Master controller

Abstract

The present invention provides a master controller that allows adjustment of the steering feel. [Solution] The master controller of this embodiment comprises a motor, a handle connected to the motor shaft via a coupling mechanism or directly, a first detection unit that detects at least one of the angle or angular velocity of the handle, a torque calculation unit that calculates a target torque to be generated by the motor according to at least one of the angle or angular velocity of the handle, and a motor controller that controls the motor based on the target torque.

Description

Technical Field

[0005] , ,

[0001] This embodiment relates to a main controller.

Background Art

[0002] A main controller provided on the driver's cab of a railway vehicle is known. A driver operates a railway vehicle by operating the handle of the main controller. The handle mechanism of a conventional main controller is composed of mechanical parts such as a star wheel and a roller contact mechanism. Therefore, in order to adjust the feeling (operation feeling) that a driver feels when operating the handle, it is necessary to change the shape of the star wheel or change the spring included in the roller contact mechanism. Therefore, it has been difficult to flexibly adjust the operation feeling of the handle for each individual or for each driver.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] An object of this embodiment is to provide a main controller capable of adjusting the operation feeling of a handle.

Means for Solving the Problems

[0005] In order to solve the above problems, the main controller according to this embodiment includes a motor, a handle connected to the shaft of the motor via a coupling mechanism or directly, a first detection unit that detects at least one of the angle or angular velocity of the handle, a torque calculation unit that calculates a target torque to be generated in the motor according to at least one of the angle or angular velocity of the handle, and a motor controller that controls the motor based on the target torque.

Brief Description of the Drawings

[0006] [Figure 1] This diagram shows the configuration of the master controller according to Embodiment 1. [Figure 2] This diagram shows the detailed configuration of the control unit of Embodiment 1. [Figure 3] This diagram shows the detailed configuration of the torque calculation unit of Embodiment 1. [Figure 4] This diagram shows the relationship between angle and torque in a star wheel imitation model. [Figure 5] This figure shows the relationship between angle and torque in a gravity-compensated model. [Figure 6] This diagram shows the relationship between angle and torque in an auto-return model. [Figure 7] This diagram shows the relationship between angle and torque in a static friction model. [Figure 8] This figure shows the relationship between angular velocity and torque in a kinetic friction model. [Figure 9] This figure shows the relationship between angular velocity and torque in a damper model. [Figure 10] This figure shows the sum of the star wheel simulated torque, gravity-compensated torque, and auto-return torque. [Figure 11] This diagram shows the total torque of kinetic friction torque and damper torque. [Figure 12] This diagram shows the configuration of the master controller according to Embodiment 2. [Figure 13] This figure shows the detailed configuration of the control unit of Embodiment 2. [Figure 14] This diagram shows the configuration of the master controller according to Embodiment 3. [Figure 15] This figure shows the detailed configuration of the control unit of Embodiment 3. [Figure 16] This diagram shows the configuration of the master controller according to Embodiment 4. [Figure 17] This figure shows the detailed configuration of the control unit of Embodiment 4. [Figure 18] This diagram shows the configuration of the master controller according to Embodiment 5. [Figure 19]This diagram shows the case where the torque of the star wheel and the motor are in the same direction. [Figure 20] This diagram shows the case where the torque of the star wheel and the motor are in opposite directions. [Modes for carrying out the invention]

[0007] This embodiment will be described below with reference to the drawings. In the drawings, the same or corresponding elements are denoted by the same reference numeral, and detailed descriptions are omitted as appropriate.

[0008] (Embodiment 1) Figure 1 shows the configuration of the master controller 100 according to Embodiment 1. The master controller 100 is installed in the driver's cab of a railway vehicle. The master controller 100 comprises a main handle 10 (handle) operated by the driver, a motor 20, and a control unit 30 that controls the torque generated by the motor 20. The driver operates the railway vehicle by tilting the main handle 10 forward (towards the back of the page) or towards the driver (towards the front of the page). For example, tilting the main handle 10 towards the driver accelerates the vehicle, and tilting the main handle 10 forward brakes the vehicle. Also, the greater the angle at which the main handle 10 is tilted towards the driver, the greater the acceleration of the vehicle, and the greater the angle at which the main handle 10 is tilted forward, the greater the braking force applied to the vehicle. When moving the vehicle forward, the driver first tilts the reverse handle (not shown) forward, and then tilts the main handle 10 towards the driver. When moving the vehicle backward, the driver first tilts the reverse handle towards the driver, and then tilts the main handle 10 towards the driver. Furthermore, the mechanism of this embodiment can be applied not only to the main handle 10 but also to the reverse handle.

