Posture control system

Abstract

The present invention provides an attitude control device that can acquire acceleration in the forward / backward and left / right directions of a moving object without using an acceleration sensor, and perform attitude control based on the obtained acceleration. [Solution] The attitude control device of the embodiment includes, as an example, a calculation unit that calculates acceleration in the longitudinal direction using the weight of the moving body and the braking driving force, acceleration in the lateral direction using the vehicle speed and the turning radius, and calculates the target base angle in the longitudinal direction using the acceleration in the longitudinal direction, and the target base angle in the lateral direction using the acceleration in the lateral direction.

Description

Technical Field

[0001] Embodiments of the present invention relate to an attitude control device.

Background Art

[0002] For example, in the technology of Patent Document 1, an acceleration sensor mounted on a vehicle detects acceleration, and a vehicle control device that reduces the influence of the detected acceleration is shown.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] However, when using the acceleration detected by the acceleration sensor, for example, when the vehicle moves up and down due to disturbances such as road surface irregularities, changes may occur in the acceleration in the front-rear direction and the left-right direction, and unnecessary control may be performed.

[0005] Therefore, one of the problems of the embodiments is to provide an attitude control device that can obtain the acceleration in the front-rear direction and the left-right direction of a moving body without using an acceleration sensor and perform attitude control based on the obtained acceleration.

Means for Solving the Problems

[0006] The attitude control device of the embodiment, as an example, calculates the acceleration in the front-rear direction using the weight of the moving body and the braking driving force, and the acceleration in the left-right direction using the vehicle speed and the turning radius, and calculates the pedestal target angle in the front-rear direction using the acceleration in the front-rear direction and the pedestal target angle in the left-right direction using the acceleration in the left-right direction, and includes an arithmetic unit.

Effects of the Invention

[0007] According to the attitude control device of the present invention, the acceleration in the longitudinal and lateral directions of a moving body can be calculated without using an acceleration sensor. Therefore, for example, when the moving body moves up and down, the changes in the acceleration in the longitudinal and lateral directions can be reduced. [Brief explanation of the drawing]

[0008] [Figure 1] Figure 1 is a block diagram showing an example of the configuration of a vehicle attitude control system to which the attitude control device according to the first embodiment is applied. [Figure 2] Figure 2 is a flowchart showing an example of processing by the attitude control device according to the first embodiment. [Figure 3] Figure 3 is a flowchart showing an example of processing by the attitude control device according to the first embodiment when the road surface friction coefficient is greater than or equal to a predetermined value. [Figure 4] Figure 4 is a flowchart showing an example of the process for controlling the pedestal angle by the attitude control device according to the first embodiment. [Figure 5] Figure 5 is a block diagram showing an example of the configuration of a vehicle attitude control system to which the attitude control device according to the second embodiment is applied. [Figure 6] Figure 6 is a flowchart showing an example of processing by the attitude control device according to the second embodiment, depending on the occupant's state or selection. [Modes for carrying out the invention]

[0009] The attitude control device of this embodiment will be described below with reference to the drawings. The configuration of the embodiment described below, and the operations and effects brought about by said configuration, are examples only, and the present invention is not limited to the contents described below.

[0010] In the following explanation, "forward / backward direction" refers to the direction parallel to the direction of movement of the moving object. "Left / right direction" refers to the direction perpendicular to the direction of movement of the moving object and parallel to the ground.

[0011] The mobile object is a movable object, such as a vehicle or a robot. In this embodiment, the case where the mobile object is a vehicle will be used as an example. The vehicle's base may also have a rear section integrally provided with it. Controlling the base angle includes, for example, controlling the base angle so that the rear section moves together with it.

[0012] Figure 1 is a block diagram showing an example of the configuration of a vehicle attitude control system 1 to which the attitude control device 8 according to the first embodiment is applied.

[0013] The attitude control system 1 comprises a navigation system 2, a powertrain control system 3, a vehicle speed sensor 4, a steering sensor 5, an acceleration sensor 6, an attitude control device 8, and a pedestal drive device 7.

