Driving assistance device and driving assistance control method

Abstract

To provide a traveling assist device which can be connected to / detached from an existing traveling tool and assists the traveling of a traveling tool without requiring an exclusive operation part.SOLUTION: A traveling assist device includes: driving wheels 20 supported by a device body and making the device body travel; a speed acquisition unit 20a acquiring information about a traveling speed and an angle velocity; a connection unit that is connected to a traveling tool equipped with a main body and a plurality of driven wheels supported by the main body, and receives a load applied from the traveling tool; a load sensor (a sensor 120) detecting the load; and a control unit 22. The control unit 22 calculates static friction force of the driven wheels based on the load of when the driving wheels 20 is applied with the driving force to start traveling, calculates an estimated value of an external force applied to the traveling tool based on the traveling speed, the angle velocity, the driving force, and the static friction force while regarding the load as the driving force, calculates the driving force that makes the external force zero, and performs control such that the driving wheels travel with the driving force.SELECTED DRAWING: Figure 21

Description

[Technical Field]

[0001] The present invention relates to a driving assistance device and a driving assistance control method. [Background technology]

[0002] A mobile assistance device is known that assists the movement of mobile devices that carry objects to be transported and travel on the floor by being pushed by an operator, such as trolleys with swivel wheels, transport carts, mobile beds, and stretchers. The mobile assistance device reduces the force required by the operator to operate the mobile device by applying driving force in accordance with the force applied by the operator.

[0003] For example, Patent Document 1 discloses a floor platform that moves an operating table in all directions according to the operation of a dedicated manual operating element provided on the operating table. Patent Document 2 discloses a power-assisted transport device in which a handle and a drive unit operated by the handle can be attached to an existing stretcher. Patent Document 3 discloses a unit that is attached to the bottom of a stretcher and is operated by a control panel attached to the stretcher to assist the stretcher's movement when the wheels touch the ground. [Prior art documents] [Patent Documents]

[0004] [Patent Document 1] Special Publication No. 2017-536150 [Patent Document 2] Japanese Patent Publication No. 2006-001426 [Patent Document 3] Japanese Patent Publication No. 2000-107230 [Overview of the project] [Problems that the invention aims to solve]

[0005] However, the driving assistance devices disclosed in Patent Documents 1, 2, and 3 are operated by a dedicated control unit and are therefore not applicable to various types of transport equipment or when multiple people are operating the transport equipment.

[0006] The present invention has been made in view of the above, and aims to provide a running assistance device and a running assistance control method that can be connected to and detached from existing running devices and can assist the running of running devices without requiring a dedicated operating unit. [Means for solving the problem]

[0007] A driving assist device according to one aspect of the present invention comprises a drive wheel supported by a device body and causing the device body to move; a speed acquisition unit that acquires information on the driving speed and angular velocity; a connection unit that is connected to a running device comprising a main body and a plurality of driven wheels supported by the main body and receives a load applied from the running device; a load sensor that detects the load applied to the connection unit; and a control unit. The control unit calculates the static friction force of the driven wheel based on the load when the drive wheel is driven and begins to move, considers the load as the driving force, calculates an estimated value of the external force applied to the running device based on the driving speed, the angular velocity, the driving force and the static friction force, calculates a driving force such that the external force becomes zero, and controls the drive wheel to move with that driving force.

[0008] This system reduces the operator's burden by assisting the vehicle in moving in the direction of the external force applied by the operator, without requiring a dedicated control unit. Since the operator can directly operate the vehicle by grasping any part of it with their hand, no special training is required to operate the vehicle assistance device, and precise movements of the vehicle can be achieved even in confined spaces or crowded environments. Furthermore, the vehicle assistance device can be connected to and detached from existing vehicles at the connection point, making it applicable to a variety of vehicles. In addition, since the static friction force acting on the vehicle carrying the transported object is calculated, the mass and moment of inertia of the vehicle including the transported object can be calculated based on the static friction force, the static friction coefficient of the vehicle itself, and its dimensions. Moreover, based on the mass and moment of inertia of the vehicle including the transported object, the external force applied by the operator operating the vehicle is estimated, and control is performed to make this external force zero, so vehicle assistance control can be adjusted to accommodate transported objects of varying weights each time.

[0009] In a driving assist device according to one aspect of the present invention, when the control unit determines that the estimated external force is acting in the opposite direction to the direction of travel, it uses the braking force calculated by multiplying the travel speed and the angular velocity by a predetermined viscous resistance coefficient as the driving force, and controls the drive wheels to travel with this driving force.

[0010] According to this, vibrations can be suppressed when the travel speed and angular velocity are low, while the braking force can be increased at high speeds. Therefore, for example, when the travel device is about to come into contact with an obstacle, it is possible to immediately decelerate and stop while reducing the burden on the transported object.

[0011] In a driving assist device according to one aspect of the present invention, the connecting portion includes a base portion having a square shape in plan view, and the load sensor includes a plurality of load sensors attached to a sensor mounting member having a groove portion that accommodates the base portion of the connecting portion, the plurality of load sensors include a first group of sensors arranged on either side of the base portion in a first direction of planes intersecting in the axial direction, in contact with the base portion and measuring a first measurement value corresponding to the displacement of the base portion, a second group of sensors arranged on either side of the base portion in a second direction intersecting the first direction of the planes, in contact with the base portion and measuring a second measurement value corresponding to the displacement of the base portion, and a third group of sensors in contact with the base portion and measuring a third measurement value corresponding to the displacement of the base portion in a third direction along the axial direction.

[0012] The connection point that receives the load from the running gear is supported on all four sides and the bottom surface via multiple sensors attached to a sensor mounting member. The multiple load sensors measure first, second, and third measurements corresponding to the displacement of the connection point in the first, second, and third directions, respectively. This allows, for example, the control unit 22 to calculate the loads in three axes based on the measurements taken by the load sensors. Therefore, the running assistance device can measure each measurement needed to separate and calculate the load applied from the running gear in three axes. Furthermore, the material of the sensor mounting member to which the load sensors are attached is not limited in the running assistance device.

[0013] In a driving assist device according to one aspect of the present invention, the first sensor group is provided in pairs on two sides of the base facing the first direction, and each of the first sensor groups measures the first measurement value to measure two first measurement values, and the second sensor group is provided in pairs on two sides of the base facing the second direction, and each of the second sensor groups measures the second measurement value to measure two second measurement values.

[0014] When a rotational moment is applied to the connection point of the travel assist device in the third direction, two of the four load sensors positioned diagonally opposite each other on the opposing sides of the base are pressed. Therefore, by arranging two load sensors on each side of the base, the control unit can, for example, calculate the moment in the third direction based on the measured values ​​of each load sensor, the distance to the load sensor, and the rotation angle in the third direction. In other words, the travel assist device can measure each value necessary to separate and calculate the load applied from the travel device into four axes.

[0015] In a driving assist device according to one aspect of the present invention, the control unit calculates the loads on the three axes applied to the connection part based on the first measurement, the second measurement, and the third measurement; calculates the moment applied to the connection part in the third direction based on the first measurement, the second measurement, the distance from a predetermined origin of the connection part to the contact point between the base and the sensor, and the rotation angle of the connection part in the third direction; and considers the loads applied in the first and second directions and the moment in the third direction, among the calculated loads on the three axes, as the driving force of the driving assist device.

[0016] When the travel assist device is connected to the travel equipment, the load applied from the travel equipment is applied to the connection point, and the travel assist device measures a first, second, and third measurement value corresponding to the displacement of the connection point caused by the load from the travel equipment. Based on each measurement value, the travel assist device's control unit can calculate the loads in three axes. Furthermore, when a moment is applied to the connection point in the rotational direction around the third direction, two of the four load sensors positioned diagonally opposite each other on the opposing sides of the base are pressed. Therefore, by placing two load sensors on each side of the base, the travel assist device's control unit can calculate the moment around the third direction based on each measurement value, the distance to the load sensor, and the rotation angle around the third direction. In this way, the travel assist device can calculate the moment around the third direction in addition to the loads applied in the first, second, and third directions. Then, by considering the loads acting in the first and second directions as translational driving forces and the moment around the third direction as rotational driving forces, it is possible to calculate an estimated value of the external force exerted by the operator operating the running device based on this.

[0017] In a driving assistance device according to one aspect of the present invention, the load sensor has an outer frame which is a rectangular ring-shaped plate, a tongue which is a rectangular plate connected to one side of the inner periphery of the outer frame and provided on the inner periphery side of the outer frame, and a projection which protrudes from one surface of the tongue and contacts the base, and two sensors supporting the same side surface of the base are attached to the sensor mounting member such that the positions of the projections in the third direction are offset from each other.

[0018] This allows for variation in the third direction at the points supporting the sides of the base, thereby suppressing unintended rotation of the connection part, including the base, with respect to the sensor mounting member.

[0019] In a driving assist device according to one aspect of the present invention, the connecting portion comprises a load-receiving member including a base portion having a square shape in plan view and a connecting pin portion protruding from the upper surface of the base portion and extending in the axial direction, and a mounting member attached to the driving device and having a fitting hole into which the connecting pin portion can be inserted.

[0020] The travel assist device has a load-receiving member with a connecting pin portion, and a mounting member attached to the travel device has a fitting hole into which the connecting pin portion can be inserted, making it easy to connect to and disconnect from the travel device.

[0021] In a driving assist device according to one aspect of the present invention, the connecting pin portion includes a first column portion at its upper end having a shape other than a perfect circle when viewed in the axial direction, the fitting hole comprises a first hole portion, a second hole portion, and a third hole portion that communicate in order, the first hole portion having a tapered inner wall that gradually decreases in size toward the second hole portion, the second hole portion having a tapered inner wall that gradually decreases in size toward the third hole portion and has a tapered inner wall with a taper ratio smaller than that of the first hole portion, and the first column portion of the connecting pin portion can be fitted into the third hole portion.

[0022] As a result, when positioning the load-receiving member and the mounting member at the connection point of the travel assist device, four-axis positioning is possible with only one set of fitting holes and a connecting pin. This is achieved by positioning in two axial directions on planes intersecting axially at the first hole, positioning in the rotational direction around the axial direction at the second hole, and positioning in one axial direction by fitting at the third hole. Furthermore, when the load-receiving member moves toward the second hole relative to the mounting member at the first hole, one corner portion of the upper edge of the first column portion contacts the inner wall of the first hole and is guided by the inner wall, causing it to move radially. Also, when the load-receiving member moves toward the third hole relative to the mounting member at the second hole, the corner portions located at both ends of the major axis of the first column portion contact the inner wall of the second hole and are guided toward the corner portion of the second hole, causing it to rotate around the axis. In other words, the connecting part is positioned in two directions in planes intersecting axially, in the rotational direction around the axial direction, and in one direction in the axial direction simply by inserting the connecting pin into the fitting hole, starting from a state where the connecting pin and the fitting hole are facing each other, thus easily enabling positioning in four axes.

[0023] A driving assist device according to one aspect of the present invention comprises a sliding member provided to be movable in one direction relative to the main body of the device, a lifting mechanism that connects the main body of the device and the load-receiving member and moves the load-receiving member up and down relative to the main body as the sliding member moves, and a linear actuator that moves the sliding member in the one direction relative to the main body, wherein the load-receiving member can hold the driving device via the mounting member by rising from below the mounting member fixed to the lower surface of the main body, and can detach from the mounting member and the driving device by descending.

[0024] As a result, the driving assist device can slide under the vehicle, and the load-receiving member connects to the mounting member attached to the vehicle from below, making it easy to turn left or right, rotate, and switch between forward and reverse, and enabling stable driving. Furthermore, when sliding under the vehicle before connecting to it, the load-receiving member can be lowered to reduce the overall height of the driving assist device, making it compatible with low-floor vehicles. In addition, since the connection with the mounting member attached to the vehicle can be easily released by lowering the load-receiving member, if multiple mounting members are attached to multiple vehicles in advance, multiple vehicles can be transported one after another.

[0025] In a driving assist device according to one aspect of the present invention, the driven wheel of the driving device is a swivel wheel.

[0026] When a swivel wheel is pushed horizontally perpendicular to its axial direction during starting, the load on the operator is minimal, while the load is greatest when pushed axially. The running assist device automatically accelerates in the direction of the applied load when the running device is stationary, reducing the load on the operator when starting, so that the running device can be easily started even when a load is applied axially to the swivel wheel.

[0027] A driving assistance control method according to one aspect of the present invention is a driving assistance control method for assisting the driving of a driving assistance device, the device comprising: a drive wheel supported by a device body and causing the device body to move; a speed acquisition unit that acquires information on the driving speed and angular velocity; a connection unit that is connected to a driving device comprising a main body and a plurality of driven wheels supported by the main body and receives a load applied from the driving device; and a load sensor that detects the load applied to the connection unit, the method comprising: a calibration process that calculates the static friction force of the driven wheel based on the load when the device starts to move after applying a driving force to the drive wheel; an estimation process that considers the load as a driving force and calculates an estimated value of the external force applied to the driving device based on the driving speed, the angular velocity, the driving force and the static friction force; and a proportional-differential control process that calculates a driving force such that the external force calculated in the estimation process becomes zero and controls the drive wheel to move with that driving force, wherein the estimation process and the proportional-differential control process are repeatedly executed.

[0028] This system reduces the operator's burden by assisting the vehicle in moving in the direction of the external force applied by the operator, without requiring a dedicated control unit. Since the operator can directly operate the vehicle by grasping any part of it with their hand, no special training is required to operate the vehicle assistance device, and precise movements of the vehicle can be achieved even in confined spaces or crowded environments. Furthermore, the vehicle assistance device can be connected to and detached from existing vehicles at the connection point, making it applicable to a variety of vehicles. In addition, the calibration process calculates the static friction force acting on the vehicle carrying the transported object, and based on the static friction force, the static friction coefficient of the vehicle itself, and its dimensions, the mass and moment of inertia of the vehicle including the transported object can be calculated. In the estimation process and proportional-derivative control process, the external force applied by the operator operating the vehicle is estimated based on the mass and moment of inertia of the vehicle including the transported object, and the system controls the vehicle so that this external force becomes zero, so that vehicle assistance control can be adjusted to accommodate transported objects of varying weights each time.

[0029] A driving assistance control method according to one aspect of the present invention further includes a viscous resistance control process that is executed in place of the proportional-derivative control process when an external force acts in the direction opposite to the direction of travel, and uses the braking force calculated by multiplying the travel speed and the angular velocity by a predetermined viscous resistance coefficient as the driving force, and controls the drive wheels to travel with said driving force.