[0009] At the base of the main handle 10, a main handle shaft 11 is attached. Both ends of the main handle shaft 11 are supported in a rotatable state by bearings 12 and 13. A gear 14 is attached in the middle of the main handle shaft 11 (for example, at a position close to the bearing 12). The motor shaft 21 of the motor 20 is supported in a rotatable state by bearings 22 and 23. A gear 24 is attached in the middle of the motor shaft 21 (for example, at a substantially middle position). When the gear 24 on the motor shaft 21 meshes with the gear 14 on the main handle shaft 11, the torque generated by the motor 20 is transmitted to the main handle 10 via the gear 24 on the motor shaft 21 and the gear 14 on the main handle shaft 11. Thus, the main handle 10 is connected to the motor shaft 21 via a connection mechanism including the main handle shaft 11, the gear 14, and the gear 24. When the torque that the motor 20 can generate is sufficiently large, the gears 24 and 14 may be omitted, and the motor shaft 21 and the main handle shaft 11 may be integrated. That is, the main handle 10 may be directly connected to the motor shaft 21.

[0010] An angle sensor 16 (first detection unit) is attached to the motor shaft 21. For example, the angle sensor 16 can be composed of a rotary encoder, a hall sensor, a potentiometer, or the like. The angle sensor 16 detects the rotation angle of the motor shaft 21, and based on the rotation angle and the gear ratio of the gears 24 and 14, detects the angle of the main handle shaft 11, that is, the angle θ of the main handle 10. Alternatively, an angle sensor may be attached to the main handle shaft 11 to directly detect the angle of the main handle 10. Also, angle sensors may be attached to both the motor shaft 21 and the main handle shaft 11.

[0011] A torque sensor 15 (second detection unit) for detecting the torque τ generated by the motor 20 is attached to the motor shaft 21. For example, the torque sensor 15 can be constituted by a strain gauge or the like. Alternatively, the drive current of the motor 20 may be detected by a current sensor, and the torque τ generated by the motor 20 may be estimated based on the drive current. Further, separately from the torque sensor 15 on the motor shaft 21, a torque sensor may be attached to the main handle shaft 11 to detect the torque transmitted from the motor 20 to the main handle 10.

[0012] FIG. 2 is a diagram showing a detailed configuration of the control unit 30. The control unit 30 is constituted by a microcomputer, an FPGA (Field Programable Gate Array), an ASIC (Application Specific Integrated Circuit), or the like. The control unit 30 includes a differentiator 31, a torque calculation unit 32, a torque limiter 33, a motor controller 34, and a recorder 35. The differentiator 31 differentiates the angle θ of the main handle 10 input from the angle sensor 16 to calculate the angular velocity ω of the main handle 10. The differentiator 31, together with the angle sensor 16, constitutes the first detection unit of the first embodiment. Alternatively, instead of the differentiator 31, an angular velocity sensor may be attached to the motor shaft 21 or the main handle shaft 11 to detect the angular velocity ω. The torque calculation unit 32 calculates a target value of the torque that the motor 20 should generate, that is, a target torque, based on the angle θ and the angular velocity ω of the main handle 10.

[0013] The target torque calculated by the torque calculation unit 32 is limited to be not more than the maximum torque determined in advance by the torque limiter 33 and input to the motor controller 34. The motor controller 34 controls the motor 20 based on the input target torque. That is, the motor 20 is controlled to generate a torque corresponding to the target torque (for example, a torque equal to the target torque). The recorder 35 records the angle θ of the main handle 10 detected by the angle sensor 16 and the torque τ generated by the motor 20 detected by the torque sensor 15.

[0014] Figure 3 shows a detailed configuration of the torque calculation unit 32. The torque calculation unit 32 includes a star wheel imitation torque calculator 32a, a gravity-compensated torque calculator 32b, an auto-return torque calculator 32c, a friction torque calculator 32d, a damper torque calculator 32e, and adders 32f to 32i.

