acceleration detection unit 70a, an angular velocity detection unit 70b, and a rotation amount detection unit 70c. The drive system 95 includes a driver 95a and a motor 95b. The drive system 96 includes a driver 96a and a motor 96b. It is assumed that power is supplied from the built-in battery of vehicle 100 to each functional component. In this embodiment, the notification unit 93 functions as a warning sound generation unit.

  Each output of the components included in the sensing unit 70 is supplied to the controller 80. The output of the controller 80 is individually supplied to the notification unit 93, the driver 95a, and the driver 96a. The output of the driver 95a is connected to the motor 95b. The output of the driver 96a is connected to the motor 96b. The controller 80 and the storage 97 are interconnected so that data input / output is possible.

  The acceleration detection unit 70a is a general acceleration sensor unit, and is provided in the handle unit 45, for example. The acceleration sensor unit is configured to include three acceleration sensors that individually detect acceleration in three axial directions. The controller 80 calculates the inclination angle, turning angle, etc. of the handle portion 45 based on the output of the acceleration detection unit 70a. In addition, a circuit element or the like may be individually connected to the acceleration detection unit 70a, and the inclination angle, the turning angle, or the like of the handle unit 45 may be calculated using the circuit element.

  The angular velocity detection unit 70b is a general angular velocity sensor (sometimes referred to as a gyro sensor), and is provided in the handle unit 45, for example. The angular velocity may be calculated using an acceleration sensor unit and a calculator. The computing unit calculates the angular velocity of the handle portion 45 in the pitch direction based on the output of the acceleration sensor unit. Note that the angular velocity detection unit 70b may be configured by an arbitrary type of gyroscope or the like.

  The rotation amount detection unit 70c includes a rotary encoder and a calculator that are provided in association with the wheels 11 and 12, respectively. The computing unit calculates the amount of rotation of the wheel per unit time based on the output of the rotary encoder. Instead of the rotation amount detection unit 70c, an acceleration sensor unit may be incorporated in the base unit 10, and the vehicle speed may be detected using this output. The type of the rotary encoder is arbitrary and may be an absolute type.

  The controller 80 drives the drive systems 95 and 96 based on the acceleration supplied from the acceleration detector 70a, the angular velocity supplied from the angular velocity detector 70b, the rotation amount per unit time supplied from the rotation amount detector 70c, and the like. Are controlled individually. The controller 80 includes a CPU (arithmetic processor) that executes a program read from the storage 97. The drive system 95 is a mechanism that drives the wheels 11. The drive system 96 is a mechanism that drives the wheels 12.

  As schematically shown in FIG. 8, the controller 80 includes a limit value calculation unit 82, a speed calculation unit 84, and a determination unit 86. The limit value calculator 82 calculates a limit value based on the output (pitch angular velocity) of the angular velocity detector 70b. The speed calculation unit 84 calculates the current movement speed based on the output (rotation amount / unit time) of the rotation amount detection unit 70c. The determination unit 86 compares the limit value calculated by the limit value calculation unit 82 with the speed value calculated by the speed calculation unit 84 and determines whether or not the speed value has reached the limit value. When the determination unit 86 determines that the speed value is equal to or greater than the limit value, the determination unit 86 instructs the notification unit 93 to start the notification operation.

  In the present embodiment, the limit value calculated by the limit value calculation unit 82 decreases as the pick angular velocity increases, as shown in FIG. As a result, when the pitch angular velocity is high, the above-described notification operation can be operated at a lower speed. Accordingly, it is possible to effectively perform the prompting of the passenger so as to avoid the occurrence of the overshoot as described with reference to FIGS. 4 to 6.

  The operation of the vehicle 100 will be supplementarily described with reference to FIG. Note that the flowchart shown in FIG. 10 is described by a program stored in the storage 97. The controller 80 reads the program stored in the storage 97 and executes it. Thereby, the steps shown in the flowchart shown in FIG. 10 are executed.

  The vehicle 100 is in a traveling state (S101). At S101, the pitch angular velocity is calculated (S102). Specifically, the angular velocity detection unit 70b of the vehicle 100 is activated. Next, a limit value is calculated (S103). Specifically, the limit value calculation unit 82 calculates the limit value from the pitch angular velocity by using an algorithm / calculation formula that defines the conditions shown in FIG.

  Next, it is determined whether or not the speed has reached the limit value or more (S104). Specifically, the determination unit 86 compares the limit value calculated by the limit value calculation unit 82 with the speed value calculated by the speed calculation unit 84. When the speed value reaches the limit value, an alarm is generated for several seconds (S105). Specifically, the determination unit 86 instructs the notification unit 93 to start the notification operation. The notification unit 93 sounds an alarm only for a few seconds in response to a notification operation start instruction from the determination unit 86. Accordingly, it is possible to promptly prompt the passenger to make the handle operation gentle according to the handle operation situation by the passenger.