[0030] According to this, vibrations can be suppressed when the travel speed and angular velocity are low, while the braking force can be increased at high speeds. Therefore, for example, when the travel device is about to come into contact with an obstacle, it is possible to immediately decelerate and stop while reducing the burden on the transported object. [Effects of the Invention]

[0031] According to the present invention, it is possible to provide a driving assistance device and a driving assistance control method that can be connected to and detached from existing driving devices and can assist the driving of driving devices without requiring a dedicated operating unit. [Brief explanation of the drawing]

[0032] [Figure 1] Figure 1 is a perspective view showing the state of the driving assistance device according to the embodiment before it is connected to the driving equipment. [Figure 2] Figure 2 is a perspective view showing an example of the configuration of a driving assistance device according to an embodiment. [Figure 3] Figure 3 is a plan view of the driving assistance device shown in Figure 2. [Figure 4] Figure 4 is a perspective view showing an example of the configuration of the lifting mechanism of the travel assist device shown in Figure 2. [Figure 5] Figure 5 is a perspective view showing the lifting mechanism of Figure 4 in its raised state. [Figure 6] Figure 6 is a perspective view showing an example of the configuration of the sliding member in the state shown in Figure 5. [Figure 7] Figure 7 is an exploded perspective view showing an example configuration of a connection module according to the embodiment. [Figure 8] Figure 8 is a perspective view showing an example of the configuration of the sensor mounting member of the connection module shown in Figure 7. [Figure 9] Figure 9 is a perspective view showing the connection module shown in Figure 7 with the sensor attached. [Figure 10] Figure 10 is a perspective view showing an example of the configuration of the load-bearing member of the connecting module shown in Figure 7. [Figure 11] Figure 11 is a cross-sectional view showing the sensor mounting member shown in Figure 9 and the load-bearing member shown in Figure 10 attached to the sensor. [Figure 12] Figure 12 is a plan view showing an example of the configuration of the cover member of the connection module shown in Figure 7. [Figure 13] Figure 13 is a perspective view showing an example of the configuration of the mounting members for the connection module shown in Figure 7. [Figure 14] Figure 14 shows an example of a circuit diagram of sensors arranged opposite each other in the X-axis or Y-axis direction. [Figure 15] Figure 15 shows an example of a circuit diagram for a sensor positioned with a projection facing upwards in the Z-axis direction. [Figure 16] Figure 16 is a side view showing a partial cross-section of the running assist device shown in Figure 2 before it is connected to the running gear. [Figure 17] Figure 17 is a side view showing a partial cross-section of the state after the driving assist device shown in Figure 2 has been connected to the driving equipment. [Figure 18] Figure 18 shows an example of a mechanical model of a running device used in the running assistance control processing according to the embodiment. [Figure 19] Figure 19 is a flowchart showing the flow of the driving assistance control process by the driving assistance device according to the embodiment. [Figure 20] Figure 20 is a flowchart showing an example of the calibration process shown in Figure 19. [Figure 21] Figure 21 is a control block diagram of the driving assistance device according to the embodiment. [Figure 22] Figure 22 is a control block diagram of a modified driving assist device. [Modes for carrying out the invention]

[0033] Embodiments for carrying out the present invention will be described in detail with reference to the drawings. The present invention is not limited to the contents described in the following embodiments. Furthermore, the components described below include those that can be easily imagined by those skilled in the art, and those that are substantially the same. Moreover, the components described below can be combined as appropriate.

[0034] (Embodiment) [Configuration of Driving Assist Device 1] First, the configuration of the travel assist device 1 according to the embodiment will be described with reference to Figures 1 to 6. Figure 1 is a perspective view showing the state of the travel assist device according to the embodiment before connection to the travel equipment. Figure 2 is a perspective view showing an example of the configuration of the travel assist device 1 according to the embodiment. Figure 3 is a plan view of the travel assist device 1 shown in Figure 2. Figure 4 is a perspective view showing an example of the configuration of the lifting mechanism 40 of the travel assist device 1 shown in Figure 2. Figure 5 is a perspective view showing the lifting mechanism 40 of Figure 4 in the raised state. Figure 6 is a perspective view showing an example of the configuration of the sliding member 30 in the state of Figure 5. Note that in these figures, components other than those related to the invention are omitted as appropriate. In the following description, the horizontal longitudinal direction (left-right direction in Figure 3) of the travel assist device 1 will be referred to as the "front-back direction," and the short direction (up-down direction in Figure 3) will be referred to as the "width direction."

[0035] The travel assist device 1 is a device that slips under the travel device 200 (see Figures 16 and 17) and connects to the travel device 200 from below, assisting the travel of the travel device 200. As shown in Figure 1, the travel device 200 comprises a main body 210 on which the object to be transported is placed, a plurality of driven wheels 220 (swivel wheels) that can maintain the main body 210 in a horizontal position and move it horizontally when an external force including a horizontal component is applied, a mounting member 150 fixed to the center of the main body 210 (described later), a guide member 230, a stopper 240, and a handle 250 for the operator to operate the travel device 200, and has a gap that allows the travel assist device 1 to slip under the main body 210. The guide member 230 has a first arm 231 and a second arm 232 arranged parallel to the first arm 231. The travel device 200 is, for example, a trolley, a transport cart, a mobile bed, a stretcher, etc. The second arm 232 does not intersect the first arm 231, but extends in one direction outward from the main body 210.

[0036] The first arm 231 and the second arm 232 are installed facing each other with a mounting member 150 in between, and the rear ends of the first arm 231 and the second arm 232 are fixed to the mounting member 150 at a position perpendicular to the direction of travel of the running device 200. The tips of the first arm 231 and the second arm 232 extend outward in an arc shape. The distance between the first arm 231 and the second arm 232 is structured so that the connection point below the running device 200 is the smallest.

[0037] Since the first arm 231 and the second arm 232 protrude beyond the mounting member 150, as will be explained later, a space is created between the connection module 100 and the mounting member 150 when the connection module 100 slides under the running gear 200 before connecting to the running gear 200. The connection module 100 moves between the first arm 231 and the second arm 232, and the first arm 231 and the second arm 232 guide the relative position of the running assist device 1 with respect to the running gear 200 to the connection position below the running gear 200.

[0038] The stoppers 240 are installed on both ends of the mounting member 150, opposite to the positions where the first arm 231 and the second arm 232 are installed. The width between the stoppers 240 is narrower than the width of the connection module 100, so that when the connection module 100 is directly below the mounting member 150, the stoppers 240 come into contact with the connection module 100, stopping the travel assist device 1 and allowing connection to the travel equipment 200. When the connection module 100 slides under the mounting member 150 before connecting to the travel equipment 200, if the relative position of the travel assist device 1 with respect to the travel equipment 200 is shifted from the connection position, the stoppers 240 positioned in the center of the lower side of the device body 10 of the travel equipment 200 will come into contact with the front side of the connection module 100, stopping the travel assist device 1. In this way, the stoppers 240 can prevent the connection module 100 from passing under the mounting member 150.

[0039] As shown in Figure 2, the driving assist device 1 of the embodiment comprises a device body 10, four drive wheels 20, a sliding member 30, a lifting mechanism 40, a linear actuator 50, and a connection module 100.

[0040] The main body of the device 10 supports the main components of the travel assist device 1, such as the drive wheels 20, sliding members 30, lifting mechanism 40, and linear actuator 50, on a horizontal, plate-shaped base 11. The base 11 has drive wheel openings 11a formed therein to expose a portion of each drive wheel 20 below the base 11. The base 11 also has four sets of eight drive wheel support parts 12 that support the rotation axis of each drive wheel 20, an actuator support part 13 that fixes the fixing part 51 (see Figure 4, etc.) of the linear actuator 50 to the base 11, and various support members for other components provided on the base 11.

[0041] Furthermore, the main body of the device 10 has a cover member 15 that covers the sides and top of the components provided on the base 11. The cover member 15 has an opening 15a for a lifting mechanism. The opening 15a for the lifting mechanism is provided in the central part of the upper surface 15b of the cover member 15. The connecting module 100, described later, extends and retracts from the opening 15a for the lifting mechanism as the vehicle moves up and down. In the driving assist device 1 of this embodiment, the height from the contact surface of the drive wheel 20 with the running surface to the upper surface 15b of the cover member 15 is 125 mm. The main body of the device 10, consisting of the base 11 and the cover member 15, forms a housing with a substantially rectangular parallelepiped shape.

[0042] In this embodiment, a total of four drive wheels 20 are provided on the device body 10, one in the front, one in the back, one in the left, and one in the right. In this embodiment, the drive wheels 20 are Mecanum wheels that can move in all directions, but they may also be, for example, omniwheels. Each drive wheel 20 is rotatable around its axis of rotation by a drive wheel support 12 fixed to the base 11. In this embodiment, a pair of drive wheel support 12 includes two support members that are positioned opposite each other, sandwiching one drive wheel 20. The support members each support both ends of the axis of rotation of one drive wheel 20.

[0043] The drive wheels 20 receive rotational driving force from the rotary actuators 21. The rotary actuators 21 include four rotary actuators 21, each driving one of the drive wheels 20. The rotary actuators 21 include, for example, BLDC (Brush-Less Direct-Current) motors. In embodiments, the rotary actuators 21 are equipped with position detectors such as rotary encoders and Hall sensors for odometry-based velocity estimation. In embodiments, the rotary actuators 21 are positioned adjacent to the drive wheels 20 in the space between the front and rear drive wheels 20, such that their output shafts are parallel to the rotation axis of the drive wheels 20, and they transmit torque to the drive wheels 20 via pulleys and belts.

[0044] The rotary actuator 21 is controlled by a motor driver 21a (see Figure 21). The motor driver 21a is included in a control unit 22 that controls each component of the travel assist device 1, for example. The motor driver 21a acquires rotational speed information from the rotary actuator 21. In this embodiment, the motor driver 21a outputs the rotational speed information to a speed acquisition unit 20a (see Figure 21). The speed acquisition unit 20a acquires information on the travel speed and turning angular velocity of the entire travel assist device 1. In this embodiment, the speed acquisition unit 20a includes a calculation processing unit that acquires rotational speed information from each motor driver 21a that controls each rotary actuator 21, and calculates the travel speed v and angular velocity ω of the entire travel assist device 1 based on the acquired rotational speeds.

[0045] The control unit 22 comprises hardware resources such as an arithmetic processing unit having a microprocessor such as a CPU (Central Processing Unit), memory such as ROM (Read Only Memory) or RAM (Random Access Memory), a storage unit, and an input / output interface device. The functions of the control unit 22 are realized by the arithmetic processing unit executing a predetermined program stored in the storage unit.

[0046] Furthermore, the control unit 22 drives the drive source of the linear actuator 50, described later, when a predetermined program is executed, for example. Also, the control unit 22 drives the three-axis load F applied to the load-receiving member 130, described later, when a predetermined program is executed, for example. x F y F z and moment M about the Z axis z The control unit 22 also calculates the total travel speed v and angular velocity ω of the travel assist device 1, which are calculated by the speed acquisition unit 20a based on the rotational speed acquired by the speed acquisition unit 20a from the rotary actuator 21. The control unit 22 outputs control signals to each component to execute various functions according to the calculation results of the calculation processing unit, and outputs the calculation results to the outside.

[0047] Furthermore, the control unit 22 performs the driving assistance control processing shown in Figure 19 and other figures described later. The main body of the device 10 may also be equipped with a notification unit to notify the operator of the driving device 200 and the surrounding area of ​​the start and end of the calibration process S300 (see Figures 19 and 20), described later. The notification unit may include a speaker or light-emitting device that outputs a predetermined sound, alarm sound, or light, etc., according to a predetermined calculation result by the control unit 22.

[0048] In this embodiment, the control unit 22 is located at one end of the device body 10 in the front-rear direction, above the fixed portion 51 of the linear actuator 50, which will be described later. For example, four motor drivers 21a (see Figure 21) are arranged. The control unit 22, including the rotary actuator 21 and the motor drivers 21a, is powered and driven by a battery 23. The battery 23 is located at the other end of the device body 10 in the front-rear direction. Furthermore, the device body 10 is provided with an emergency stop button 24 and a relay switch 25. When the emergency stop button 24 is pressed by the operator, the relay switch 25 turns off the main power supply, and the power supply from the battery 23 is stopped.

[0049] The sliding member 30 is provided so as to be movable in the front-rear direction relative to the base 11 of the device body 10. The sliding member 30 may be provided so as to be movable along a guide rail provided in a horizontal position and parallel to the front-rear direction. The sliding member 30 has a pair of guide shaft portions 31 and a fixed portion 32.

[0050] The guide shaft portion 31 is a shaft member that extends in the width direction of the device body 10. The guide shaft portion 31 is provided concentrically and integrally with the sliding shaft members 44b, which are inserted into a pair of guide holes 41b of the lifting mechanism 40 described later, or it is fixed to the sliding shaft members 44b, or it is provided in common with the sliding shaft members 44b. The sliding member 30 is movable in the front-rear direction relative to the base 11 within the range in which the guide shaft portion 31 and the sliding shaft members 44b can move within the guide holes 41b.

[0051] The movable part 52 of the linear actuator 50, described later, is fixed to the fixed part 32. The sliding member 30 moves in the front-rear direction relative to the base 11 together with the movable part 52 as the linear actuator 50 is driven to extend and retract.

[0052] In this embodiment, the sliding member 30 is formed in a U-shape in plan view, where the fixed portion 32 that is fixed to the linear actuator 50 is a concave portion 33. That is, with respect to the fixed portion 32, the end in the direction in which the linear actuator 50 retracts is bifurcated. Guide shaft portions 31 are provided at each of the bifurcated ends. The sliding member 30 is positioned such that the concave portion 33 is in the direction in which the linear actuator 50 extends, relative to the guide shaft portion 31. That is, the sliding member 30 is formed such that the connection portion with the movable portion 52 of the linear actuator 50 is located in the direction in which the linear actuator 50 extends, relative to the connection portion with the lifting mechanism 40.

[0053] In this embodiment, the lifting mechanism 40 includes a scissors link mechanism that includes an X-shaped link. The lifting mechanism 40 connects the base 11 of the device body 10 to the connection module 100 described later, and supports the connection module 100 so that it can move up and down while maintaining a horizontal position. The lifting mechanism 40 raises and lowers the connection module 100 relative to the device body 10 as the sliding member 30 moves in the front-rear direction. The lifting mechanism 40 in this embodiment includes a base fixing part 41, a connection mechanism fixing part 42, a first link arm 43, a second link arm 44, and a central shaft member 45.

[0054] The base fixing portion 41 is fixed to the base 11 of the device body 10. In this embodiment, the base fixing portion 41 includes a pair of support frames with an L-shaped cross-section extending in the front-rear direction. The bottom portion of the L-shape of the base fixing portion 41 is fixed to the base 11. The base fixing portion 41 has an axial hole 41a and a guide hole 41b in a flange portion that is bent upward from one end in the width direction of the bottom portion of the L-shape.

[0055] The shaft hole 41a is a round hole provided at the end of the base fixing portion 41, which extends in the front-rear direction, in the direction in which the linear actuator 50 extends. The shaft hole 41a is provided in a horizontal position and penetrates through the width direction of the device body 10. The rotating shaft member 43a, provided on the lower end side of the first link arm 43, is inserted through the shaft hole 41a.

[0056] The guide hole 41b is an elongated hole provided in the base fixing portion 41, which extends in the front-rear direction, from the end on the side where the linear actuator 50 retracts to the center. The guide hole 41b is provided in a horizontal position and penetrates through the width direction of the device body 10. The sliding shaft member 44b provided on the lower end side of the second link arm 44 is inserted through the guide hole 41b.