[0014] The attitude control system 1 controls the vehicle's longitudinal acceleration a1 [m / s²]. 2 ] and acceleration a²[m / s²] in the left-right direction 2 The attitude control system 1 uses the calculated longitudinal acceleration a1 and lateral acceleration a2 to calculate the longitudinal target angle θ of the base mounted on the vehicle. VT [deg] and the target angle θ of the base in the left and right directions HT The [deg] is calculated. The attitude control system 1 controls the pedestal angle θ in the front-rear direction by the pedestal drive unit 7. V [deg] and the left-right base angle θ H Adjust the [deg].

[0015] Navigation system 2 includes a GPS (Global Positioning System) sensor 21 and map information 22.

[0016] The GPS sensor 21 acquires data for estimating the vehicle's position.

[0017] Map information 22 includes, for example, the road surface inclination angle θ in the forward and backward direction, such as uphill, downhill, or flat sections of a road. dIt includes at least the angle [deg], the radius of curvature r1 [m] of the road in the traveling direction, and a branching point such as an intersection.

[0018] The power train control system 3 includes the vehicle weight m [kg] 31, the braking driving force F [N] 32, and the road surface friction sensor 33.

[0019] The vehicle weight m 31 is information on the weight of the vehicle to which the attitude control device 8 is applied. Note that the vehicle weight m 31 is also referred to as the weight of the moving body.

[0020] The braking driving force F 32 is, for example, the braking force detected from the brake operation amount or the driving force detected from the accelerator operation amount.

[0021] The road surface friction sensor 33 detects the road surface friction coefficient μ.

[0022] The vehicle speed sensor 4 detects the rotation amount of the wheel or the number of rotations per unit time. The vehicle speed sensor 4 calculates the vehicle speed v [m / s] from the rotation amount or the number of rotations. Note that the vehicle speed v also includes the speed of the moving body.

[0023] The steering sensor 5 detects the steering angle θ s [deg] from the steering operation amount.

[0024] The acceleration sensor 6 detects the acceleration a1 in the front-rear direction of the vehicle, the acceleration a2 in the left-right direction, and the acceleration a4 in the up-down direction of the vehicle.

[0025] The pedestal drive device 7 includes the position sensor 71, the drive motor 72, the front-rear direction pendulum drive unit 73, and the left-right direction pendulum drive unit 74.

[0026] The position sensor 71 detects, for example, the pedestal angle θ V in the front-rear direction and the pedestal angle θ H in the left-right direction.

[0027] The drive motor 72 drives, for example, the longitudinal pendulum drive unit 73 in the longitudinal direction. The drive motor 72 also drives, for example, the lateral pendulum drive unit 74 in the lateral direction. The drive motor 72 drives the longitudinal pendulum drive unit 73 and the lateral pendulum drive unit 74, for example, under the control of the attitude control device 8.

[0028] The longitudinal pendulum drive unit 73 is a mechanism that causes the base to perform a longitudinal pendulum motion to reduce the effects of longitudinal acceleration a1 when the vehicle accelerates or decelerates in the longitudinal direction, for example, when the vehicle accelerates or decelerates in the longitudinal direction and longitudinal acceleration a1 is generated in the vehicle. The longitudinal pendulum drive unit 73 can reduce the movement of occupants seated on the base in the longitudinal direction due to the effects of acceleration or deceleration.

[0029] The lateral pendulum drive unit 74 is a mechanism that causes the base to perform a lateral pendulum motion to reduce the effects of the lateral acceleration a2 that occurs when the vehicle rotates in the lateral direction. The lateral pendulum drive unit 74 can reduce the lateral movement of occupants seated on the base caused by the rotational movement.

[0030] The attitude control device 8 comprises a calculation unit 81 and an output control unit 82.

[0031] The calculation unit 81 obtains the vehicle weight m31 and the braking force F32, and uses the vehicle weight m31 and the braking force F32 to calculate the longitudinal acceleration a1.

[0032] The calculation unit 81 acquires the vehicle speed v from the vehicle speed sensor 4. The calculation unit 81 also acquires the steering angle θ from the steering sensor 5. s The turning radius r2 [m] is calculated using this method.