[0015] The star wheel imitation torque calculator 32a calculates a torque that mimics the feel of operation obtained by the star wheel provided by a conventional master controller. Specifically, the star wheel imitation torque calculator 32a stores a model that defines the relationship between the angle θ of the main handle 10 and the corresponding torque that mimics the feel of operation of the star wheel, as shown in Figure 4. When the motor 20 generates a torque calculated according to this model and transmits it to the main handle 10, the driver will feel a sensation (notch) that the main handle 10 settles into that position each time the angle θ of the main handle 10 reaches a specific angle (EB to B4 in the figure). In other words, the driver will obtain a feel of operation equivalent to that of a conventional star wheel. In the figure, EB to B4 are shown as specific angles, but specific angles beyond B4 (B3 to B1, off, P1, P2, P3, P4, etc. See Figure 10) may also be included. Such a model may be defined as a mathematical formula or as a table that records the correspondence between angle θ and torque. EB corresponds to the emergency brake, B7-B1 corresponds to brake notch 7-1, OFF corresponds to neutral (coasting), and P1-P4 corresponds to power notch 1-4. The aforementioned reverse handle (not shown) can be switched to three positions: forward, towards the driver, or in between.

[0016] The gravity-compensated torque calculator 32b calculates a torque that cancels out the gravity-derived torque acting on the main handle 10. Specifically, the gravity-compensated torque calculator 32b stores a model that defines the relationship between the angle θ of the main handle 10 and the corresponding compensation torque, as shown in Figure 5. When the motor 20 generates a torque calculated according to this model and transmits it to the main handle 10, the gravity-derived torque acting on the main handle 10 is compensated.

[0017] Specifically, when the main handle 10 is at position M (where the center of gravity of the main handle 10 is directly above the center of rotation of the main handle 10 (for example, in the opposite direction vertically)), the gravity-compensated torque is zero. When the main handle 10 is on the powering side of position M, a positive compensation torque is calculated to counteract the negative torque from gravity that tries to push the main handle 10 further towards the powering side. On the other hand, when the main handle 10 is on the braking side of position M, a negative compensation torque is calculated to counteract the positive torque from gravity that tries to push the main handle 10 further towards the braking side. As a result, the driver will have a feel of operation that compensates for the torque from gravity. Such a model may be defined as a mathematical formula, or as a table that records the correspondence between angle θ and torque.

[0018] The auto-return torque calculator 32c calculates the torque that attempts to return the main handle 10 to the off position (neutral) when the main handle 10 is in the powering position. Specifically, the auto-return torque calculator 32c stores a model that defines the relationship between the angle θ of the main handle 10 and the corresponding auto-return torque, as shown in Figure 6. The motor 20 generates a torque calculated according to this model, and when this is transmitted to the main handle 10, if the driver releases their hand from the main handle 10 while it is in the powering position, the main handle 10 will automatically return to the off position. Such a model may be defined as a mathematical formula or as a table that records the correspondence between angle θ and torque.

[0019] The friction torque calculator 32d calculates torques that simulate the mechanical static friction and kinetic friction acting on the main handle 10. Specifically, the friction torque calculator 32d stores a model that defines the relationship between the angle θ of the main handle 10 and the corresponding torque that simulates static friction, as shown in Figure 7. The torque that simulates static friction acts to keep the main handle 10 in its current position when the driver attempts to move the stationary main handle 10. The friction torque calculator 32d also stores a model that defines the relationship between the angular velocity ω of the main handle 10 and the corresponding torque that simulates kinetic friction, as shown in Figure 8. The torque that simulates kinetic friction acts to resist the movement of the main handle 10 when the driver is moving it. The motor 20 generates the total torque calculated according to these models, and when this is transmitted to the main handle 10, the driver will feel the static and kinetic friction when operating the main handle 10. Such a model may be defined as a mathematical formula, or as a table recording the correspondence between angle θ, angular velocity ω, and torque.

[0020] The damper torque calculator 32e calculates a resistance torque proportional to the speed at which the main handle 10 is moved. Specifically, the damper torque calculator 32e stores a model that defines the relationship between the angular velocity ω of the main handle 10 and the corresponding damper torque, as shown in Figure 9. When the motor 20 generates a torque calculated according to this model and transmits it to the main handle 10, the driver will feel a resistance torque proportional to the speed at which the main handle 10 is moved. Such a model may be defined as a mathematical formula or as a table that records the correspondence between angular velocity ω and torque.