[0057] The connection mechanism fixing portion 42 is fixed to the sensor mounting member 110 located at the lower end of the connection module 100, which will be described later. In this embodiment, the connection mechanism fixing portion 42 includes a pair of support frames with an inverted L-shaped cross-section extending in the front-rear direction. The top surface portion of the inverted L-shape of the connection mechanism fixing portion 42 is fixed to the sensor mounting member 110. The connection mechanism fixing portion 42 has an axial hole 42a and a guide hole 42b in the flange portion that is bent downward from one end in the width direction of the top surface portion of the inverted L-shape.

[0058] The shaft hole 42a is a round hole provided at the end of the connecting mechanism fixing part 42, which extends in the front-rear direction, in the direction in which the linear actuator 50 extends. The shaft hole 42a is provided in a horizontal position and penetrates through the width direction of the device body 10. The rotating shaft member 44a, provided on the upper end side of the second link arm 44, is inserted through the shaft hole 42a.

[0059] The guide hole 42b is an elongated hole provided from the end of the connecting mechanism fixing portion 42, which extends in the front-rear direction, to the center, on the side where the linear actuator 50 retracts. The guide hole 42b is provided in a horizontal position and penetrates through the width direction of the device body 10. The sliding shaft member 43b, provided on the upper end side of the first link arm 43, is inserted through the guide hole 42b.

[0060] The first link arm 43 connects the base fixing portion 41 and the connection mechanism fixing portion 42. The first link arm 43 is supported so as to be rotatable around an axis parallel to the width direction of the device body 10 with respect to the base fixing portion 41 via a rotating shaft member 43a provided at its lower end in the longitudinal direction. The rotating shaft member 43a is inserted through an axial hole 41a provided in the base fixing portion 41. The rotating shaft member 43a is, for example, a pin member.

[0061] The first link arm 43 is supported by the connection mechanism fixing part 42 via a sliding shaft member 43b provided at its upper end in the longitudinal direction, so as to be slidable in the front-rear direction of the device body 10 and rotatable around an axis parallel to the width direction of the device body 10. The sliding shaft member 43b is inserted through a guide hole 42b provided in the connection mechanism fixing part 42. The sliding shaft member 43b is, for example, a pin member.

[0062] The second link arm 44 connects the base fixing portion 41 and the connection mechanism fixing portion 42. The second link arm 44 is supported by the connection mechanism fixing portion 42 so as to be rotatable around an axis parallel to the width direction of the device body 10, via a rotating shaft member 44a provided at its upper end in the longitudinal direction. The rotating shaft member 44a is inserted through an axial hole 42a provided in the connection mechanism fixing portion 42. The rotating shaft member 44a is, for example, a pin member.

[0063] The second link arm 44 is supported by the base fixing portion 41 via a sliding shaft member 44b provided at its longitudinal lower end, so as to be slidable in the front-rear direction of the device body 10 and rotatable around an axis parallel to the width direction of the device body 10. The sliding shaft member 44b is inserted through a guide hole 42b provided in the base fixing portion 41. The sliding shaft member 44b is fixed to the guide shaft portion 31 so as to be concentric with the guide shaft portion 31 of the sliding member 30. The sliding shaft member 44b is, for example, a bolt.

[0064] The central shaft member 45 rotatably connects the longitudinal central portions of the first link arm 43 and the second link arm 44. The central shaft member 45 is, for example, a pin member.

[0065] The linear actuator 50 is a single-axis actuator that extends and retracts in the front-rear direction of the device body 10. The linear actuator 50 extends and retracts by the driving force of the driving source, for example, when a control device (control unit 22) mounted on the device body 10 drives the driving source. The linear actuator 50 includes a fixed part 51 and a movable part 52.

[0066] In this embodiment, the fixed portion 51 is a cylindrical housing whose axis is horizontal and parallel to the front-rear direction of the device body 10. The fixed portion 51 has an opening at one end in the longitudinal direction, which houses a part of the movable portion 52 inside. The other end of the fixed portion 51 in the longitudinal direction is fixed to an actuator support portion 13 provided on the base 11 of the device body 10.

[0067] In this embodiment, the movable part 52 is a shaft whose axis is horizontal and parallel to the front-rear direction of the device body 10. A portion of one end of the movable part 52 in the longitudinal direction is housed inside the fixed part 51. The other end of the movable part 52 in the longitudinal direction is fixed to the fixed part 32 of the sliding member 30.

[0068] The movable part 52 is capable of linear movement in the front-rear direction relative to the fixed part 51 and the device body 10. The movable part 52 moves linearly in the front-rear direction relative to the fixed part 51 and the device body 10 as the linear actuator 50 extends and retracts. The linear actuator 50 causes the sliding member 30 to move linearly in the front-rear direction as the movable part 52 moves linearly in the front-rear direction.

[0069] [Configuration of connection module 100] Next, the configuration of the connection module 100 according to the embodiment will be described with reference to Figures 7 to 13. Figure 7 is an exploded perspective view showing an example of the configuration of the connection module 100 according to the embodiment. In the following description, a horizontal direction is referred to as the X-axis direction, a horizontal intersection direction perpendicular to the X-axis direction is referred to as the Y-axis direction, and a vertical direction perpendicular to both the X-axis and Y-axis directions is referred to as the Z-axis direction. The rotation direction around the Z-axis is referred to as the θ-rotation direction.

[0070] The connection module 100 measures the load applied to the connection module 100 separately in the X-axis direction, Y-axis direction, Z-axis direction, and around the Z-axis. In this embodiment, the connection module 100 also measures the moment around the Z-axis. Furthermore, the connection module 100 in this embodiment also functions as a connection mechanism that connects the device body 10 side of the travel assist device 1 to the travel device 200 (see Figures 16 and 17).

[0071] In this embodiment, the connection module 100 includes a sensor mounting member 110, a plurality of sensors 120, a load-bearing member 130, a cover member 140, a mounting member 150, a pressure-sensitive sensor 160, and a cushioning material 170. The sensor mounting member 110, the plurality of sensors 120, the load-bearing member 130, the cover member 140, the pressure-sensitive sensor 160, and the cushioning material 170 are separable from the mounting member 150. The sensor mounting member 110, the plurality of sensors 120, the load-bearing member 130, and the cover member 140 move up and down by the lifting mechanism 40 as the sliding member 30 moves in the front-rear direction.

[0072] Figure 8 is a perspective view showing an example configuration of the sensor mounting member 110 of the connection module 100 shown in Figure 7. In this embodiment, the sensor mounting member 110 is formed in a substantially rectangular prism shape, with a rounded square shape in plan view. The sensor mounting member 110 is the base portion of the connection module 100 and is fixed to the connection mechanism fixing portion 42 of the lifting mechanism 40. The sensor mounting member 110 is mounted, for example, with its bottom and sides supported by the connection mechanism fixing portion 42. The sensor mounting member 110 moves up and down relative to the device body 10 via the lifting mechanism 40 as the sliding member 30 moves in the front-rear direction. The sensor mounting member 110 has a plurality of cover fixing screw holes 111, a pin leg housing groove portion 112, eight sensor mounting slits 113, two sensor mounting recesses 114, and a wiring hole 115.

[0073] The cover fixing screw holes 111 are holes through which screws are inserted to fix the cover member 140 shown in Figure 7 and Figure 12 (described later) to the upper surface 110a side of the sensor mounting member 110. The cover fixing screw holes 111 are formed from the upper surface 110a side of the sensor mounting member 110 toward the downward direction in the Z-axis direction. In this embodiment, four cover fixing screw holes 111 are provided. The four cover fixing screw holes 111 are formed near the four corners of the sensor mounting member 110 in a plan view.

[0074] The pin leg housing groove 112 is a groove for housing the leg portion 135 of the load-receiving member 130, which will be described later. The pin leg housing groove 112 is provided in a concave shape downward from the upper surface 110a of the sensor mounting member 110 and has a square ring shape in plan view. In plan view, the portion of the sensor mounting member 110 inside the inner circumference of the pin leg housing groove 112 is formed lower than the height in the Z-axis direction on the upper surface 110a of the sensor mounting member 110.

[0075] The eight sensor mounting slits 113 are holes through which the sensors 120 described later are inserted and mounted. Each sensor mounting slit 113 has an elongated opening on the upper surface 110a of the sensor mounting member 110 and is formed from the upper surface 110a side downward in the Z-axis direction. In a plan view, the sensor mounting slits 113 are located between the outer circumference of the sensor mounting member 110 and the outer circumference of the pin leg housing groove 112, and are formed so that the longitudinal direction of the elongated opening is aligned with the outer circumference of the pin leg housing groove 112. Each sensor mounting slit 113 has a sensor opening 113a formed on the pin leg housing groove 112 side such that the detection part of the sensor 120 is exposed facing the pin leg housing groove 112 side.

[0076] The eight sensor mounting slits 113 are formed so that the sensors 120, which are mounted near the outer circumference of the pin leg housing groove 112, are evenly distributed. That is, the eight sensor mounting slits 113 are formed so as to be symmetrical with respect to the center of the sensor mounting member 110 in the X-axis direction, the Y-axis direction, and 90° point symmetry around the Z-axis, and so as to be the same height in the Z-axis direction. Specifically, two sensor mounting slits 113 are formed near each of the four sides of the outer circumference of the pin leg housing groove 112.

[0077] The two sensor mounting recesses 114 are recesses to which the sensor 120, described later, is mounted. Each sensor mounting recess 114 is formed in a concave shape extending downward from the upper surface 110b of the portion of the sensor mounting member 110 that is inward from the inner circumference of the pin leg housing groove portion 112. Each sensor mounting recess 114 has a claw portion 114a formed therein for fixing the sensor 120 in the sensor mounting recess 114 with the detection portion facing upward. The claw portion 114a is formed to protrude inward from the edge of the sensor mounting recess 114 in a plan view and cover a portion of the upper surface of the sensor 120.

[0078] The two sensor mounting recesses 114 are formed so that the sensors 120 to be mounted are evenly spaced. That is, the two sensor mounting recesses 114 are formed so as to be symmetrical with respect to the center of the sensor mounting member 110 in the X-axis direction, symmetrical with respect to the Y-axis direction, and have the same height in the Z-axis direction. Specifically, the two sensor mounting recesses 114 are formed side by side in the Y-axis direction.

[0079] The wiring hole 115 is a groove and hole through which the wiring connected to the sensor 120 passes. The wiring connected to the sensor 120, which is mounted in the sensor mounting slit 113, extends from the sensor mounting slit 113 through a groove formed along the inner wall on the outer circumference side of the pin leg housing groove 112 to the bottom surface 112a of the pin leg housing groove 112.

[0080] Furthermore, the wiring connected to the sensor 120 mounted in the sensor mounting recess 114 extends from the sensor mounting recess 114 through a groove formed along the upper surface 110b of the portion of the pin leg housing groove 112 that is inward from the inner circumference of the pin leg housing groove 112 and along the inner wall on the inner circumference side of the pin leg housing groove 112 to the bottom surface 112a of the pin leg housing groove 112. Each wire is routed so as to crawl between the bottom surface 112a of the pin leg housing groove 112 and the lower surface 131b of the leg portion 135 of the load receiving member 130 (see Figure 11 described later), and connects to other elements outside the connection module 100 via a hole formed in the bottom surface 112a of the pin leg housing groove 112.

[0081] Figure 9 is a perspective view showing the connection module 100 shown in Figure 7 with the sensors 120 attached. In this embodiment, the multiple sensors 120 include strain gauge type load cells for detecting load. Each sensor 120 (load cell) has two strain gauges. Each sensor 120 has an outer frame 120a and a tongue 120b (see Figure 7).

[0082] The outer frame 120a is a rectangular ring-shaped plate. The tongue piece 120b is a rectangular plate provided on the inner circumference side of the outer frame 120a. One side of the tongue piece 120b is connected to one side of the inner circumference of the outer frame 120a, and it is provided integrally with the outer frame 120a. One strain gauge is provided on each side of the tongue piece 120b. In addition, a projection 120c is formed at the center of one side of the tongue piece 120b, which contacts the load receiving member 130 described later. The tongue piece 120b swings around the connection point with the outer frame 120a when pressed via the projection 120c. Based on the strain at this time, the sensor 120 detects the load applied in a direction perpendicular to the surface.

[0083] The multiple sensors 120 include a first sensor group, a second sensor group, and a third sensor group. The first sensor group supports the base 131 of the load-receiving member 130 by sandwiching it in one horizontal direction (e.g., the Y-axis direction). The second sensor group supports the base 131 of the load-receiving member 130 by sandwiching it in an intersecting direction that is horizontal and perpendicular to one direction (e.g., the X-axis direction). The third sensor group supports the base 131 of the load-receiving member 130 from below in a vertical direction (Z-axis direction) perpendicular to both the one direction and the intersecting direction.

[0084] In this embodiment, the first sensor group includes four load cells: a first positive sensor 121p, a second positive sensor 122p, a first negative sensor 121n, and a second negative sensor 122n. In this embodiment, the second sensor group includes four load cells: a third positive sensor 123p, a fourth positive sensor 124p, a third negative sensor 123n, and a fourth negative sensor 124n. In this embodiment, the third sensor group includes two load cells: a fifth sensor 125 and a sixth sensor 126. In other words, the multiple sensors 120 in this embodiment include a total of 10 load cells. In the following description, unless otherwise specified, each sensor will simply be referred to as sensor 120.

[0085] The first positive sensor 121p, the first negative sensor 121n, the second positive sensor 122p, the second negative sensor 122n, the third positive sensor 123p, the third negative sensor 123n, the fourth positive sensor 124p, and the fourth negative sensor 124n are mounted by being inserted into the sensor mounting slit 113 of the sensor mounting member 110, with the projection 120c facing the sensor opening 113a. The upper end of the sensor 120 mounted in the sensor mounting slit 113 protrudes above the upper surface 110a of the sensor mounting member 110. The outer frame 120a of the eight sensors 120 mounted in the sensor mounting slit 113 is supported by the sensor mounting member 110 with the projection 120c protruding from the sensor opening 113a toward the pin leg housing groove 112 side.

[0086] The first positive sensor 121p and the first negative sensor 121n are mounted in the sensor mounting slit 113 located opposite the center of the sensor mounting member 110 in the Y-axis direction. The second positive sensor 122p and the second negative sensor 122n are mounted in the sensor mounting slit 113 located opposite the center of the sensor mounting member 110 in the Y-axis direction. The first positive sensor 121p and the second positive sensor 122p are mounted in the sensor mounting slit 113 located adjacent to each other in the X-axis direction. The first negative sensor 121n and the second negative sensor 122n are mounted in the sensor mounting slit 113 located adjacent to each other in the X-axis direction.

[0087] The third positive sensor 123p and the third negative sensor 123n are mounted in the sensor mounting slit 113 located opposite the center of the sensor mounting member 110 in the X-axis direction. The fourth positive sensor 124p and the fourth negative sensor 124n are mounted in the sensor mounting slit 113 located opposite the center of the sensor mounting member 110 in the X-axis direction. The third positive sensor 123p and the fourth positive sensor 124p are mounted in the sensor mounting slit 113 located adjacent to each other in the Y-axis direction. The third negative sensor 123n and the fourth negative sensor 124n are mounted in the sensor mounting slit 113 located adjacent to each other in the Y-axis direction.