[0033] The calculation unit 81 acquires information from the GPS sensor 21 and map information 22, and determines whether the distance between the vehicle's current position and the first reference position is within a predetermined value. Here, the first reference position is, for example, a branching point such as an intersection. The distance between the vehicle's current position and the first reference position is the distance between the vehicle's current position and the branching point such as an intersection (for example, the vehicle's current position is a few meters before the branching point such as an intersection). The calculation unit 81 may acquire the map information 22 in advance.

[0034] The calculation unit 81 calculates the lateral acceleration a2 using the vehicle speed v and the turning radius r2 if it determines that the distance between the current position and the first reference position is within a predetermined value, that is, if it determines that the vehicle is close to a branching point. If the calculation unit 81 determines that the distance between the current position and the first reference position is farther than the predetermined value, it calculates the lateral acceleration a2 using the vehicle speed v and the radius of curvature r1 of the road in the direction of travel.

[0035] The calculation unit 81 obtains the road surface friction coefficient μ from the road surface friction sensor 33 and determines whether the road surface friction coefficient μ is less than a predetermined value set in advance.

[0036] If the calculation unit 81 determines that the road surface friction coefficient μ is less than a predetermined value, that is, if it determines that the vehicle is prone to slipping, it changes the longitudinal acceleration a1 and lateral acceleration a2 to be calculated to the values ​​obtained from the acceleration sensor 6.

[0037] The calculation unit 81 determines that the road surface friction coefficient μ is greater than or equal to a predetermined value, that is, that the vehicle is unlikely to slip, and obtains the radius of curvature r3 [m] of the road at the second reference position, which is moved from the vehicle's current position. Here, the second reference position is, for example, a position moved a predetermined distance from the vehicle's current position that is further than the first reference position. It is also defined as the distance L [m] between the current position and the second reference position. The calculation unit 81 uses the vehicle speed v and the radius of curvature r3 of the road at the second reference position to obtain the predicted lateral acceleration a3 [m / s²] at the second reference position. 2 [As described in ].

[0038] The calculation unit 81 calculates the jerk using the acceleration a2 in the left-right direction and the predicted acceleration a3 in the left-right direction, and determines whether the jerk is greater than a predetermined value set in advance.

[0039] If the calculation unit 81 determines that the jerk is greater than a predetermined value, it uses the lateral acceleration a2 and the predicted lateral acceleration a3 to calculate the lateral base target angle θ. HT The calculation unit 81 determines that the jerk is less than or equal to a predetermined value, and uses the acceleration a2 in the left-right direction to calculate the base target angle θ in the left-right direction. HT Calculate.

[0040] The calculation unit 81 uses at least the acceleration a1 in the longitudinal direction to determine the base target angle θ in the longitudinal direction. VT The calculation unit 81 also calculates, for example, the acceleration a1 in the longitudinal direction and the road surface inclination angle θ. d Using the front-to-back direction, the base target angle θ VT Calculate.

[0041] The calculation unit 81 measures the base angle θ in the front-rear direction from the position sensor 71. V and the base angle θ in the left and right directions H Obtain it.

[0042] The output control unit 82 controls the current pedestal angle θ in the front-to-back direction. V and the base angle θ in the left and right directions H The base target angle θ in the front-to-back direction VT and the base target angle θ in the left and right directions HT The base angle θ in the front-to-back direction is such that V and the base angle θ in the left and right directions H Control.

[0043] Figure 2 is a flowchart showing an example of processing by the attitude control device 8 according to the first embodiment. As shown in Figure 2, the calculation unit 81 of the attitude control device 8 acquires the vehicle's current position information from the GPS sensor 21 (step S1). The calculation unit 81 may acquire map information 22, or may have acquired map information 22 in advance.

[0044] The calculation unit 81 uses the location information and map information 22 to determine the road surface inclination angle θ d The radius of curvature r1 of the road in the direction of travel is obtained (step S2).

[0045] The calculation unit 81 obtains the vehicle weight m31 (step S3).

[0046] The calculation unit 81 obtains the braking driving force F32 (step S4).