[0021] The torques calculated by each torque calculator 32a to 32e are added together by adders 32f to 32i and output as the target torque from the torque calculation unit 32. For example, Figure 10 shows the torque obtained by adding the star wheel imitation torque, gravity compensation torque, and auto-return torque. Also, Figure 11 shows the torque obtained by adding the dynamic friction torque and damper torque. The sum of these torques becomes the target torque.

[0022] Returning to Figure 2, the target torque calculated by the torque calculation unit 32 is limited to less than or equal to the maximum torque by the torque limiter 33 and input to the motor controller 34. The motor controller 34 controls the motor 20 to generate torque corresponding to the target torque by performing feedback control based on the difference between the input target torque and the actual torque τ detected by the torque sensor 15. As a result, the driver operating the main handle 10 will get an operating sensation that combines star wheel imitation torque, gravity compensation torque, auto-return torque, friction torque, and damper torque.

[0023] As described above, the master controller 100 according to this embodiment 1 comprises a main handle 10, a motor 20 mechanically connected to the main handle 10, and a control unit 30 that controls the torque generated by the motor 20. The control unit 30 calculates a target torque that the motor 20 should generate according to at least one of the angle or angular velocity of the main handle 10, and controls the motor 20 based on the target torque. The torque generated by the motor 20 is then transmitted to the main handle 10, thereby adjusting the feel of the main handle 10. Due to these features, the master controller 100 according to this embodiment 1 can flexibly adjust the feel of the main handle 10. Furthermore, since there are no parts equivalent to the star wheel or pressure contact mechanism of conventional master controllers, it is smaller and lighter than conventional master controllers. In addition, since there is no operating noise caused by the star wheel or pressure contact mechanism, it is quiet.

[0024] The control unit 30 calculates a target torque by summing the torques of multiple models that define the relationship between at least one of the angle or angular velocity of the main handle 10 and the torque generated by the motor 20. Specifically, these models include star wheel imitation torque, gravity compensation torque, auto-return torque, friction torque, and damper torque. This allows the driver operating the main handle 10 to obtain an operating feel that combines all of the star wheel imitation torque, gravity compensation torque, auto-return torque, friction torque, and damper torque. Alternatively, the control unit 30 may calculate the target torque by selecting and summing the necessary models from among them, rather than summing all of the torques. This allows for more flexible adjustment of the operating feel of the main handle 10.

[0025] The control unit 30 limits the target torque calculated as described above to less than or equal to the maximum torque. This prevents the motor 20 from generating excessive torque, which would then be transmitted to the main handle 10, thus preventing excessive force from being applied to the driver operating the main handle 10.

[0026] The control unit 30 records the angle θ of the main handle 10 detected by the angle sensor 16 and the torque τ generated by the motor 20 detected by the torque sensor 15. This allows for the quantitative recording of the operation history of the main handle 10. Furthermore, by analyzing the operation history, malfunctions, foreign matter contamination, etc., can be detected and used for maintenance.

[0027] (Embodiment 2) Figure 12 shows the configuration of the master controller 200 according to Embodiment 2. In addition to the same configuration as in Embodiment 1, the master controller 200 is equipped with an identification unit 240 that identifies the driver operating the main handle 10. For example, the identification unit 240 is an IC card reader and identifies the driver by reading the information on the IC card the driver is carrying. Alternatively, the identification unit 240 is a fingerprint authentication device and identifies the driver by reading the driver's fingerprint.

[0028] Figure 13 shows a detailed configuration of the control unit 230 of the master controller 200. The control unit 230 includes a model adjuster 236 that adjusts the characteristics of each model stored in the torque calculation unit 32. As previously mentioned, the torque calculation unit 32 stores multiple models that define the relationship between at least one of the angle θ or angular velocity ω of the main handle 10 and the corresponding torque. The characteristics of each model are determined by one or more model parameters.