[0088] Furthermore, the eight sensors 120 attached to the sensor mounting slit 113 are mounted so that they are upside down relative to adjacent sensors 120 (see Figure 7). Specifically, the first positive sensor 121p, the second negative sensor 122n, the third negative sensor 123n, and the fourth positive sensor 124p are mounted so that the connection between the outer frame 120a and the tongue piece 120b is positioned upwards. The first negative sensor 121n, the second positive sensor 122p, the third positive sensor 123p, and the fourth negative sensor 124n are mounted so that the connection between the outer frame 120a and the tongue piece 120b is positioned downwards. As a result, the sensors 120 are positioned with the Z-axis position of the projection 120c of adjacent sensors 120 offset.

[0089] The fifth sensor 125 and the sixth sensor 126 are laid flat with their projections 120c facing upward and fitted into the sensor mounting recess 114 for installation. The two sensors 120 mounted in the sensor mounting recess 114 are supported by the sensor mounting member 110 with their outer frames 120a in a position where the projections 120c protrude above the upper surface 110b of the portion inside the inner circumference of the pin leg housing groove 112.

[0090] Furthermore, the two sensors 120 attached to the sensor mounting recess 114 are mounted so that the positions of the connection between the outer frame 120a and the tongue piece 120b are reversed in the Y-axis direction. Specifically, the fifth sensor 125 is mounted so that the connection between the outer frame 120a and the tongue piece 120b is located in the negative direction of the Y-axis. The sixth sensor 126 is mounted so that the connection between the outer frame 120a and the tongue piece 120b is located in the positive direction of the Y-axis.

[0091] Figure 10 is a perspective view showing an example configuration of the load-receiving member 130 of the connection module 100 shown in Figure 7. Figure 11 is a cross-sectional view showing the state in which the load-receiving member 130 shown in Figure 10 is attached to the sensor mounting member 110 and sensor 120 shown in Figure 9. The load-receiving member 130 is a member that receives the load applied to the traveling device 200 and transmits it to the sensor 120. The load-receiving member 130 has a base portion 131 and a connecting pin portion 132.

[0092] The base portion 131 is the part supported by the sensor mounting member 110 via the sensor 120, and in this embodiment, it is formed in a substantially rectangular prism shape, with a plan view shape that is a square with rounded corners. When the load-receiving member 130 is supported by the sensor mounting member 110 via the sensor 120, the upper surface 131a of the base portion 131 is located below the upper surface 110a of the sensor mounting member 110. The base portion 131 includes concave portions 133 and 134, and leg portions 135.

[0093] The concave portion 133 is formed in a concave shape extending upward from the lower surface 131b of the base portion 131, and its bottom view shape is a square-shaped concave portion with rounded corners. The concave portion 134 is formed in a concave shape extending further upward from the top surface of the concave portion 133, and its bottom view shape is a square-shaped concave portion with rounded corners. The concave portions 133 and 134 are formed such that their centers in a plan view are the centers of the base portion 131. That is, two stages of square ring-shaped portions are formed on the lower surface 131b of the base portion 131. The leg portion 135 is the square ring-shaped portion outside the outer circumference of the concave portion 133.

[0094] The load-bearing member 130 is provided so as not to directly contact the sensor mounting member 110, and is supported by the sensor mounting member 110 via multiple sensors 120. That is, the load-bearing member 130 is connected to the device body 10 via multiple sensors 120, the sensor mounting member 110, and the lifting mechanism 40. In this case, the base portion 131 has its legs 135 housed in the pin leg housing groove portion 112, and its four sides are in contact with and supported by the sensors 120. Also, the concave portions 133 and 134 of the base portion 131 face the upper surface 110b of the portion inside the inner circumference of the pin leg housing groove portion 112.

[0095] The load-receiving member 130 is supported from below by the top surface of the concave portion 134 being supported by the projections 120c of the fifth sensor 125 and the sixth sensor 126. The concave portions 133 and 134 do not come into contact with the outer frames 120a of the fifth sensor 125 and the sixth sensor 126. In other words, the fifth sensor 125 and the sixth sensor 126 are positioned adjacent to each other and both receive loads from the bottom surface (top surface of the concave portion 134) of the load-receiving member 130, so the forces applied to the fifth sensor 125 and the sixth sensor 126 from the load-receiving member 130 are in the same direction.

[0096] The load-bearing member 130 is supported from the side by the projections 120c of the first positive sensor 121p, the first negative sensor 121n, the second positive sensor 122p, the second negative sensor 122n, the third positive sensor 123p, the third negative sensor 123n, the fourth positive sensor 124p, and the fourth negative sensor 124n on the outer circumferential side of the leg portion 135. The leg portion 135 does not come into contact with the inner wall or bottom surface 112a of the pin leg housing groove portion 112.

[0097] As described above, the first positive sensor 121p and the first negative sensor 121n are positioned opposite each other in the Y-axis direction with the load-receiving member 130 in between, so the forces applied to the first positive sensor 121p and the first negative sensor 121n from the load-receiving member 130 are in opposite directions. Similarly, the second positive sensor 122p and the second negative sensor 122n are positioned opposite each other in the Y-axis direction with the load-receiving member 130 in between, so the forces applied to the second positive sensor 122p and the second negative sensor 122n from the load-receiving member 130 are in opposite directions.

[0098] Furthermore, since the third positive sensor 123p and the third negative sensor 123n are positioned opposite each other in the X-axis direction with the load-receiving member 130 in between, the forces applied to the third positive sensor 123p and the third negative sensor 123n from the load-receiving member 130 are in opposite directions. Similarly, since the fourth positive sensor 124p and the fourth negative sensor 124n are positioned opposite each other in the X-axis direction with the load-receiving member 130 in between, the forces applied to the fourth positive sensor 124p and the fourth negative sensor 124n from the load-receiving member 130 are in opposite directions.

[0099] The connecting pin portion 132 is formed to protrude from the center of the upper surface 131a side of the base portion 131 and extend in the axial direction (Z-axis direction). The connecting pin portion 132 can be inserted into the fitting hole 154 of the mounting member 150, which will be described later, by inserting it from below. The connecting pin portion 132 includes a first column portion 132a and a second column portion 132b.

[0100] The first column portion 132a is located at the upper end of the connecting pin portion 132 and is a column shape in which the axial direction is parallel to the Z-axis direction and the shape of the XY cross-section is constant. In the embodiment shown in Figure 10, the first column portion 132a is a rectangular prism shape in which the cross-section (hereinafter referred to as the XY cross-section) cut by a plane perpendicular to the axial direction is a square shape with rounded corners. However, in this embodiment, any column shape other than a perfect circle is acceptable, and it may be a prism other than a rectangular prism, such as a rectangular prism or an elliptical prism. Furthermore, the XY cross-sectional shape of the first column portion 132a may be a shape in which the edges bulge outward, such as a Reuleaux polygon or a lemon shape. In other words, the first column portion 132a has a shape other than a perfect circle when viewed in the axial direction. It is preferable that the XY cross-sectional shape of the first column portion 132a is rotationally symmetric.

[0101] Furthermore, the angular portion 132c corresponding to the side edge of the first column portion 132a may have a rounded or chamfered shape, as in the embodiment. Note that if the first column portion 132a is an elliptical column, the portions at both ends of the major axis are considered to be the angular portion 132c. In addition, the upper surface 132d of the first column portion 132a is formed as a flat surface parallel to the XY plane in the embodiment.

[0102] The second column portion 132b is located below the first column portion 132a and has a column shape with an axial direction parallel to the Z-axis direction and a widening base such as an exponential taper or parabolic taper. The upper end side surface of the second column portion 132b is continuous with the lower end side surface of the first column portion 132a, and the lower end side surface is continuous with the upper surface 131a of the base portion 131.

[0103] Figure 12 is a plan view showing an example configuration of the cover member 140 of the connection module 100 shown in Figure 7. The cover member 140 is a rectangular ring-shaped protective member that covers the top of the sensor 120 supported by the sensor mounting member 110. The lower surface of the cover member 140 is fixed to the upper surface 110a of the sensor mounting member 110 and is provided so as not to directly contact the load receiving member 130. That is, when the lower surface of the cover member 140 is fixed to the sensor mounting member 110, there is a gap between it and the upper surface 131a of the base 131 of the load receiving member 130 which is supported by the sensor mounting member 110 via the sensor 120. The cover member 140 has a fixing screw hole 141, a sensor hole 142, a pin opening 143, a pressing pin through hole 144, and a wiring hole 145.

[0104] The fixing screw holes 141 are holes through which screws are inserted to fix the cover member 140 to the upper surface 110a side of the sensor mounting member 110 (see Figure 8, etc.). The fixing screw holes 141 are formed to penetrate in the Z-axis direction. In a plan view, the same number of fixing screw holes 141 are provided at positions corresponding to the cover fixing screw holes 111 of the sensor mounting member 110, and in this embodiment, one is formed at each of the four corners in a plan view, for a total of four.

[0105] The sensor holes 142 are holes into which the upper ends of each sensor 120, which are attached to the eight sensor mounting slits 113, that protrude above the upper surface 110a of the sensor mounting member 110 are inserted. The sensor holes 142 are formed from the lower surface of the cover member 140 toward the upper Z-axis direction, and in the embodiment, they are provided penetrating in the Z-axis direction. In a plan view, the same number of sensor holes 142 are provided at positions corresponding to the sensor mounting slits 113, and in the embodiment, two are formed near each of the four sides, for a total of eight. When the cover member 140 is fixed to the upper surface 110a of the sensor mounting member 110, the upper ends of the sensors 120 attached to the eight sensor mounting slits 113 are located below the upper surface 110a of the sensor mounting member 110.

[0106] The pin opening 143 is an opening through which the connecting pin portion 132 of the load-receiving member 130 is inserted. That is, the pin opening 143 is located inward from the inner circumference of the square ring-shaped cover member 140. In a plan view, the pin opening 143 is formed such that its inner edge is separated outward from the connecting pin portion 132.

[0107] The pressure pin through-hole 144 is a through-hole for inserting the pressure pin 155 formed in the mounting member 150, which will be described later. The pressure pin through-hole 144 is provided extending through in the Z-axis direction so that its diameter is larger than the diameter of the pressure pin 155. In a plan view, the same number of pressure pin through-holes 144 are provided at positions corresponding to the pressure pin 155, and in this embodiment, two holes are formed in total, one near each of the two diagonally opposite fixing screw holes 141.

[0108] The wiring hole 145 is a hole through which wiring connected to the pressure sensor 160, described later, passes. The wiring is connected to other elements outside the connection module 100 via the wiring hole 145, for example, via the wiring hole 115 of the sensor mounting member 110.

[0109] Figure 13 is a perspective view showing an example configuration of the mounting member 150 of the connection module 100 shown in Figure 7. The mounting member 150 is a member that is attached to the main body 210 of the running device 200 (see Figures 16 and 17). The mounting member 150 is connectable to and detachable from the load-receiving member 130. By connecting the mounting member 150 to the load-receiving member 130, the running assist device 1 is connected to the running device 200. The mounting member 150 has a base portion 151, a hole-forming portion 152, a plurality (four in the embodiment) of fixing holes 153, a fitting hole 154, and a pressing pin 155.

[0110] The base portion 151 is the part that is attached to the main body portion 210 of the running device 200 (see Figures 16 and 17), and in this embodiment, its plan view shape is formed as a thick plate with a square ring shape including rounded corners. The upper surface 151a (see Figure 7) of the base portion 151 faces the lower surface of the main body portion 210 of the running device 200.

[0111] The hole-forming portion 152 is formed in a convex shape extending downward from the lower surface 151b side of the base portion 151 in a plan view, and its shape in plan view is a square-shaped convex portion with rounded corners. The hole-forming portion 152 is formed such that its center in a plan view is the center of the base portion 151. That is, the base portion 151 has a square ring-shaped lower surface 151b outside the outer circumference of the hole-forming portion 152. The mounting member 150 is formed such that the thickness in the Z-axis direction of the hole-forming portion 152 is greater than the thickness of the square ring-shaped portion outside the outer circumference of the hole-forming portion 152.

[0112] The fixing holes 153 are holes through which screws are inserted to fix the mounting member 150 to the lower surface of the main body 210 of the running device 200 (see Figures 16 and 17). The fixing holes 153 are formed by penetrating the base 151 of the mounting member 150 in the Z-axis direction and, for example, include female threads on the inner circumferential surface. In this embodiment, four fixing holes 153 are provided. The four fixing holes 153 are formed near the four corners of the mounting member 150 in a plan view. The mounting member 150 is fixed to the lower surface of the main body 210 of the running device 200 by, for example, aligning the upper surface 151a of the base 151 with the lower surface of the main body 210 of the running device 200 and screwing a screw or the like into the fixing hole 153 from below.

[0113] The fitting hole 154 is a hole that penetrates the hole-forming portion 152 of the mounting member 150 in the Z-axis direction, and the connecting pin portion 132 of the load-receiving member 130 can be inserted from below. The fitting hole 154 is formed in the center of the mounting member 150 in a plan view. The fitting hole 154 has a first hole portion 154a, a second hole portion 154b, and a third hole portion 154c that communicate in sequence.

[0114] In this embodiment, the first hole 154a is located below the second hole 154b and the third hole 154c. The first hole 154a opens to the lower surface of the mounting member 150 and its axial direction is parallel to the Z-axis direction. The first hole 154a has a tapered inner wall that gradually becomes smaller towards the second hole 154b. In this embodiment, the first hole 154a has an XY cross-sectional shape that is square with rounded corners. Preferably, the XY cross-sectional shape of the first hole 154a is rotationally symmetric.

[0115] The second hole 154b is located between the first hole 154a and the third hole 154c. The second hole 154b communicates with the upper part of the first hole 154a and its axial direction is parallel to the Z-axis direction. The second hole 154b gradually becomes smaller toward the third hole 154c and has a tapered inner wall with a taper ratio smaller than that of the first hole 154a. In this embodiment, the second hole 154b has an XY cross-sectional shape that is square with rounded corners. Preferably, the XY cross-sectional shape of the second hole 154b is rotationally symmetric.

[0116] In this embodiment, the third hole 154c is located above the first hole 154a and the second hole 154b. The third hole 154c communicates with the area above the second hole 154b, and its axial direction is parallel to the Z-axis direction, with a constant XY cross-sectional shape. The third hole 154c is a hole into which the first column portion 132a of the connecting pin portion 132 of the load-receiving member 130 can be fitted. When the third hole 154c is fitted to the first column portion 132a, the angular portion 154d faces the angular portion 132c of the first column portion 132a.

[0117] The third hole 154c in the embodiment opens to the upper surface 151a side of the mounting member 150. The third hole 154c in the embodiment has an XY cross-sectional shape that is square with rounded corners, but does not include concave corners or concave curved surfaces on its outer circumference, and can have any shape as long as it can restrict the rotation of the first column portion 132a in the θ rotation direction when fitted. Preferably, the XY cross-sectional shape of the third hole 154c is rotationally symmetric.

[0118] When the connecting pin portion 132 of the load-bearing member 130 is inserted through the fitting hole 154 from below, the first column portion 132a is sequentially guided through the first hole portion 154a and the second hole portion 154b of the fitting hole 154, and then fitted into the third hole portion 154c. The fitting hole 154 is formed such that the relationship L = 1 / D holds, where L is the minor axis at the interface between the first hole portion 154a and the second hole portion 154b, and D is the major axis at the upper surface 132d of the first column portion 132a of the load-bearing member 130.