  As shown in FIG. 11, the controller 80 may include a speed command generation unit 88a, an actual speed calculation unit 88b, an adder 88c, and a speed adjustment unit 88d. The speed command generation unit 88a generates a speed value indicating a target speed based on the outputs of the acceleration detection unit 70a and the angular speed detection unit 70b. The actual speed calculation unit 88b generates a speed value indicating the current speed based on the output of the rotation amount detection unit 70c. The adder 88c subtracts the speed value supplied from the speed command generator 88a from the speed value supplied from the speed command generator 88a. The speed adjustment unit 88d adjusts the value of the speed value supplied from the adder 88c by a calculation process or the like. The output of the speed adjustment unit 88d is supplied to the driver 95a of the drive system 95. The driver 95a drives the motor 95b according to the adjusted speed value. The rotational force generated by the motor 95b is transmitted to the wheel 11, and the wheel 11 rotates. The speed command generator 88a may adjust the target speed according to the turning angle. As a result, a difference in rotation amount occurs between the wheels 11 and 12, and the turning of the inverted two-wheel vehicle is realized.

Embodiment 2
In the present embodiment, unlike the first embodiment, the vehicle 100 evaluates the difference between the limit value and the speed value corresponding to the current speed, and performs a notification operation in a different manner according to the difference. Specifically, the vehicle 100 generates a loud notification sound or the like when the current speed greatly exceeds the limit value. The vehicle 100 generates a relatively small notification sound or the like when the current speed slightly exceeds the limit value. In this way, by changing the degree of notification according to the degree of divergence between the two, it becomes possible to notify the passenger of the current driving state evaluation state based on the limit value. Appropriate driving can be encouraged.

  In this embodiment, as schematically shown in FIG. 12, the notification unit 93 includes a sound generation unit 93a, a lighting display unit 93b, and a vibration generation unit 93c. The sound generator 93a includes a speaker and this drive circuit. The lighting display unit 93b includes a light emitting element such as an LED (Light Emitting Diode) and the drive circuit. The vibration generation unit 93c includes a vibrator and a drive circuit thereof. In addition, the specific structure of the alerting | reporting part 93 is arbitrary and should not be limited to the above-mentioned specific example.

  As schematically illustrated in FIG. 13, the determination unit 86 calculates the difference between the speed value P10 corresponding to the current speed and the speed limit calculated from the pitch angular speed. As schematically illustrated in FIG. 14, the determination unit 86 instructs the notification unit 93 to perform a notification operation with a louder sound according to the increase in the difference value. Note that the volume does not increase above a certain amount of difference. Thereby, it can suppress giving an unnecessary stress with respect to a passenger.

  As schematically shown in FIG. 15, a state in which the speed value P10 corresponding to the current speed matches the speed limit calculated from the pitch angular speed is set to L1. A state where the speed value P10 corresponding to the current speed is different from the speed limit calculated from the pitch angular speed by the difference W1 is L2. Let L3 be a state in which the speed value P10 corresponding to the current speed deviates by a difference W2 from the speed limit calculated from the pitch angular speed.

  As shown in the table of FIG. 16, the notification mode may be changed according to the states L1 to L3. State L1 corresponds to level 1, state L2 corresponds to level 2, and state 3 corresponds to level 3. At level 1, the sound generation unit 93a sounds a low-pitched low-pitched warning sound for a predetermined period (for example, 4 to 6 seconds). The lighting display portion 93b lights yellow at a slow cycle over a predetermined period. The vibration generation unit 93c vibrates small at a slow cycle over a predetermined period. At level 3, the sound generator 93a sounds a high volume and high warning sound for a predetermined period. The lighting display section 93b lights red at an early cycle over a predetermined period. The vibration generation unit 93c vibrates greatly at an early cycle over a predetermined period.

  In the present embodiment, when the degree of deviation between the speed value P10 corresponding to the current speed and the limit value calculated from the pitch angular speed increases, a notification operation is performed at an early cycle and a large degree. As a result, it is possible to prompt the passenger to perform an appropriate operation according to the situation. Note that a blowing mechanism may be incorporated in the notification means, and the notification operation for the passenger may be performed by the strength of the blowing. When a display with a touch panel is mounted on the vehicle 100, this display may be used as a notification unit.

Embodiment 3
In the present embodiment, unlike the above-described embodiment, even if the current speed of the vehicle 100 is less than the limit value, a notification operation is performed for a prior warning when the pitch angular speed becomes equal to or greater than the threshold th1. Accordingly, it is possible to prompt the passenger to change the sudden operation of the steering wheel before the speed value corresponding to the current speed reaches the limit value. As a result, it is possible to prompt the passenger to perform a more accurate operation. Furthermore, as schematically shown in FIG. 18, the vehicle 100 may decrease the value of the threshold th1 in accordance with an increase in the current speed. As a result, an earlier warning can be given earlier when moving at high speed.