[0047] The calculation unit 81 calculates the longitudinal acceleration a1 using the vehicle weight m31 and the braking force F32 (step S5). For example, the longitudinal acceleration a1 is calculated as a1 = 9.8 × m / F.

[0048] The calculation unit 81 obtains the vehicle speed v from the vehicle speed sensor 4 (step S6).

[0049] The calculation unit 81 receives the steering angle θ from the steering sensor 5. s Obtain the steering angle θ. s The turning radius r2 is calculated by (step S7). For example, the turning radius r2 is given by r2 = θ s It is calculated by multiplying by k1, where k1 is the turning radius conversion factor.

[0050] The calculation unit 81 determines whether the distance between the vehicle's current position and the first reference position is within a predetermined value (step S8).

[0051] If the calculation unit 81 determines that the distance between the vehicle's current position and the first reference position is greater than a predetermined value (step S8; No), it calculates the lateral acceleration a2 using the vehicle speed v and the radius of curvature r1 of the road in the direction of travel (step S9). For example, the lateral acceleration a2 is a2 = v 2 It is calculated by / r1.

[0052] If the calculation unit 81 determines that the distance between the vehicle's current position and the first reference position is within a predetermined range, that is, that it is close to the branching point (step S8; Yes), it calculates the lateral acceleration a2 using the vehicle speed v and the turning radius r2 (step S10). For example, the lateral acceleration a2 is a2 = v 2 It is calculated by / r2.

[0053] The calculation unit 81 obtains the road surface friction coefficient μ from the road surface friction sensor 33 (step S11).

[0054] The calculation unit 81 determines whether the road surface friction coefficient μ is less than a predetermined value (step S12).

[0055] If the calculation unit 81 determines that the road surface friction coefficient μ is less than a predetermined value (step S12; Yes), that is, if it determines that the vehicle is prone to slipping, it changes the longitudinal acceleration a1 and lateral acceleration a2 to be calculated to the values ​​obtained from the acceleration sensor 6. Then it proceeds to step S31 shown in Figure 4 (step S13).

[0056] If the calculation unit 81 determines that the road surface friction coefficient μ is equal to or greater than a predetermined value (step S12; No), that is, if it determines that the vehicle is unlikely to slip, it proceeds to step S21 shown in Figure 3.

[0057] Figure 3 is a flowchart showing an example of processing by the attitude control device 8 according to the first embodiment when the road surface friction coefficient μ is greater than or equal to a predetermined value.

[0058] As shown in Figure 3, the calculation unit 81 uses the vehicle's current position information and map information 22 to obtain the radius of curvature r3 of the road at the second reference position, which is moved from the current position. (Step S21).

[0059] The calculation unit 81 calculates the predicted lateral acceleration a3 at the second reference position using the vehicle speed v and the radius of curvature r3 of the road at the second reference position (step S22).

[0060] The calculation unit 81 calculates the jerk using the acceleration a2 in the left-right direction and the predicted acceleration a3 in the left-right direction, and determines whether the jerk is greater than a predetermined value (step S23). For example, the jerk is calculated by |a3-a2| / (L / v).

[0061] If the calculation unit 81 determines that the jerk is greater than a predetermined value (step S23; Yes), it uses the lateral acceleration a2 and the lateral predicted acceleration a3 to calculate the lateral base target angle θ. HT Calculate (Step S24).

[0062] For example, the target angle θ of the base in the left-right direction. HT is, θ HT =(a2+(a3-a 2) It is calculated by (k3)k2. Here, k3 is the jerk reduction coefficient and k2 is the base angle conversion coefficient.

[0063] If the calculation unit 81 determines that the jerk is less than or equal to a predetermined value (step S23; No), it uses the acceleration a2 in the left-right direction to calculate the base target angle θ in the left-right direction. HT Calculate (Step S25).

[0064] For example, the target angle θ of the base in the left-right direction. HT is, θ HT It is calculated by =a²·k².

[0065] The calculation unit 81 calculates the acceleration a1 in the longitudinal direction and the road surface inclination angle θ. d Using the front-to-back direction, the base target angle θ VT The result is calculated. Then the process proceeds to step S33 shown in Figure 4 (step S26).