[0119] The first column portion 132a is fitted into the third hole portion 154c, thereby positioning the load-receiving member 130 and the mounting member 150 in the XY plane direction and the θ rotation direction. Furthermore, the first column portion 132a is fitted into the third hole portion 154c, and the lower edge 152a of the hole-forming portion 152 of the mounting member 150 is supported in contact with the upper surface 131a of the base portion 131 of the load-receiving member 130, thereby positioning the load-receiving member 130 and the mounting member 150 in the Z axis direction. In other words, the load-receiving member 130 and the mounting member 150 can be positioned in four axes.

[0120] In the state in which the first column portion 132a is fitted into the third hole portion 154c, the outer peripheral edge of the lower end of the first hole portion 154a is located inward from the base portion 131 of the load-receiving member 130 in a plan view. In the embodiment, in the state in which the first column portion 132a is fitted into the third hole portion 154c and the base portion 131 supports the mounting member 150 from below, the upper surface 132d of the first column portion 132a is maintained at the same height as the upper surface 151a of the mounting member 150, or at a position below the upper surface 151a.

[0121] In the embodiment, the second hole 154b has a square shape with rounded corners in its XY cross-section, but in this embodiment, it is not limited to a square shape. For example, if the XY cross-sections of the first column 132a and the third hole 154c are regular polygons, the second hole 154b does not include concave corners or concave curved surfaces on its outer circumference, and its XY cross-section is a regular polygon with a number of vertices less than or equal to the number of vertices in the XY cross-sections of the first column 132a and the third hole 154c.

[0122] In the embodiment, the first hole 154a has a square shape with rounded corners in its XY cross-section, but this embodiment is not limited to a square shape. For example, if the XY cross-section of the second hole 154b is a regular polygon, the first hole 154a does not include concave corners or concave curved surfaces on its outer circumference, and its XY cross-section can be a regular polygon with a number of vertices less than or equal to the number of vertices in the XY cross-section of the second hole 154b, or a circular shape.

[0123] The pressing pin 155 is a projection that presses the pressure sensor 160 via the cushioning material 170 described later. The pressing pin 155 is formed to protrude from the lower surface 151b side of the base portion 151 and extend in a direction parallel to the Z-axis direction. The tip of the pressing pin 155 is formed in a dome shape. In this embodiment, the pressing pin 155 includes two pressing pins 155 that are arranged diagonally in a plan view. When the mounting member 150 is connected to the load receiving member 130, the pressing pin 155 is inserted through the pressing pin through hole 144 of the cover member 140 and presses the pressure sensor 160, which is located below the pressing pin through hole 144, via the cushioning material 170.

[0124] The pressure sensor 160 includes, for example, a functional part including electrodes and a protective film provided so as to sandwich the functional part. The pressure sensor 160 is a sensor capable of measuring the position and magnitude of external pressure applied to the functional part. The pressure sensor 160 is provided in accordance with the position and number of the pressure pins 155 and the pressure pin through holes 144 of the cover member 140. In a plan view, the same number of pressure sensors are provided at positions corresponding to the pressure pins 155 and the pressure pin through holes 144 of the cover member 140, and in this embodiment, two pressure sensors are formed, one on each of the two diagonally opposite pressure pin through holes 144 at their lower ends. In a plan view, the pressure sensor 160 is fixed to the lower surface side of the cover member 140, for example, so that the pressure pin through holes 144 coincide with the functional part.

[0125] The cushioning material 170 is positioned on the upper side of the functional part of each pressure sensor 160. The pressing pin 155 is inserted through the pressing pin through hole 144 when the connecting pin portion 132 of the load receiving member 130 is inserted through the fitting hole 154 of the mounting member 150 and the first column portion 132a and the third hole portion 154c are fitted together. At this time, the pressure sensor 160 detects the pressure applied to the pressure sensor 160 via the cushioning material 170 by the tip of the pressing pin 155. In other words, the pressure sensor 160 detects the connection state between the load receiving member 130 and the mounting member 150.

[0126] Furthermore, the travel assist device 1 may be equipped with multiple mounting members 150 that can be connected to the load-bearing member 130. By attaching a mounting member 150 to each of the multiple travel devices 200, the travel assist device 1 can sequentially connect to each travel device 200 and assist in travel. In addition, multiple load-bearing members 130 and mounting members 150 may be provided for a single travel assist device 1. For example, if the travel device 200 can be supported at multiple points, such as by connecting to the travel device 200 at the four corners of the travel assist device 1 in a plan view, it can be adapted even if the travel device 200 is large or heavy.

[0127] [Four-axis load measurement using connection module 100] The connection module 100 is connected to the travel assist device 1, and when force from a transporter is applied to the travel assist device 200 or when the travel assist device 1 is accelerated, a load is applied to the load receiving member 130 via the mounting member 150. When a load is applied to the load receiving member 130, the load receiving member 130 transmits the applied load to the sensor 120 that supports the base 131.

[0128] Here, we will explain how the load transmitted from the load-receiving member 130 is measured by the sensors 120 shown in Figures 7, 9, and 11. In the eight sensors 120 attached to the sensor mounting slit 113, each of the eight sensors 120 is used to form a Wheatstone bridge circuit, and the differential output voltage value for positive and negative strain is measured.

[0129] Specifically, the third positive sensor 123p and the third negative sensor 123n, which are opposite each other in the X-axis direction, constitute a Wheatstone bridge circuit, and the differential output voltage value V with respect to strain in the X-axis direction S3± The fourth positive sensor 124p and the fourth negative sensor 124n, which are opposite each other in the X-axis direction, constitute a Wheatstone bridge circuit, and the differential output voltage value V with respect to strain in the X-axis direction is measured. S4± Measure.

[0130] Further, the first positive sensor 121p and the first negative sensor 121n facing each other in the Y-axis direction form a Wheatstone bridge circuit, and measure the differential output voltage value V S1± Thereof. Also, the second positive sensor 122p and the second negative sensor 122n facing each other in the Y-axis direction form a Wheatstone bridge circuit, and measure the differential output voltage value V S2± Thereof.

[0131] The differential output voltage values V S1± , V S2± , V S3± , V S4± The circuit diagram of the sensor 120 (strain gauge) for measuring will be described. FIG. 14 is a diagram showing an example of the circuit diagram of the sensor 120 arranged to face each other in the X-axis direction or the Y-axis direction. In the following description, as an example, the circuit diagrams of the first positive sensor 121p and the first negative sensor 121n will be described, but the second positive sensor 122p and the second negative sensor 122n, the third positive sensor 123p and the third negative sensor 123n, and the fourth positive sensor 124p and the fourth negative sensor 124n also have the same circuit configuration.

[0132] In the circuit diagram shown in Figure 14, strain gauges Gp1, Gp2, Gn1, and Gn2 are connected to each of the four sides of the bridge circuit. Strain gauge Gp1 is provided on the side of the projection 120c of the first positive sensor 121p and is provided on one side of the bridge circuit. Strain gauge Gp2 is provided on the side of the first positive sensor 121p opposite to strain gauge Gp1 and is provided on one side of the bridge circuit adjacent to the side on which strain gauge Gp1 is provided. Strain gauge Gn1 is provided on the side of the first negative sensor 121n opposite to the projection 120c and is provided on the opposite side of the bridge circuit to the side on which strain gauge Gp1 is provided. Strain gauge Gn2 is provided on the side of the first negative sensor 121n opposite to strain gauge Gn1 and is provided on the opposite side of the bridge circuit to the side on which strain gauge Gp2 is provided. As described above, the forces applied to the first positive sensor 121p and the first negative sensor 121n from the load-receiving member 130 are in opposite directions, so strain gauges Gp1 and Gn2 are strained in the same direction, and strain gauges Gp3 and Gn1 are strained in the opposite direction.

[0133] In the circuit diagram shown in Figure 14, the applied voltage V is applied from below. IN By multiplying by this, the output voltage V is moved to the right. OUT The output voltage is V. If the gauge factor is K and the strain is ε, then the output voltage is V. OUT This is shown by the following formula (1). Note that the output voltage V OUT When the sensors 120 connected to the circuit are the first positive sensor 121p and the first negative sensor 121n, V S1± That is the case.

[0134]

number

[0135] Furthermore, the two sensors 120 mounted in the sensor mounting recess 114 each measure the output voltage value for strain in the positive direction. Specifically, the fifth sensor 125 and the sixth sensor 126, which are aligned in the Y-axis direction, each measure the output voltage value V for strain in the positive direction of the Z-axis. S5+ , V S6+ Measure.

[0136] Output voltage value V S5+ , V S6+ The circuit diagram of the sensor 120 (strain gauge) that measures [the value] will be described. Figure 15 shows an example of a circuit diagram of the sensor 120 positioned with the projection 120c facing upward in the Z-axis direction. In the following explanation, the circuit diagram of the fifth sensor 125 will be described as an example, but the sixth sensor 126 has a similar circuit configuration.

[0137] In the circuit diagram shown in Figure 15, strain gauges G1 and G2 and fixed resistors R1 and R2 are connected to each of the four adjacent sides of the bridge circuit. Strain gauge G1 is provided on the side of the fifth sensor 125 facing the projection 120c and is provided on one side of the bridge circuit. Strain gauge G2 is provided on the side of the fifth sensor 125 opposite to strain gauge G1 and is provided on one side of the bridge circuit adjacent to the side on which strain gauge G1 is provided. Fixed resistor R1 is provided on the side opposite to the side on which strain gauge G1 is provided in the bridge circuit. Fixed resistor R2 is provided on the side opposite to the side on which strain gauge G2 is provided in the bridge circuit. As mentioned above, the forces applied to the fifth sensor 125 and the sixth sensor 126 from the load-receiving member 130 are in the same direction. Therefore, the strain gauge G1 of the fifth sensor 125 and the strain gauge G1 of the sixth sensor 126 are strained in the same direction, while the strain gauge G2 of the fifth sensor 125 and the strain gauge G2 of the sixth sensor 126 are strained in the opposite direction.

[0138] In the circuit diagram shown in Figure 15, the applied voltage V is applied from below. IN By multiplying by this, the output voltage V is moved to the right. OUT The output voltage is V. OUT This is shown by the following formula (2). Note that the output voltage V OUT When the sensor 120 connected to the circuit is the fifth sensor 125, V S5+ And if the sensor 120 connected to the circuit is the sixth sensor 126, then V S6+ That is the case.

[0139]

number

[0140] Each measurement value measured by the connection module 100 in this way is output to, for example, the control unit 22 of the driving assistance device 1. Based on each measurement value, the control unit 22 calculates the three-axis load applied to the load receiving member 130 and the moment about the Z axis. When the output power value when 1 [N] is applied to the sensor 120 is V cal assuming that it is, the load F x applied in the X-axis direction, the load F y applied in the Y-axis direction, and the load F z applied in the Z-axis direction are represented by the following mathematical formulas (3), (4), and (5).

[0141]

Number

[0142]

Number

[0143]

Number

[0144] Further, when the distance from the origin of the load receiving member 130 to the contact point with the protrusion 120c of the sensor 120 is L and the rotation angle of the load receiving member 130 about the Z axis is φ, the moment M z about the Z axis is represented by the following mathematical formula (6). Note that the origin of the load receiving member 130 is located at the center of the load receiving member 130 in a plan view and is set, for example, to be located on the upper surface 132d of the load receiving member 130 shown in FIG. 11. Further, the angle φ is calculated based on the difference in the strain amount in the Y-axis direction or the X-axis direction between the two contact points of the protrusions 120c of the two sensors 120 adjacent in the X-axis direction or the Y-axis direction and the load receiving member 130.

[0145]

Number

[0146] [Connection operation of the traveling auxiliary device 1 to the traveling device 200] Next, the connection operation of the traveling auxiliary device 1 to the traveling device 200 will be described with reference to FIGS. 16 and 17. FIG. 16 is a side view showing a partially cross-sectional view of the state before the traveling auxiliary device 1 shown in FIG. 1 is connected to the traveling device 200. FIG. 17 is a side view showing a partially cross-sectional view of the state after the traveling auxiliary device 1 shown in FIG. 2 is connected to the traveling device 200.

[0147] When transporting the traveling device 200 with the traveling auxiliary device 1 of the embodiment, the operator attaches the attachment member 150 to the traveling device 200 in advance. The operator fixes, for example, the upper surface 151a of the base portion 151 of the attachment member 150 to the lower surface side of the traveling device 200 with a screw (not shown). When there are a plurality of traveling devices 200 to be transported by the traveling auxiliary device 1, the attachment member 150 is attached to all the traveling devices 200 in advance. Further, the operator drives the lifting mechanism 40 via the sliding member 30 by the linear actuator 50 and lowers the sensor attachment member 110 and the load receiving member 130.

[0148] At the time of connection, first, the drive wheels 20 are driven, and as shown in FIG. 16, the traveling auxiliary device 1 is made to travel so as to dive under the traveling device 200 to which the attachment member 150 is attached. Next, the connection pin portion 132 of the load receiving member 130 is positioned so as to face directly below the fitting hole 154 of the attachment member 150.

[0149] When inserting the driving assist device 1 beneath the running device 200, for example, the driving assist device 1 may drive automatically, or an operator may control the movement of the driving assist device 1 via wireless communication from a terminal device, or an operator may use their hands or feet to push the driving assist device 1 beneath the running device 200. The automatic driving method includes, for example, a method guided by a transmitter such as a beacon, a method in which a marker (identifier) ​​is attached near the guide member 230 which is the entrance to the driving assist device 1 and the marker is recognized by a camera mounted on the driving assist device 1, a method in which the relative positional relationship with the running device 200 is identified by a 3D camera mounted on the driving assist device 1, or a method that combines these as appropriate.

[0150] Next, the linear actuator 50 is driven in the direction of extension. As the linear actuator 50 extends, the movable part 52 moves the sliding member 30 toward the rotating shaft member 43a side of the lifting mechanism 40 in the front-rear direction (to the right as shown in Figures 16 and 17). Then, as shown in Figure 17, the lifting mechanism 40 raises the load receiving member 130 via the sensor mounting member 110 and the sensor 120. More specifically, together with the sliding member 30, the movable part 52 moves the sliding shaft member 44b of the second link arm 44 toward the rotating shaft member 43a side within the guide hole 41b of the base fixing part 41.

[0151] Simultaneously, the second link arm 44 rotates around the axis of the rotating shaft member 44a, and the first link arm 43, which is connected via the central shaft member 45, rotates around the axis of the rotating shaft member 43a, while the sliding shaft member 43b moves toward the rotating shaft member 44a within the guide hole 42b of the connection mechanism fixing part 42. As a result, the load receiving member 130 rises together with the connection mechanism fixing part 42 via the sensor mounting member 110 and the sensor 120.

[0152] The raised load-bearing member 130 approaches the mounting member 150 from below, and the connecting pin portion 132 is inserted into the fitting hole 154 from below and fitted into place. As a result, the load-bearing member 130 restricts the movement of the mounting member 150 in the horizontal direction and the pivot direction around the vertical axis, and supports the traveling device 200 from below, so that the traveling assist device 1 is connected to the traveling device 200 via the connecting module 100.