[0029] For example, in the star wheel imitation model shown in Figure 4, the model parameters include angles EB~B4, the maximum strength, maximum width, and rate of change of curvature for each angle, as well as the magnification and offset. The magnification is a constant value that is uniformly multiplied by the torque value of each angle; a magnification greater than 1 increases the torque, and a magnification less than 1 decreases the torque. The offset is a constant value that is uniformly added to the torque value of each angle. The characteristics of the star wheel imitation model are determined by the values ​​of these model parameters. Alternatively, the star wheel imitation model shown in Figure 4 can be constructed by arranging multiple torque models for one notch, and the model parameters include the number and placement (angle) of the torque models for one notch, the maximum strength, maximum width, and rate of change of curvature for each angle, as well as the magnification and offset.

[0030] By changing the values ​​of the model parameters defined as described above, the characteristics of the star wheel imitation model, namely the degree of notch sensation felt by the driver operating the main handle 10 at different angles, can be adjusted. Similarly, for other models, there are model parameters that determine the characteristics of that model, and by changing these values, the characteristics of the model can be adjusted.

[0031] The model adjuster 236 adjusts the characteristics of each model to suit the driver identified by the identification unit 240 by changing the values ​​of the model parameters of each model. The correspondence between each driver and the values ​​of the model parameters may be included in the information read from the IC card, or it may be stored in the model adjuster 236. The model adjuster 236 may also store a dedicated model for each driver and switch models according to the identified driver. This allows, for example, increasing friction torque, damper torque, and star wheel torque for drivers with strong muscles, and decreasing these torques for drivers with weak muscles. Furthermore, it may be possible to change the values ​​of the model parameters and switch models by operating a monitor (not shown) on the master controller 200.

[0032] As described above, the master controller 200 according to this second embodiment includes an identification unit 240 that identifies the driver operating the main handle 10. The control unit 230 adjusts the characteristics of each model by changing the values ​​of the model parameters of each model stored in the torque calculation unit 32 according to the identified driver. This makes it possible to individually adjust the feel of operating the main handle 10 for each driver.

[0033] (Embodiment 3) Figure 14 shows the master controller 300 and automatic driving device 350 according to Embodiment 3. The master controller 300 is connected to the automatic driving device 350 to form an automatic driving system. The automatic driving device 350 is a device that automatically drives a railway vehicle and transmits a driving command signal to the control unit 330. The driving command signal is a signal that instructs the master handle 10 to move to a specified angle.

[0034] Figure 15 shows a detailed configuration of the control unit 330 of the master controller 300. The control unit 330 includes an angle-changing torque calculator 337 and an adder 339. When the angle-changing torque calculator 337 receives an operation command signal from the automatic operation device 350, it calculates a torque (angle-changing torque) such that the angular velocity ω of the main handle 10 is kept at a predetermined constant value (predetermined angular velocity) until the angle θ of the main handle 10 reaches the angle specified by the operation command signal. The angle-changing torque is added to the target torque by the adder 339. As a result, the main handle 10 is moved at a constant angular velocity to the angle specified by the operation command signal without requiring operation by the driver.

[0035] Furthermore, if the output of the adder 339 exceeds the maximum torque when the angle-changing torque is increased, the target torque is limited to below the maximum torque by the torque limiter 33, even if the predetermined angular velocity has not been reached, effectively resulting in a constant torque control state. This prevents the motor 20 from generating excessive torque, which would then be transmitted to the main handle 10 and cause damage to the main handle 10.

[0036] As described above, the master controller 300 according to this third embodiment is equipped with an automatic driving device 350. The control unit 330 calculates the angle change torque required to change the angle of the main handle 10 to a specified angle according to the driving command signal received from the automatic driving device 350, and adds it to the target torque. This makes it possible to operate the main handle 10 and drive the railway vehicle automatically without requiring any operation from the driver.

[0037] (Embodiment 4) Figure 16 shows the configuration of the master controller 400 according to Embodiment 4. The master controller 400 has the same configuration as in Embodiment 1, plus an abnormality detection device 460. When an abnormality is detected in the railway vehicle, the abnormality detection device 460 transmits an abnormality detection signal to the control unit 430. The abnormality detection signal is a signal that instructs the master handle 10 to vibrate with a specified strength.