[0066] For example, the base target angle θ in the front-to-back direction. VT is, θ VT = a1·k2+θ d It is calculated by [this method].

[0067] Figure 4 shows the pedestal angle θ of the attitude control device 8 according to the first embodiment. V , θ HThis flowchart shows an example of a process for controlling something.

[0068] As shown in Figure 4, after the processing in step S13, the calculation unit 81 uses the acceleration a2 in the left-right direction to determine the base target angle θ in the left-right direction, similar to step S25. HT Calculate (Step S31).

[0069] The calculation unit 81 uses the acceleration a1 in the forward and backward direction to determine the base target angle θ in the forward and backward direction. VT Calculate the (step S32) . For example, the base target angle θ in the front-to-back direction. VT is, θ VT It is calculated by =a1·k2.

[0070] The calculation unit 81 calculates the current pedestal angle θ in the front-to-back direction from the position sensor 71. V and the base angle θ in the left and right directions H Obtain (step S33).

[0071] The output control unit 82 controls the current pedestal angle θ in the front-to-back direction. V and the base angle θ in the left and right directions H The base target angle θ in the front-to-back direction VT and the base target angle θ in the left and right directions HT The base angle θ in the front-to-back direction is such that V and the base angle θ in the left and right directions H Control it. (Step S34).

[0072] Figure 5 is a block diagram showing an example of the configuration of a vehicle attitude control system 1 to which the attitude control device 8 according to the second embodiment is applied. Note that the same configuration as in the first embodiment will not be described. In the second embodiment, the process of switching to a control mode according to the occupant's state or selection, regardless of the calculated acceleration, will be described.

[0073] As shown in Figure 5, the attitude control system 1 further includes an in-cabin monitoring system 9. The in-cabin monitoring system 9 includes a camera 91.

[0074] Camera 91 is a device that acquires imaging data of the occupant seated on the pedestal. Camera 91 acquires imaging data that includes, for example, the driver's face. By analyzing the imaging data, Camera 91 acquires information about changes in appearance, such as the driver's gaze movement, eye movements, and body movements. Specifically, Camera 91 can acquire abnormal conditions from the imaging data, such as the driver falling asleep or losing consciousness.

[0075] The calculation unit 81 determines whether or not to switch the control mode according to the occupant's condition. For example, if the calculation unit 81 obtains information from the camera 91 that the occupant is in an abnormal state, it determines that it will switch the control mode.

[0076] For example, if the calculation unit 81 determines that a control mode should be switched based on the occupant's state, the output control unit 82 switches to a control mode corresponding to the occupant's state and controls the drive motor 72. A control mode corresponding to the occupant's state is, for example, one that causes discomfort to the occupant by vibrating the base above a predetermined level, prompting them to return from an abnormal state to a normal state.

[0077] Furthermore, as an example of not using the in-cabin monitoring system 9, the calculation unit 81 determines to switch the control mode if, for example, the option to switch the control mode at the discretion of the occupant is selected. For example, if the control mode is deactivated by the occupant to disable attitude control, the calculation unit 81 determines to switch the control mode.

[0078] The output control unit 82 may, for example, cancel the attitude control mode if it determines from the calculation unit 81 that a control mode should be switched based on the occupant's selection.

[0079] Figure 6 is a flowchart showing an example of processing by the attitude control device 8 according to the second embodiment, in response to the occupant's state or selection.

[0080] Step S41, shown in Figure 6, is the same as step S31 in the first embodiment. Also, step S42 is the same as step S32 in the first embodiment. Therefore, the explanation of steps S41 and S42 will be omitted. Step S43 is a process that follows step S26 in the first embodiment.

[0081] The calculation unit 81 determines whether or not to switch the control mode according to the occupant's status or selection (step S43).

[0082] If the calculation unit 81 determines that it is necessary to switch the control mode according to the occupant's state or selection (step S43; Yes), the output control unit 82 switches to the control mode according to the occupant's state or selection and controls the drive motor 72 (step S44).