[0153] When the load-receiving member 130 and the mounting member 150 are accurately connected, the pressure sensor 160 is pressed against the pressure pin 155 via the cushioning material 170 to detect the connection state. The travel assist device 1 is positioned in four axes relative to the travel device 200: horizontal (XY plane direction), vertical (Z axis direction), and rotational direction around the vertical axis (θ rotation direction) by the fitting of the connecting pin portion 132 and the fitting hole 154.

[0154] When the travel assist device 1 travels, the connecting module 100 moves in the direction of travel. The travel assist device 1 pulls the travel device 200 in the direction of travel via the connecting module 100. The travel assist device 1 also pulls the travel device 200 in the direction of right or left turning or swiveling via the connecting module 100. Furthermore, when the travel device 200 is driven by the operator, the travel assist device 1 is pulled in the direction of the force acting on the travel device 200 via the connecting module 100. In other words, the travel assist device 1 and the travel device 200 follow each other when connected.

[0155] When the travel assist device 1 is detached from the travel device 200, the linear actuator 50 is driven in a retracting direction. As the linear actuator 50 retracts, the movable part 52 moves the sliding member 30 toward the fixed part 51 in the front-rear direction (to the left as shown in Figures 16 and 17). As a result, together with the sliding member 30, the sliding shaft member 44b of the second link arm 44 moves toward the fixed part 51 within the guide hole 41b of the base fixed part 41.

[0156] Simultaneously, the second link arm 44 rotates around the axis of the rotating shaft member 44a, and the first link arm 43, which is connected via the central shaft member 45, rotates around the axis of the rotating shaft member 43a, while the sliding shaft member 43b moves towards the fixed part 51 within the guide hole 42b of the connection mechanism fixed part 42. As a result, the sensor mounting member 110 and the load receiving member 130 descend together with the connection mechanism fixed part 42.

[0157] As the load-receiving member 130 descends, the connecting pin portion 132 exits downward through the fitting hole 154 and separates itself below the mounting member 150. This causes the travel assist device 1 to detach from the travel device 200.

[0158] [Driving assistance control method] Next, a driving assistance control method for the driving assistance device 1 according to the embodiment to assist the driving of the running device 200 will be described. First, the mechanical model of the running device 200 used in the driving assistance control process will be described. Figure 18 is a diagram showing an example of the mechanical model of the running device 200 used in the driving assistance control process according to the embodiment. The mechanical model shows the balance of horizontal forces when the driving assistance device 1 is connected to the running device 200.

[0159] In the dynamic model shown in Figure 18, points A, B, C, and D represent the driven wheels 220 of the running gear 200, point S represents the center of gravity of the running gear 200, and point H represents the position where the operator grips the running gear 200 to push or pull it. In the dynamic model of this embodiment, the X-axis is set to be the longitudinal direction (forward is positive) of the running assist device 1 and running gear 200 with point S as the origin, and the Y-axis is set to be the width direction (rightward when looking forward) of the running assist device 1 and running gear 200 with point S as the origin.

[0160] In the traveling assistance device 1 of the embodiment, the center of the connection module 100 coincides with the point S. More specifically, in the embodiment, in the state where the traveling assistance device 1 is connected to the traveling device 200, the coordinate systems of the mechanical model and the connection module 100 shown in FIGS. 7 to 13 are the same. Note that the coordinate system of the mechanical model is not limited to the example shown in FIG. 18. For example, a global coordinate system having an arbitrary origin may be set and converted by a known conversion method.

[0161] In the mechanical model, let the mass of the traveling device 200 including the conveyance target be M, the moment of inertia be I, the traveling speed be v, the angular velocity be ω, and the frictional force of the driven wheel 220 be f A , f B , f C , f D ; let the translational driving force by the traveling assistance device 1 be F R , the turning driving force be τ R ; and let the translational external force applied by the operator to the traveling device 200 be F H , the turning external force be τ H . Then, the following mathematical formulas (7) and (8) hold.

[0162] [[ID=…]] (The remaining tags are not shown in the original text but should be translated as is according to the rule)Also, let the static friction coefficient of the traveling device 200 alone be μ, the length of the traveling device 200 in the X-axis direction be l, and the width in the Y-axis direction be w. Then, the mass M and the moment of inertia I of the traveling device 200 including the conveyance target are represented by the following mathematical formulas (9) and (10).

[0165] [[ID=…]] (The remaining tags are not shown in the original text but should be translated as is according to the rule)​​​​​​​​​​​​​​​​​​​​​​​​​​​​

[0167] Next, the overall flow of the driving assistance control process will be explained. Figure 19 is a flowchart showing the flow of the driving assistance control process by the driving assistance device 1 according to this embodiment. The driving assistance control process shown in Figure 19 is executed based on the dynamic model shown in Figure 18. It is assumed that the driving assistance device 1 is connected to the driving device 200 by the operation described above.

[0168] The process shown in Figure 19 is executed by the control unit 22 of the driving assist device 1 based on a predetermined control program and data. The control unit 22 starts the process shown in the flowchart of Figure 19 when, for example, the pressure sensor 160 of the driving assist device 1 detects the connection between the load receiving member 130 and the mounting member 150 attached to the driving device 200, or when it receives a predetermined operation to start the driving assist operation. As shown in Figure 19, the driving assist control method of the embodiment includes a calibration process S300, an estimation process S400, and a proportional derivative (PD) control process S500.

[0169] In the calibration process S300, the static friction force f of the driven wheels 220 of the running gear 200 is measured. A ,f B ,f C ,f D The following is calculated. Based on this, the mass M and moment of inertia I of the running device 200 are calculated. In the running assistance control method, before executing the calibration process S300, the static friction coefficient μ of the running device 200 alone, the length l in the X-axis direction, and the width w in the Y-axis direction of the running device 200 are measured in advance and stored in the control unit 22 of the running assistance device 1.

[0170] Here, the calibration process S300 will be described in more detail. Figure 20 is a flowchart showing an example of the flow of the calibration process S300 shown in Figure 19. As shown in Figure 20, the calibration process S300 of this embodiment includes processing from step S301 to step S312. When the control unit 22 transitions to the calibration process S300 in the flowchart shown in Figure 19, it executes the processing sequentially from step S301.

[0171] In step S301, the control unit 22 starts detecting the speed of the driving assist device 1. That is, the control unit 22 acquires the driving speed of the driving assist device 1 from the speed acquisition unit 20a (see Figure 21) at predetermined intervals. In this embodiment, the speed acquisition unit 20a calculates the overall driving speed v and angular velocity ω of the driving assist device 1 at predetermined intervals based on the rotational speed information of the four rotary actuators 21 output from the motor driver 21a, and outputs the calculated driving speed v and angular velocity ω information to the control unit 22. The control unit 22 then proceeds to step S302.

[0172] In step S302, the control unit 22 notifies the start of the calibration process S300. Specifically, the control unit 22 controls, for example, a notification unit including a speaker provided in the main body of the device 10 to output a predetermined sound to inform the surroundings of the start of the calibration process S300. In the calibration process S300, the translational external force F H and the turning external force τ H Static friction force f of the driven wheels 220 of the running gear 200 when the value is zero A ,f B ,f C ,f D The calculation is performed. Therefore, in step S302, the operator and those around them are notified of the start of the calibration process S300 in order to move away from the traveling device 200 and not to touch it. The control unit 22 then proceeds to step S303.

[0173] In step S303, the control unit 22 determines whether the speed of the driving assist device 1 is zero. Since speed detection started in step S301, the control unit 22 has acquired information on the driving speed v and angular velocity ω of the driving assist device 1 from the speed acquisition unit 20a at predetermined intervals. In step S303, the control unit 22 determines whether the acquired driving speed v and angular velocity ω are both zero, or whether at least one of them is not zero. If the driving assist device 1 and the driving equipment 200 connected thereto are stopped, the driving speed v and angular velocity ω are both zero. If the control unit 22 determines that speed = 0 (step S303; Yes), it proceeds to step S304.

[0174] The running assist device 1 and the running equipment 200 connected thereto are subject to the static friction force f of the driven wheel 220. A ,f B ,f C ,f D When moving against a translational external force F, the travel speed v and angular velocity ω are at least one of which is not zero. That is, the travel device 200 is subjected to a translational external force F H and the turning external force τ H At least one of the following is being applied. If the control unit 22 determines that speed ≠ 0 (step S303; No), it returns to step S302. The calibration process S300 must start with the driving assist device 1 stopped, so steps S302 to S303 are repeatedly executed until Yes is determined in step S303.

[0175] In step S304, the control unit 22 starts detecting the load applied to the connection part of the travel assist device 1. In load detection, the direction and magnitude of the load applied from the travel device 200 are detected at the connection part between the travel assist device 1 and the travel device 200. That is, in this embodiment, the control unit 22 acquires the measured voltage value for the strain measured by the sensor 120 from the mounting member 150 attached to the travel device 200 at predetermined intervals, based on the load received by the load receiving member 130. The control unit 22 then proceeds to step S305.

[0176] In step S305, the control unit 22 provides a driving force (translational driving force F) to the forward (X-axis direction) of the driving assist device 1. R ) increases. The forward driving force is increased when the driving assist device 1 moves forward as a whole due to the rotation of each drive wheel 20, and the load F from the running device 200 is applied at the connection point between the driving assist device 1 and the running device 200. x It is equal to. The control unit 22 controls each rotary actuator 21 by motor driver 21a so that the driving force in the direction that the driving assist device 1 as a whole travels forward increases by a predetermined amount due to the rotation of each drive wheel 20. The control unit 22 then proceeds to step S306.

[0177] In step S306, the control unit 22 determines whether the speed of the driving assist device 1 is zero or not. Similar to step S303, the control unit 22 obtains the measured value obtained from the speed detection started in step S301 and calculates the driving speed v and angular velocity ω of the driving assist device 1 based on this.

[0178] Furthermore, since it is determined in step S303 that the speed of the travel assist device 1 is zero, and only the driving force in the X-axis direction is applied in step S305, in step S306, it is possible to assume that the travel assist device 1 only moves translationally in the X-axis direction, omit the calculation of the Y-axis component and angular velocity ω of the travel speed v, and calculate only the X-axis component of the travel speed v.

[0179] The running assist device 1 and the running equipment 200 connected thereto exert the static friction force f of the driven wheel 220. A ,f B ,f C ,f D If the vehicle remains stopped, the speed is zero. If the control unit 22 determines that the speed is 0 (step S306; Yes), it returns to step S305 and increases the driving force by a predetermined amount, and repeatedly executes steps S305 to S306 until it determines No in step S306.

[0180] If the driving force applied to the running assist device 1 in step S305 causes the frictional force of the driven wheels 220 of the running device 200 to exceed the static frictional force, the speed is not zero. If the control unit 22 determines that the speed ≠ 0 (step S306; No), it proceeds to step S307.

[0181] In step S307, the control unit 22 acquires the measured value of the load applied to the connection. Specifically, the control unit 22 acquires the measured value of the sensor 120 at the moment when it was determined in step S306 that the speed ≠ 0. The control unit 22 then proceeds to step S308.

[0182] In step S308, the control unit 22 determines the static friction force f of the driven wheel 220 based on the acquired load measurement value. A ,f B ,f C ,f D The control unit 22 first calculates the load F that the driving assist device 1 receives at the connection point with the driving equipment 200, using formula (3) based on the measured value obtained from the sensor 120. x Calculate the load F. x The translational driving force F of the driving assist device 1. R This corresponds to the X-axis component. Here, after determining in step S303 that the speed of the travel assist device 1 is zero (zero external force), and then in step S305 only a driving force in the X-axis direction is applied, it is assumed in step S307 that the load on the travel assist device 1 is only the X-axis component.

[0183] Next, the control unit 22 controls the translational driving force F R Based on this, the static friction force f of the driven wheel 220 is calculated using equation (7). A ,f B ,f C ,f D Calculate the following. Here, as mentioned above, equation (7) can be simplified using only one axis, the X-axis. Translational driving force F Ris the value at the moment when the driving assistance device 1 and the traveling implement 200 start to move. Therefore, the traveling speed v of the driving assistance device 1 and the traveling implement 200 is zero. Also, since it is determined in step S303 that the speed of the driving assistance device 1 is zero (the external force is zero), the translational external force F H is zero. Therefore, Equation (7) can be arranged as 0 = f A + f B + f C + f D + F R .

[0184] Also, at this time, the static frictions f A , f B , f C , f D acting on the driven wheels 220 are the maximum frictions. Therefore, the static frictions f A , f B , f C , f D acting on the four driven wheels 220 are all the same (f A = f B = f C = f D ). Therefore, f A = f B [[ID=—44]]= f C = f D = -F R / 4. The control unit 22 proceeds to step S309.

[0185] In step S309, the control unit 22 calculates the mass M of the traveling implement 200 based on the static frictions f A , f B , f C , f D acting on the driven wheels 220 and the static friction coefficient μ of the traveling implement 200 alone. The mass M is the total value of the mass of the traveling implement 200 alone and the mass of the conveyance target placed on the traveling implement 200. The control unit 22 calculates the mass M using Equation (9) based on the static friction f A (= f B = f C = f D ) calculated in step S308, the static friction coefficient μ stored in advance, and the gravitational acceleration g. The control unit 22 proceeds to step S310.

[0186] In step S310, the control unit 22 calculates the moment of inertia I of the running gear 200 based on the mass M and dimensions of the running gear 200. The control unit 22 calculates the moment of inertia I using formula (10) based on the mass M calculated in step S309 and the length l in the X-axis direction and width w in the Y-axis direction of the running gear 200 which are stored in advance. The control unit 22 then proceeds to step S311.

[0187] In step S311, the control unit 22 stops the driving assist device 1. Specifically, the control unit 22 controls each rotary actuator 21 by the motor driver 21a so that each drive wheel 20 stops rotating. The control unit 22 then proceeds to step S312.

[0188] In step S312, the control unit 22 notifies the completion of the calibration process S300. Specifically, the control unit 22 controls, for example, a notification unit including a speaker provided in the main body of the device 10 to output a predetermined sound to inform the surroundings that the calibration process S300 has completed. In this way, in step S312, the control unit 22 notifies the operator that preparations for assisting the operation of the mobile device 200 are complete and prompts the operator to start operating the mobile device 200. After executing step S312, the control unit 22 terminates the processing shown in the flowchart in Figure 20.

[0189] Upon completion of the calibration process S300, as shown in Figure 19, the system initiates a travel assistance control to support the operator's operation of the travel device 200. The travel assistance control repeatedly performs the estimation process S400 and the proportional-derivative control process S500.

[0190] In estimation process S400, the external force (translational external force F) applied to the travel device 200 by the operator's actions is calculated. H and the turning external force τ H In the proportional-derivative control process S500, the external force (translational external force F) applied to the travel device 200 by the operator's operation is estimated. Hand the turning external force τ H ) is the driving force (translational driving force F) of the driving assist device 1. R and turning driving force τ R The driving assist device 1 performs driving assist control so that the external force becomes zero, with the external force being borne by the driving assist device 1 instead. Then, the process returns to estimation process S400, and estimation process S400 and proportional-derivative control process S500 are repeatedly executed until the driving assist control is completed.