  As shown in FIG. 17, the threshold th1 is set in association with the starting point at which the limit value decreases as the pitch angular velocity increases. A triangular warning area is set based on the threshold value th1 and the inclination trajectory of the limit value. When the current speed of the vehicle 100 is included in the warning area, the vehicle 100 performs a notification operation, for example, about ½ of the notification operation of the above-described embodiment. Thereby, the passenger can grasp in advance that the vehicle is in a driving state in which a warning is notified, and can correct his / her operation mode at an early stage. Note that the notification operation at about ½ means that the notification operation is performed under the condition that the volume is halved, for example. The notification mode may be different between the advance warning and the main warning, and the strength may be reversed. The setting method of the threshold th1 is arbitrary and may be another predetermined value.

  Whether the pitch angular velocity is equal to or greater than the threshold th1 is determined by the controller 80 (determination unit 86). The threshold th1 is stored in the storage 97 and read by the controller 80.

  As shown in FIG. 18, the threshold th <b> 1 is decreased as the speed of the vehicle 100 increases. As a result, the threshold value th1 shown in FIG. 17 shifts to the left side of the page. The threshold value th1 is exceeded at a slower pitch angular velocity, and an advance warning can be made at an earlier stage. In the case shown in FIG. 18, a block configuration (algorithm) as shown in FIG. 19 may be adopted. A speed value corresponding to the current speed is calculated by the speed calculation unit 84. The threshold value calculation unit 88 substitutes the calculated speed value for the function graphed as shown in FIG. 18 to obtain the threshold value th1. The determination unit 86 compares the calculated threshold th1 with the calculated pitch angular velocity. When the pitch angular velocity is equal to or greater than the threshold th1, the determination unit 86 instructs the notification unit 93 to perform a notification operation as a prior warning.

  Note that the present invention is not limited to the above-described embodiment, and can be modified as appropriate without departing from the spirit of the present invention. For example, the specific configuration and boarding method of the inverted two-wheeled vehicle are arbitrary.

DESCRIPTION OF SYMBOLS 100 Inverted two-wheel vehicle 10 Base unit 11, 12 Wheel 13, 14 Foot plate 15 Storage part 20 Parallel link mechanism 45 Handle part 46 Grip part 56, 66 Spring 70 Sensing part 70a Acceleration detection part 70b Angular velocity detection part 70c Rotation amount detection part 80 controller 82 limit value calculation unit 84 speed calculation unit 86 determination unit 93 notification unit 93a sound generation unit 93b lighting display unit 93c vibration generation unit 95, 96 drive system 97 storage

Claims (9)

A determination means for determining whether or not the moving speed of the inverted two-wheeled vehicle is equal to or higher than the determination threshold under a condition that the determination threshold is reduced in accordance with an increase in the angular velocity of the handle portion in the pitch direction;
In response to the determination result by the determination unit, a notification unit that operates to prompt a passenger of the inverted two-wheeled vehicle to correct the sudden operation of the handle unit;
An inverted two-wheeled vehicle equipped with.   The inverted two-wheeled vehicle is configured to change in a manner in which the moving speed of the inverted two-wheeled vehicle overshoots along the time axis due to the sudden operation of the handle portion. The inverted two-wheeled vehicle according to claim 1.   The determination means evaluates the degree of deviation of the moving speed of the inverted two-wheeled vehicle with respect to the determination threshold value, and instructs the notification means to operate in a different mode according to the evaluation result. The inverted two-wheeled vehicle according to claim 1 or 2.   The said determination means commands the operation | movement with respect to the said alerting | reporting means when the said angular velocity of the said handle | steering-wheel part in a pitch direction becomes more than a predetermined threshold value, The operation | movement with respect to any one of Claim 1 thru | or 3 characterized by the above-mentioned. Inverted two-wheeled vehicle. The inverted two-wheel type according to any one of claims 1 to 4, wherein the determination unit instructs the notifying unit to operate when the angular velocity of the handle portion in the pitch direction is equal to or greater than a predetermined threshold value. A vehicle,
The predetermined threshold decreases as the moving speed of the inverted two-wheeled vehicle increases.   The inverted two-wheeled vehicle is configured such that the speed at the next time point is adjusted according to the command speed according to the operation of the handle by the passenger and the current speed of the inverted two-wheeled vehicle. The inverted two-wheeled vehicle according to any one of claims 1 to 5.   The inverted two-wheeled vehicle according to any one of claims 1 to 6, wherein the notification means uses at least one of sound, light, and vibration as a notification medium. It is determined whether or not the moving speed of the inverted two-wheeled vehicle is equal to or higher than the determination threshold value under a condition that the determination threshold value is reduced according to an increase in the angular velocity of the handle portion in the pitch direction.
According to the determination result, a notification operation is performed so as to prompt a passenger of the inverted two-wheeled vehicle to correct the sudden operation of the handle part.
How to operate an inverted two-wheeled vehicle. A program for defining the operation of a computer incorporated in an inverted two-wheeled vehicle,
The computer determines whether or not the moving speed of the inverted two-wheeled vehicle is equal to or higher than the determination threshold under a condition that the determination threshold is reduced in accordance with an increase in the angular velocity of the handle portion in the pitch direction.
A program for causing a computer to generate an operation command for the notification means according to the determination result.

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