[0083] If the calculation unit 81 determines that it is not necessary to switch the control mode according to the occupant's state or selection (step S43; No), it will determine the current pedestal angle θ in the front-rear direction from the position sensor 71. V and the base angle θ in the left and right directions H Obtain (step S45).

[0084] The output control unit 82 controls the current pedestal angle θ in the front-to-back direction. V and the base angle θ in the left and right directions H The base target angle θ in the front-to-back direction VT and the base target angle θ in the left and right directions HT The base angle θ in the front-to-back direction is such that V and the base angle θ in the left and right directions H Control (step S46).

[0085] In this embodiment, the control of the vehicle's base angle was described as an example. As a modified example, the control of the base angle of a moving body that does not include the rear portion may also be described.

[0086] The program that causes a computer to execute the processing necessary to realize the functions of the attitude control device described above can be provided as an installable or executable file recorded on a computer-readable recording medium such as a CD (Compact Disc)-ROM, flexible disk (FD), CD-R (Recordable), or DVD (Digital Versatile Disk). Furthermore, the program may be provided or distributed via a network such as the Internet.

[0087] Although embodiments of the present invention have been described above, the embodiments and their modifications described herein are merely examples and are not intended to limit the scope of the invention. The novel embodiments and modifications described herein can be implemented in various forms, and various omissions, substitutions, and modifications can be made without departing from the spirit of the invention. The embodiments and modifications described herein are included in the scope and spirit of the invention, as well as in the claims of the invention and its equivalents.

[0088] [Summary of this embodiment] This embodiment comprises at least the following configurations.

[0089] The attitude control device (8) of the embodiment calculates the acceleration in the longitudinal direction (a1) using the weight (31) and braking driving force (32) of the moving body, and the acceleration in the lateral direction (a2) using the speed and turning radius of the moving body, and uses the acceleration in the longitudinal direction (a1) to calculate the base target angle (θ) in the longitudinal direction. VT ) and the lateral acceleration (a2) are used to determine the lateral target angle of the base (θ HT The system includes a calculation unit (81) that calculates ) and .

[0090] With this configuration, the attitude control device can calculate the acceleration in the longitudinal and lateral directions of the moving object without using an acceleration sensor, and use this acceleration to calculate the target angle of the pedestal. Therefore, for example, when the moving object moves up and down, the changes in the acceleration in the longitudinal and lateral directions can be reduced, and the target angle of the pedestal can be calculated accurately.

[0091] Conventionally, when attitude control systems acquire acceleration using acceleration sensors, they are affected by vertical vibrations, for example, when only one wheel of the vehicle goes over an uneven road surface. Even when the vehicle is not accelerating, decelerating, or turning, the attitude control system may experience changes in longitudinal and lateral acceleration due to these vertical vibrations. This can lead to the attitude control system performing unnecessary attitude control.

[0092] Conventionally, attitude control systems can suppress the effects of vertical vibration by using acceleration sensors to acquire acceleration in the longitudinal and lateral directions and setting low-pass filters on the acquired values. However, setting low-pass filters can sometimes cause a time delay in response to changes in acceleration. As a result, the attitude control system may experience a decrease in the effectiveness of attitude control or exacerbate the effects of changes in acceleration.

[0093] Compared to conventional systems, the attitude control device of this embodiment can reduce changes in acceleration in the longitudinal and lateral directions when, for example, vertical movement of the moving body occurs, and can accurately calculate the target angle of the base. Furthermore, since the attitude control device does not use a low-pass filter or the like, there is no time delay.

[0094] Furthermore, if the attitude control system constantly adjusts the vehicle's posture in response to the driver's steering or acceleration / deceleration operations, it may negatively affect the passenger's comfort.

[0095] Therefore, the attitude control device (8) of the embodiment can determine whether the distance between the vehicle's current position and the first reference position is within a predetermined value, and depending on the determination result, it can change whether the value used to calculate the lateral acceleration (a2) is the turning radius (r2) or the radius of curvature (r1).

[0096] This allows the attitude control system to switch between controlling the vehicle's attitude using the driver's steering input and controlling it according to the curvature of the road in the direction of travel, enabling it to perform attitude control in response to the driver's input at the necessary timing.