[0191] The estimation process S400 and the proportional-derivative control process S500 will be explained in more detail. Figure 21 is a control block diagram of the driving assist device 1 according to the embodiment. As shown in Figure 21, the control unit 22 controls the rotary actuator 21 corresponding to each drive wheel 20 using the motor driver 21a. The motor driver 21a supplies power to the rotary actuator 21 to apply a predetermined torque to each drive wheel 20.

[0192] The motor driver 21a acquires rotational speed information from the rotary actuator 21 and outputs the acquired rotational speed information to the speed acquisition unit 20a. The speed acquisition unit 20a calculates the overall travel speed v and angular velocity ω of the travel assist device 1 based on the rotational speed information of each rotary actuator 21. The control unit 22 also acquires the travel speed v and angular velocity ω of the travel assist device 1 from the speed acquisition unit 20a and reads the translational driving force F from the travel assist device 1 from the sensor 120. R and turning driving force τ R Obtain the information.

[0193] In the estimation process S400, first, the control unit 22 acquires information on the travel speed v and angular velocity ω of the travel assist device 1 from the speed acquisition unit 20a (see Figure 21). The control unit 22 also uses the measured value from the sensor 120 of the connection module 100 to determine the load F that the travel assist device 1 receives at the connection point with the travel equipment 200. x F y F z and moment M about the Z axis z Calculate the load F. x The translational driving force F of the driving assist device 1. RThis corresponds to the X-axis component of the load F. y is the translational driving force F R This corresponds to the Y-axis component of the moment M. z The turning driving force τ R It corresponds to this.

[0194] Next, the control unit 22 receives the travel speed v and angular velocity ω, and the translational driving force F. R and turning driving force τ R And the static friction force f calculated in the calibration process S300 A ,f B ,f C ,f D Based on the mass M and moment of inertia I, the translational external force F is calculated using equations (7) and (8). H and the turning external force τ H Calculate the translational external force F. H That is, the external force F in the X-axis direction. Hx Estimated value F * Hx And the external force F in the Y-axis direction. Hy Estimated value F * Hy This includes the rotational external force τ. H This is the external force τ of the Z-axis component. Hz External force τ Hz Estimated value τ * Hz The control unit 22 detects the external force F in the estimation process S400. Hx F Hy , τ Hz Estimated value F * Hx F * Hy , τ * Hz The output is generated, and the process transitions to proportional-derivative control process S500.

[0195] The proportional-derivative control process S500 is divided into three axes: the X-axis direction, the Y-axis direction, and the rotational direction around the Z-axis, and is executed in parallel. Specifically, the proportional-derivative control process S500 includes a proportional-derivative control step S501 in the X-axis direction, a proportional-derivative control step S502 in the Y-axis direction, and a proportional-derivative control step S503 around the Z-axis, all of which are processed in parallel.

[0196] In the X-axis proportional derivative control step S501, the control unit 22 controls the external force F in the X-axis direction that was estimated in the estimation process S400. Hx Estimated value F * Hx Based on this, external force F Hx X-axis driving force F for which it becomes zero Rx The external force F of the Y-axis component estimated in the estimation process S400 is calculated. In the Y-axis proportional derivative control step S502, the control unit 22 calculates the external force F of the Y-axis component estimated in the estimation process S400. Hy Estimated value F * Hy Based on this, external force F Hy Y-axis driving force F for which it becomes zero Ry The control unit 22 calculates the external force τ of the Z-axis direction component estimated in the estimation process S400. In the proportional-derivative control step S503 around the Z axis, the control unit 22 calculates the external force τ of the Z-axis direction component estimated in the estimation process S400. Hz Estimated value τ * Hz Based on this, the external force τ Hz The driving force τ around the Z axis for which it becomes zero Rz Calculate.

[0197] The control unit 22 controls the X-axis driving force F by proportional-derivative control. Rx Y-axis driving force F Ry and the driving force τ around the Z axis Rz This is output as a control variable to quickly track the target value. After the X-axis proportional-differential control step S501, the Y-axis proportional-differential control step S502, and the Z-axis proportional-differential control step S503, the control unit 22 executes the torque conversion step S530. In the torque conversion step S530, the control unit 22 outputs the X-axis driving force F Rx Y-axis driving force F Ry and the driving force τ around the Z axis Rz The torque value τ of each drive wheel 20 for the driving assist device 1 to achieve this WHEEL The control unit 22 calculates the calculated torque value τ. WHEEL The motor driver 21a controls each rotary actuator 21 so that each drive wheel 20 rotates.

[0198] The estimation process S400 and proportional-derivative control process S500 described above are repeatedly executed at predetermined intervals until the driving assistance control is terminated. The control unit 22 terminates the processing of the flowchart shown in Figure 19 when, for example, the pressure sensor 160 of the driving assistance device 1 detects the disconnection of the load receiving member 130 and the mounting member 150 attached to the driving device 200, which accepts a predetermined operation to terminate the driving assistance operation. If the driving assistance operation is temporarily stopped, the control unit 22 may save the results of the calibration process S300 and omit the calibration process S300 when it is resumed.

[0199] As described above, the travel assist device 1 of the embodiment is connected to a travel device 200 which includes a drive wheel 20 supported by the device body 10 and which moves the device body 10, a speed acquisition unit 20a which acquires information on the travel speed v and angular velocity ω, and a load F applied from the travel device 200. x F y , τ z The connecting part (load-receiving member 130 and mounting member 150) receives the load F applied to the connecting part. x F y , τ z It includes a sensor (load sensor) that detects and a control unit 22, and based on the load when driving force is applied to the drive wheels 20 and the vehicle starts moving, the static friction force f of the driven wheels 220 is determined. A ,f B ,f C ,f D Calculate the load F x F y , τ z The driving force (translational driving force F) R , turning driving force τ R ) are considered to be the running speed v, angular velocity ω, driving force and static friction force f A ,f B ,f C ,f D Based on this, the external force (translational external force F) acting on the running gear 200 H , turning external force τ HThe system calculates an estimated value of the external force, calculates the driving force that makes the external force zero, and controls the drive wheel 20 to travel with that driving force.

[0200] Furthermore, the driving assistance control method of the embodiment is a driving assistance control method for assisting the driving of a driving device 200 in a driving assistance device 1 which comprises a driving wheel 20 supported by the device body 10 and causing the device body 10 to move, a speed acquisition unit 20a that acquires information on the driving speed v and angular velocity ω, a connecting part (load receiving member 130 and mounting member 150) that is connected to a driving device 200 which comprises a main body 210 and a plurality of driven wheels 220 supported by the main body 210 and receives the load applied from the driving device 200, and a sensor (load sensor) that detects the load applied to the connecting part, and the method assists the driving of the driving device 200, based on the load when driving force is applied to the driving wheel 20 and the device starts to move, the static friction force f of the driven wheels 220 A ,f B ,f C ,f D Calibration process S300 to calculate load F x F y , τ z The driving force (translational driving force F) R , turning driving force τ R ) are considered to be the running speed v, angular velocity ω, driving force and static friction force f A ,f B ,f C ,f D Based on this, the external force acting on the running gear 200 (translational external force F) H , turning external force τ H The system includes an estimation process S400 that calculates an estimated value of the external force calculated in estimation process S400, and a proportional-derivative control process that calculates a driving force such that the external force calculated in estimation process S400 becomes zero, and controls the drive wheels 20 to run with that driving force, and the estimation process S400 and the proportional-derivative control process S500 are executed repeatedly.

[0201] This eliminates the need for a dedicated control unit, allowing the operator to control external forces (translational external force F). H , turning external force τ HThe device assists the traveler 200 in moving in the direction of the applied force, thereby reducing the burden on the operator. Since the operator can directly operate the traveler 200 by grasping any part of it with their hand, even without a dedicated control unit, no special training is required to operate the travel assist device 1, and precise movements of the traveler 200 can be achieved even in narrow spaces or crowded environments. Furthermore, the travel assist device 1 can be connected to and detached from existing traveler 200 at the connection part (load receiving member 130 and mounting member 150), making it applicable to a variety of traveler devices. In addition, the calibration process S300 measures the static friction force f applied to the traveler 200 carrying the transported object. A ,f B ,f C ,f D Since we calculate the static friction force f A ,f B ,f C ,f D Based on the static friction coefficient μ and dimensions of the travel device 200 alone, the mass M and moment of inertia I of the travel device 200 including the object to be transported can be calculated. Furthermore, in the estimation process S400 and the proportional-derivative control process S500, the external force exerted by the operator operating the travel device 200 is estimated based on the mass M and moment of inertia I of the travel device 200 including the object to be transported, and control is performed so that this external force becomes zero. Therefore, even when transporting objects of varying weights each time, corresponding travel assistance control is possible.

[0202] Furthermore, the travel assist device 1 of the embodiment includes a base portion 131 which has a square shape in plan view, and the sensor 120 (load sensor) includes a plurality of sensors 120 attached to a sensor mounting member 110 which has a groove portion (pin leg housing groove portion 112) that accommodates the base portion 131 of the connecting portion (load receiving member 130), and the plurality of sensors 120 are arranged in a first direction (Y axis direction) of intersecting planes in the axial direction (XY plane), sandwiching the base portion 131, and are in contact with the base portion 131 and measure a first measured value (differential output voltage value V) corresponding to the displacement of the base portion 131 S1± , V S2±A first group of sensors (first positive sensor 121p and second positive sensor 122p, first negative sensor 121n and second negative sensor 122n) measure the differential output voltage V, and a second measurement value (differential output voltage V) is positioned on either side of the base 131 in a second direction (X-axis direction) that intersects the first direction in the plane, and is in contact with the base 131 and corresponds to the displacement of the base 131. S3± , V S4± A second group of sensors (third positive sensor 123p and fourth positive sensor 124p, third negative sensor 123n and fourth negative sensor 124n) measure the output voltage V, and a third measured value (output voltage V) corresponding to the displacement in a third direction (Z-axis direction) that is in contact with the base 131 and along the axial direction of the base 131. S5+ , V S6+ It includes a third group of sensors (fifth sensor 125 and sixth sensor 126) that measure ) and

[0203] The connecting portion (load-receiving member 130) that receives the load from the traveling device 200 is supported on all four sides and the bottom surface (top surface of the concave portion 134) via a plurality of sensors 120 attached to the sensor mounting member 110, and the plurality of sensors 120 measure first, second, and third measurement values ​​corresponding to the displacement of the connecting portion in the first, second, and third directions. According to this, for example, the control unit 22 calculates the load F in three axes based on each measurement value measured by the sensors 120. x F y F z It is possible to calculate this. Therefore, the travel assist device 1 can measure each measurement value for calculating the load applied from the travel device 200 separated into three axes. In addition, the material of the sensor mounting member 110 to which the sensor 120 is attached is not limited in the travel assist device 1.

[0204] Furthermore, in the driving assist device 1 of the embodiment, the first sensor group (first positive sensor 121p and second positive sensor 122p, first negative sensor 121n and second negative sensor 122n) is provided in pairs on two opposing sides of the base portion 131 in the first direction (Y-axis direction), and each of the first sensor groups measures a first measurement value (differential output voltage value V S1± , V S2±Two first measurement values ​​are measured by measuring the differential output voltage value V. The second sensor group (third positive sensor 123p and fourth positive sensor 124p, third negative sensor 123n and fourth negative sensor 124n) is provided in pairs on the two sides of the base 131 facing each other in the second direction (X-axis direction), and each second sensor group measures the second measurement value (differential output voltage value V). S3± , V S4± By measuring ), two second measurements are obtained.

[0205] When a moment is applied to the connecting part (load receiving member 130) of the driving assist device 1 in the rotational direction (θ rotation direction) around the third direction (Z axis), two of the four sensors 120 positioned diagonally opposite each other on the opposing sides of the base 131 are pressed. Therefore, by arranging two sensors on each side of the base 131, the control unit 22 can, for example, calculate the moment M around the third direction based on the measured values ​​of each sensor 120, the distance to the sensor 120, and the rotation angle around the third direction. z It is possible to calculate this. In other words, the travel assist device 1 can measure each measurement value for calculating the load applied from the travel device 200 separated into four axes.

[0206] Furthermore, in the driving assist device 1 of the embodiment, the control unit 22 measures the first measured value (differential output voltage value V S1± , V S2± ) and the second measured value (differential output voltage value V S3± , V S4± ) and the third measured value (output voltage value V S5+ , V S6+ Based on the above, the three-axis load F applied to the connecting part (load-receiving member 130) x F y F z Based on the first measurement value, the second measurement value, the distance L from a predetermined origin of the connection part (load-receiving member 130) to the contact point between the base 131 and the sensor 120, and the rotation angle φ of the connection part in the third direction (Z-axis direction), the moment M acting on the connection part in the third direction is calculated. z The load F is calculated, and of the calculated loads in the three axes, the loads in the first direction (Y-axis direction) and the second direction (X-axis direction) are calculated. y Fx And a moment M around the third direction (Z-axis direction). z The driving force (translational driving force F) of the driving assist device 1. R , turning driving force τ R ) is considered to be.

[0207] The travel assist device 1, when the travel device 200 is connected, measures a first measurement, a second measurement, and a third measurement corresponding to the displacement of the connection part (load receiving member 130) that is displaced by the load from the travel device 200. Based on each measurement, the travel assist device 1 controls the load F of the three axes using the control unit 22. x F y F z It is possible to calculate the moment M around the third direction. Furthermore, when a moment is applied to the connection part (load receiving member 130) of the driving assist device 1 in the rotational direction (θ rotation direction) around the third direction, two of the four sensors 120 positioned diagonally opposite each other on the opposing sides of the base 131 are pressed. Therefore, by arranging two sensors 120 on each side of the base 131, the driving assist device 1 can calculate the moment M around the third direction by the control unit 22 based on each measured value, the distance to the sensor 120, and the rotation angle φ around the third direction. z This makes it possible to calculate the load F acting in the first, second, and third directions of the driving assist device 1. x F y F z In addition, there is a moment M around the third direction. z It is possible to calculate the load F acting in the first and second directions. y F x Translational driving force F R , moment M around the third direction z Turning driving force τ R Based on this, the external force (translational external force F) applied by the operator operating the running device 200 is considered to be H , turning external force τ H It is possible to calculate an estimated value of ).

[0208] Furthermore, in the driving assistance device 1 of the embodiment, the sensor 120 has an outer frame 120a which is a rectangular ring-shaped plate, a tongue piece 120b which is a rectangular plate connected to one side of the inner peripheral edge of the outer frame 120a and provided on the inner peripheral side of the outer frame 120a, and a projection 120c which protrudes from one surface of the tongue piece 120b and contacts the base 131. Two sensors 120 supporting the same side surface of the base 131 are attached to the sensor mounting member 110 such that the positions of the projections 120c are offset from each other in the third direction (Z-axis direction).

[0209] According to this, the points supporting the side surface of the base 131 will vary in the third direction, which can suppress unintended rotation of the connection part (load-receiving member 130) including the base 131 with respect to the sensor mounting member 110.