[0038] Figure 17 shows a detailed configuration of the control unit 430 of the master controller 400. The control unit 430 includes a vibration torque calculator 438 and an adder 439. When the vibration torque calculator 438 receives an abnormality detection signal from the abnormality detection device 460, it calculates a sinusoidal torque, i.e., vibration torque, that causes the main handle 10 to vibrate with the strength specified by the abnormality detection signal. The vibration torque is added to the target torque by the adder 439. As a result, when an abnormality is detected, the main handle 10 vibrates with the strength specified by the abnormality detection signal, attracting the attention of the driver. The vibration torque calculator 438 and the adder 439 constitute the vibrator of this embodiment 4.

[0039] As described above, the master controller 400 according to this embodiment 4 is equipped with an abnormality detection device 460. The control unit 430 calculates the vibration torque required to vibrate the main handle 10 with a specified strength according to the abnormality detection signal received from the abnormality detection device 460, and adds it to the target torque. As a result, when an abnormality is detected, the main handle 10 vibrates, attracting the attention of the driver.

[0040] (Embodiment 5) Figure 18 shows the configuration of the master controller 500 according to Embodiment 5. In addition to the same configuration as in Embodiment 1, the master controller 500 includes a star wheel 570 attached to the middle of the motor shaft 21 and a roller contact mechanism 571. Multiple notches are formed on the outer circumference of the star wheel 570. The roller contact mechanism 571 includes a spring and a roller attached to its tip. When the roller, pushed up by the spring, falls into the notches of the star wheel 570, torque is generated that gives the driver a notch sensation. The star wheel 570 is mechanically connected to the main handle 10 and the motor 20.

[0041] In conventional master controllers, a star wheel is used to give the driver a notch sensation when operating the main handle. In this embodiment 5, the torque transmitted to the main handle 10 is a combination of the torque generated by the motor 20 and the torque generated by the star wheel 570. For example, in Figure 19, the torque of the star wheel 570 and the torque of the motor 20 are in the same direction, and the notch sensation is strengthened. In Figure 20, the torque of the star wheel 570 and the torque of the motor 20 are in opposite directions, and the notch sensation is weakened.

[0042] Even if the motor 20 fails, the torque generated by the star wheel 570 will still produce a notch sensation. If the motor 20 is not failing, the control unit 450 may add a torque to the target torque that cancels out the torque generated by the star wheel 570, instead of the torque defined in the star wheel imitation model in Figure 4, thereby neutralizing the effect of the star wheel 570. Alternatively, after neutralizing the effect of the star wheel 570, a new star wheel imitation torque may be added to produce an effect similar to that of replacing the star wheel.

[0043] As described above, the master controller 500 according to this embodiment 5 is equipped with a star wheel 570 that is mechanically connected to the main handle 10 and the motor 20. The torque transmitted to the main handle 10 is a combination of the torque generated by the motor 20 and the torque generated by the star wheel 570. As a result, even if the motor 20 fails, the driver operating the main handle 10 can feel the notch due to the torque generated by the star wheel 570.

[0044] Although several embodiments have been described, these embodiments are presented as examples and are not intended to limit the scope of the embodiments. These embodiments can be implemented in various other forms, and various omissions, substitutions, modifications, and combinations can be made without departing from the spirit of the embodiments. These embodiments and their variations are included in the scope and spirit of the embodiments, as well as in the claims and their equivalents.

[0045] Furthermore, this embodiment can also be configured as follows. [Item 1] (Embodiment 1) Motor and, A handle connected to the shaft of the motor via a coupling mechanism or directly, A first detection unit that detects at least one of the angle or angular velocity of the handle, A torque calculation unit that calculates a target torque to be generated by the motor according to at least one of the angle or angular velocity of the handle, A motor controller that controls the motor based on the target torque, A master controller equipped with this. [Item 2] (Embodiment 1) The torque calculation unit calculates the target torque based on a model that defines the relationship between at least one of the angle or angular velocity of the handle and the torque generated by the motor. The master controller described in item 1. [Item 3] (Embodiment 1) The aforementioned model includes at least one model of star wheel imitation torque, gravity-compensated torque, auto-return torque, friction torque, and damper torque. The master controller described in item 2. [Item 4] (Embodiment 2) The aforementioned model includes model parameters that determine the characteristics of the aforementioned model, The system further includes a model adjuster that adjusts the characteristics of the model by changing the values ​​of the model parameters. The master controller described in item 2 or 3. [Item 5] (Embodiment 2) The system further includes an identification unit that identifies the driver operating the handle, The model adjuster modifies the values ​​of the model parameters according to the identified driver. The master controller described in item 4. [Item 6] (Embodiment 1) The system further includes a torque limiter that limits the target torque to less than or equal to the maximum torque. A master controller as described in any one of items 1 to 5. [Item 7] (Embodiment 1) A second detection unit for detecting the torque generated by the motor, A recorder for recording the detected angle and torque, further comprising A master controller as described in any one of items 1 to 6. [Item 8] (Embodiment 3) The device further includes an angle changer that calculates the angle change torque for changing the angle of the handle and adds the angle change torque to the target torque. A master controller as described in any one of items 1 to 7. [Item 9] (Embodiment 4) The system further includes a vibrator that calculates the vibration torque that vibrates the handle and adds the vibration torque to the target torque. A master controller as described in any one of items 1 to 8. [Item 10] (Embodiment 5) The vehicle further comprises a star wheel mechanically connected to the handle and the motor, The torque transmitted to the handle is a combination of the torque generated by the motor and the torque generated by the star wheel. A master controller as described in any one of items 1 through 9. [Explanation of symbols]