[0097] In the attitude control device (8) of the embodiment, for example, if the road surface friction coefficient is less than a predetermined value, the calculation unit (81) uses values ​​obtained from the acceleration sensor (6) for the acceleration in the longitudinal direction (a1) and the acceleration in the lateral direction (a2).

[0098] With this configuration, the attitude control device can accurately calculate the target angle of the pedestal by using values ​​obtained from the acceleration sensor, even when the road surface friction coefficient is below a predetermined value.

[0099] In the attitude control device (8) of the embodiment, for example, the calculation unit (81) calculates the predicted lateral acceleration (a3) ​​at the position after moving a predetermined distance using the velocity of the moving object and the radius of curvature of the road at the position after moving a predetermined distance, calculates the jerk using the lateral acceleration (a2) and the predicted lateral acceleration (a3), and if the jerk is greater than a predetermined value, calculates the lateral base target angle (θ) using the lateral acceleration (a2) and the predicted lateral acceleration (a3). HT Calculate ).

[0100] With this configuration, the attitude control device calculates the predicted lateral acceleration at a position that has moved a predetermined distance. If the jerk is greater than a predetermined value, it uses the lateral acceleration and the predicted lateral acceleration to calculate the target pedestal angle in the lateral direction, thereby reducing abrupt changes in the pedestal angle and minimizing the impact on the occupants.

[0101] The attitude control device (8) of the embodiment controls, for example, the base target angle (θ) in the front-rear direction. VT ) and the base target angle (θ) in the left and right directions HT The base angle (θ) in the front-to-back direction should be such that ) V ) and the base angle (θ) in the left and right directions HThe system further includes an output control unit (82) that controls the occupant, and the output control unit (82) switches to a control mode corresponding to the occupant's state or occupant's selection and controls the occupant, regardless of the calculated acceleration, if the calculation unit determines that a control mode should be switched based on the occupant's state or occupant's selection.

[0102] With this configuration, the attitude control system can switch to a control mode such as applying vibration to the pedestal or not performing attitude control, depending on the occupant's condition or selection. [Explanation of symbols]

[0103] 6...Accelerometer, 8...Attitude control device, 31...Vehicle weight (weight of moving object), 32...Braking driving force, 81...Calculation unit, 82...Output control unit, a1...Acceleration in the longitudinal direction, a2...Acceleration in the lateral direction, a3...Predicted acceleration in the lateral direction, θ VT ...the target angle of the base in the front-to-back direction, θ HT ...the target angle of the base in the left-right direction, θ V ...The angle of the base in the front-to-back direction, θ H ...The angle of the base in the left-right direction.

Claims

1. A calculation unit calculates the acceleration in the longitudinal direction using the weight of the moving body and the braking force, and the acceleration in the lateral direction using the vehicle speed and turning radius, and calculates the target angle of the base in the longitudinal direction using the acceleration in the longitudinal direction, and the target angle of the base in the lateral direction using the acceleration in the lateral direction. A posture control device equipped with the following:

2. The calculation unit, when the road surface friction coefficient is less than a predetermined value, uses the values ​​obtained from the acceleration sensor for the acceleration in the longitudinal direction and the acceleration in the lateral direction. The attitude control device according to claim 1.

3. The aforementioned arithmetic unit, Using the velocity of the moving object and the radius of curvature of the road at the position after traveling a predetermined distance, the predicted lateral acceleration at the position after traveling a predetermined distance is calculated. The jerk is calculated using the acceleration in the left-right direction and the predicted acceleration in the left-right direction. If the jerk is greater than a predetermined value, the lateral acceleration and the predicted lateral acceleration are used to calculate the lateral base target angle. The attitude control device according to claim 1 or 2.

4. The system further includes an output control unit that controls the pedestal angle in the front-rear direction and the pedestal angle in the left-right direction so that the pedestal target angle in the front-rear direction and the pedestal target angle in the left-right direction are met. Regardless of the calculated acceleration, if the calculation unit determines that a control mode should be switched based on the occupant's state or selection, the output control unit switches to the control mode corresponding to the occupant's state or selection and controls accordingly. The attitude control device according to claim 1 or 2.

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