[0046] 10 Main handle (handle) 11 Main handle shaft 12 bearings 13 Bearings 14 gears 15 Torque sensor (second detection unit) 16. Angle sensor (first detection unit) 20 motors 21 Motor shaft 22 bearings 23 Bearings 24 gears 30 Control Unit 31 Differentiator (First detection unit) 32 Torque calculation unit 32a Star Wheel Simulated Torque Calculator 32b Gravity-compensated torque calculator 32c Auto-Return Torque Calculator 32d Friction Torque Calculator 32e Damper Torque Calculator 32f Adder 32g Adder 32h Adder 32i Adder 33 Torque limiter 34 Motor controller 35 Recorders 100 Master Controller 200 Master Controller 230 Control Unit 236 Model Adjuster 240 Identification unit 300 Master Controller 330 Control Unit 337 Angle-Changing Torque Calculator (Angle Changer) 339 Adder (Angle Changer) 350 Automated Driving System 400 Master Controller 430 Control Unit 438 Vibration Torque Calculator (Vibrator) 439 Adder (vibrator) 460 Anomaly detection device 500 Master Controller 570 Star Wheel 571 Pressure welding mechanism θ Main handle angle (handle angle) τ: Torque generated by the motor (torque transmitted to the handlebars) ω Angular velocity of the main handle (angular velocity of the handle)

Claims

1. Motor and, A handle connected to the shaft of the motor via a coupling mechanism or directly, A first detection unit that detects at least one of the angle or angular velocity of the handle, A torque calculation unit that calculates a target torque to be generated by the motor according to at least one of the angle or angular velocity of the handle, A motor controller that controls the motor based on the target torque, A master controller equipped with this.

2. The torque calculation unit calculates the target torque based on a model that defines the relationship between at least one of the angle or angular velocity of the handle and the torque generated by the motor. The master controller according to claim 1.

3. The aforementioned model includes at least one of the following: star wheel imitation torque, gravity compensation torque, auto-return torque, friction torque, and damper torque. The master controller according to claim 2.

4. The aforementioned model includes model parameters that determine the characteristics of the aforementioned model, The system further includes a model adjuster that adjusts the characteristics of the model by changing the values ​​of the model parameters. The master controller according to claim 2.

5. The system further includes an identification unit that identifies the driver operating the handle, The model adjuster modifies the values ​​of the model parameters according to the identified driver. The master controller according to claim 4.

6. The system further includes a torque limiter that limits the target torque to less than or equal to the maximum torque. The master controller according to claim 1.

7. A second detection unit for detecting the torque generated by the motor, A recorder for recording the detected angle and torque, further comprising The master controller according to claim 1.

8. The device further includes an angle changer that calculates the angle change torque for changing the angle of the handle and adds the angle change torque to the target torque. The master controller according to claim 1.

9. The system further includes a vibrator that calculates the vibration torque that vibrates the handle and adds the vibration torque to the target torque. The master controller according to claim 1.

10. The vehicle further comprises a star wheel mechanically connected to the handle and the motor, The torque transmitted to the handle is a combination of the torque generated by the motor and the torque generated by the star wheel. The master controller according to claim 1.

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