[0210] Furthermore, in the travel assist device 1 of the embodiment, the connecting portion includes a load-receiving member 130 which includes a base portion 131 having a square shape in plan view and a connecting pin portion 132 that protrudes from the upper surface 131a of the base portion 131 and extends in the axial direction (Z-axis direction), and a mounting member 150 which is attached to the travel device 200 and has a fitting hole 154 into which the connecting pin portion 132 can be inserted.

[0211] The travel assist device 1 has a load-receiving member 130 with a connecting pin portion 132, and a mounting member 150 attached to the travel device 200 has a fitting hole 154 into which the connecting pin portion 132 can be inserted, so that it can be easily connected to and disconnected from the travel device 200.

[0212] Furthermore, in the driving assist device 1 of the embodiment, the connecting pin portion 132 includes a first column portion 132a at its upper end, which has a shape other than a perfect circle when viewed in the axial direction (Z-axis direction). The fitting hole 154 has a first hole portion 154a, a second hole portion 154b, and a third hole portion 154c that communicate in order. The first hole portion 154a has a tapered inner wall that gradually decreases in size toward the second hole portion 154b, the second hole portion 154b has a tapered inner wall that gradually decreases in size toward the third hole portion 154c and has a tapered inner wall with a taper ratio smaller than that of the first hole portion 154a, and the first column portion 132a of the connecting pin portion 132 can be fitted into the third hole portion 154c.

[0213] According to this, when positioning the load-receiving member 130 and the mounting member 150, the connection part of the travel assist device 1 positions them in two axial directions (X-axis and Y-axis directions) of planes intersecting axially at the first hole 154a, in the rotational direction around the axial direction (θ-rotation direction) at the second hole 154b, and in one axial direction (Z-axis direction) by fitting at the third hole 154c. Thus, four-axis positioning is possible with only a combination of one pair of fitting holes 154 and the connecting pin portion 132. Furthermore, when the load-receiving member 130 moves relative to the mounting member 150 at the first hole 154a in the direction of the second hole 154b, one corner portion 132c of the upper edge of the first column portion 132a contacts the inner wall of the first hole 154a and is guided by the inner wall, causing it to move in the radial center direction. Furthermore, when the load-receiving member 130 moves in the direction of the third hole 154c relative to the mounting member 150 at the second hole 154b, the angular portions 132c located at both ends of the major axis of the first column portion 132a are guided toward the angular portions of the second hole 154b while contacting the inner wall of the second hole 154b, thereby rotating around the axis. In other words, the connecting portion is positioned sequentially in two axial directions of intersecting planes in the axial direction, in the rotational direction around the axial direction, and in one axial direction in the axial direction simply by inserting the connecting pin portion 132 into the fitting hole 154, starting from a state where the connecting pin portion 132 and the fitting hole 154 are facing each other, thus easily enabling positioning in four axes.

[0214] Furthermore, the travel assist device 1 of the embodiment includes a sliding member 30 that is movable in one direction (for example, in the front-rear direction of the device body 10) relative to the device body 10, a lifting mechanism 40 that connects the device body 10 and the load receiving member 130 and moves the load receiving member 130 up and down relative to the device body 10 as the sliding member 30 moves, and a linear actuator 50 that moves the sliding member 30 in one direction relative to the device body 10. The load receiving member 130 can hold the travel device 200 via the mounting member 150 by rising from below the mounting member 150 fixed to the lower surface side of the main body 210, and can detach from the mounting member 150 and the travel device 200 by descending.

[0215] According to this, in the travel assist device 1, the travel assist device 1 slides under the travel equipment 200, and the load-receiving member 130 connects to the mounting member 150 attached to the travel equipment 200 from below. This makes it easy to turn left or right, to rotate, and to switch between forward and reverse, enabling stable travel. Furthermore, when sliding under the travel equipment 200 before connecting to it, the overall height of the travel assist device 1 can be reduced by lowering the load-receiving member 130, making it compatible with low-floor travel equipment 200. In addition, by lowering the load-receiving member 130, the connection with the mounting member 150 attached to the travel equipment 200 can be easily released. Therefore, if multiple mounting members 150 are attached to multiple travel equipment 200 in advance, multiple travel equipment 200 can be transported one after another.

[0216] Furthermore, in the driving assist device 1 of the embodiment, the driven wheel 220 of the running device 200 is a swivel wheel.

[0217] When the swivel wheel is pushed horizontally perpendicular to the axial direction of the swivel wheel during starting, the load on the operator is minimal, and the load is greatest when pushed axially. The travel assist device 1 automatically accelerates in the direction of the applied load when the travel device 200 is stationary, reducing the load on the operator when starting to move. Therefore, even when a load is applied axially to the swivel wheel, the travel device 200 can be easily started.

[0218] (modified version) [Driving assistance control method] Next, a modified version of the driving assistance control method will be described. Figure 22 is a control block diagram of the driving assistance device 1 according to the modified version. The driving assistance control process in the modified version is performed based on the dynamic model shown in Figure 18, similar to the embodiment. Furthermore, the driving assistance device 1 is assumed to be connected to the driving device 200 by the operation described above.

[0219] In the modified version of the driving assistance control, in addition to proportional-derivative control, viscous drag control is also performed. That is, in the flowchart shown in Figure 19 of the embodiment, the proportional-derivative and drag (PDD) control process is performed instead of the proportional-derivative control process S500. In the proportional-derivative and drag control process, the external force (translational external force F) applied to the running device 200 by the operator's operation is controlled. H and the turning external force τ H When the driving assist control by the driving assist device 1 is performed so that ) becomes zero (proportional-derivative control process S500), the control when an external force opposite to the direction of travel is applied to the driving assist device 1 differs from that of the embodiment.

[0220] The viscous resistance control process, like the proportional-derivative control process S500, is divided into three axes: the X-axis direction, the Y-axis direction, and the rotational direction around the Z-axis, and includes the X-axis direction viscous resistance control step S521, the Y-axis direction viscous resistance control step S522, and the Z-axis direction viscous resistance control step S523. The external force F estimated in the estimation process S400 Hx F Hy , τ Hz Estimated value F * Hx F * Hy , τ * Hz After calculating, the control unit 22 executes the decision steps S511, S512, and S513 in parallel.

[0221] In the decision step S511, the control unit 22 determines the external force F Hx Estimated value F * Hx and velocity V x Determine the sign of the product of the two. In the X-axis direction, an external force F is applied in the same direction as the direction of travel of the travel assist device 1 and the travel equipment 200. Hx When this is applied, an external force F is applied in the direction of acceleration in the X-axis direction by the operator. Hx It is deemed that it has been granted. External force F in the same direction as the direction of travel of the travel assist device 1 and the travel device 200. Hx When an external force F acts, Hx Estimated value F* Hx and velocity V x The product of this is a positive value. The control unit 22 controls F * Hx V x If it is determined that the value is ≥ 0 (determination step S511; Yes), the process proceeds to the X-axis proportional-derivative control step S501.

[0222] In the X-axis direction, an external force F is applied in the direction opposite to the direction of travel of the travel assist device 1 and the travel equipment 200. Hx If this occurs, it is considered that the operator has applied the brakes in the X-axis direction. External force F in the direction opposite to the direction of travel of the travel assist device 1 and the travel equipment 200. Hx When an external force F acts, Hx Estimated value F * Hx and velocity V x The product of this is a negative value. The control unit 22 controls F * Hx V x If it is determined that <0 (determination step S511; No), the process proceeds to the X-axis viscous resistance control step S521.

[0223] In the decision step S512, the control unit 22 determines the external force F Hy Estimated value F * Hy and velocity V y Determine the sign of the product of the two. In the Y-axis direction, an external force F is applied in the same direction as the direction of travel of the travel assist device 1 and the travel equipment 200. Hy When this is applied, an external force F is applied by the operator in the direction of acceleration in the Y-axis direction. Hy It is deemed that it has been granted. External force F in the same direction as the direction of travel of the travel assist device 1 and the travel device 200. Hy When an external force F acts, Hy Estimated value F * Hy and velocity V y The product of this is a positive value. The control unit 22 controls F * Hy V y If it is determined that ≥ 0 (determination step S512; Yes), the process proceeds to the Y-axis proportional derivative control step S502.

[0224] In the Y-axis direction, an external force F is applied in the direction opposite to the direction of travel of the travel assist device 1 and the travel equipment 200. Hy If this occurs, it is considered that the operator has applied the brakes in the Y-axis direction. External force F in the direction opposite to the direction of travel of the travel assist device 1 and the travel equipment 200 Hy When an external force F acts, Hy Estimated value F * Hy and velocity V y The product of this is a negative value. The control unit 22 controls F * Hy V y If it is determined that <0 (determination step S512; No), the process proceeds to the Y-axis viscous resistance control step S522.

[0225] In the determination step S513, the control unit 22 determines the external force τ Hz Estimated value τ * Hz and angular velocity ω z Determine the sign of the product. In the direction around the Z axis, the external force τ is in the same direction as the direction of travel of the travel assist device 1 and the travel equipment 200. Hz When this is applied, an external force τ is applied by the operator in the direction of acceleration around the Z axis. Hz It is deemed that it has been granted. External force τ in the same direction as the direction of travel of the travel assist device 1 and the travel device 200 Hz When acting, external force τ Hz Estimated value τ * Hz and angular velocity ω z The product of this is a positive value. The control unit 22 controls τ * Hz ω z If it is determined that ≥ 0 (determination step S513; Yes), the process proceeds to the proportional-derivative control step S503 around the Z axis.

[0226] In the direction of the Z axis, an external force τ is applied in the direction opposite to the direction of travel of the travel assist device 1 and the travel equipment 200. Hz If this occurs, it is considered that the operator has applied the brakes in the direction of the Z axis. External force τ in the direction opposite to the direction of travel of the travel assist device 1 and the travel equipment 200 Hz When acting, external force τ HzEstimated value τ * Hz and angular velocity ω z The product of is a negative value. The control unit 22 controls τ * Hz ω z If it is determined that <0 (determination step S513; No), the process proceeds to the Z-axis viscous resistance control step S523.

[0227] The X-axis proportional-differential control step S501, the Y-axis proportional-differential control step S502, and the Z-axis proportional-differential control step S503 are performed in the same way as in the embodiment, so their description is omitted.

[0228] In the X-axis viscous resistance control step S521, the control unit 22 determines the velocity V of the X-axis component of the travel speed v obtained in the estimation process S400. x Accordingly, X-axis driving force F Rx The following is calculated. In addition, in the Y-axis viscous resistance control step S522, the velocity V of the Y-axis component of the travel speed v obtained in the estimation process S400 is calculated. y Accordingly, Y-axis driving force F Ry The following is calculated. In addition, in the Z-axis viscous resistance control step S523, the angular velocity ω obtained in the estimation process S400 is calculated. z Accordingly, the driving force τ around the Z axis Rz Calculate.

[0229] In this embodiment, the braking force is the X-axis driving force F. Rx Y-axis driving force F Ry , and the driving force τ around the Z axis Rz This reproduces viscous resistance. Therefore, if the viscous resistance coefficient is b, the X-axis driving force F Rx Y-axis driving force F Ry , and the driving force τ around the Z axis Rz This is shown by the following equations (11), (12), and (13).

[0230]

number

[0231]

number

[0232]

number

[0233] Here, the viscous resistance coefficient b can be arbitrarily set to virtually reproduce the viscous resistance acting on a sphere passing through a given space, where r is the radius of the sphere and μ is the kinematic viscosity coefficient of the space. d Therefore, it can be shown by the following formula (14).

[0234]

number

[0235] After executing the proportional-derivative control process S500 or the viscous-resistance control process in the X-axis direction, Y-axis direction, and Z-axis direction, respectively, the control unit 22 executes the torque conversion step S530, similar to the embodiment. In the torque conversion step S530, the control unit 22 converts the X-axis driving force F Rx Y-axis driving force F Ry and the driving force τ around the Z axis Rz The torque value τ of each drive wheel 20 for the driving assist device 1 to achieve this WHEEL The control unit 22 calculates the calculated torque value τ. WHEEL The motor driver 21a controls each rotary actuator 21 so that each drive wheel 20 rotates.

[0236] As explained above, in the modified driving assist device 1, the control unit 22 estimates the external force (translational external force F) H , turning external force τ H If it is determined that the force is acting in the opposite direction to the direction of travel, the braking force calculated by multiplying the travel speed v and angular velocity ω by a predetermined viscous resistance coefficient b is used as the driving force (translational driving force F R , turning driving force τ R ) and control the drive wheels 20 to travel with that driving force.

[0237] Furthermore, the modified driving assistance control method applies an external force (translational external force F) in the direction opposite to the direction of travel. H , turning external force τ H When ) is applied, it is executed instead of the proportional-differential control process S500, and the braking force calculated by multiplying the travel speed v and angular velocity ω by a predetermined viscous resistance coefficient b is used as the driving force (translational driving force F R , turning driving force τ R ) and further includes a viscous resistance control process that controls the drive wheels 20 to travel with the said driving force.

[0238] This allows for suppression of vibrations when the travel speed v and angular velocity ω are small, while increasing braking force at high speeds. Therefore, for example, when the travel device 200 is about to come into contact with an obstacle, it is possible to immediately decelerate and stop while reducing the burden on the transported object.

[0239] It should be noted that this embodiment is not limited to the above-described form. That is, it can be implemented with various modifications without departing from the core principles of this embodiment.

[0240] For example, in this embodiment, in addition to loads in the X-axis and Y-axis directions and the moment of inertia around the Z-axis, loads in the Z-axis direction can also be detected. However, as long as loads in the X-axis and Y-axis directions and the moment of inertia around the Z-axis direction can be detected, the type, number, arrangement, and combination of force sensors are not limited.

[0241] Furthermore, although the embodiments and modifications were described as a travel assist device 1 that can move in all directions, this embodiment is also applicable even if the travel assist device 1 is a device that travels on a rail in only one axis direction. In this case, load detection at the connection point only needs to be able to detect the sign and magnitude of the load applied in that one axis direction, and speed detection only needs to be able to detect the speed in that one axis direction.

[0242] Furthermore, the sensor mounting member 110, cover member 140, and mounting member 150 are not limited to having a square shape in plan view, but may be rectangular, triangular, circular, or the like. Also, while the fixing of the sensor mounting member 110 to the cover member 140 and the fixing of the mounting member 150 to the travel device 200 is exemplified in this embodiment by screw fixing, which is highly versatile for existing products, a new attachment structure may be provided for fixing. In addition, the material of the sensor mounting portion of the sensor mounting member 110 is not particularly limited and can be made of various materials such as PLA, aluminum, and SUS.

[0243] Furthermore, the connection module 100 is not limited to the embodiment in which a liftable load-receiving member 130 and a mounting member 150 attached to the travel device 200 are detachably provided. It may also include a magnet or suction cup that is attracted to the underside of the travel device 200 by being raised from below the travel device 200, or it may be connected by being fixed to the travel device 200 with screws or the like. The sensor 120 is supported on the device body 10 side, but it may also be attached to the travel device 200 side as long as it is configured to acquire the load applied to the connection part.

[0244] Furthermore, the method for obtaining the travel speed v and angular velocity ω is not limited to the embodiment in which the speed acquisition unit 20a calculates the travel speed v and angular velocity ω of the entire travel assist device 1 based on the rotational speed information acquired by the motor driver 21a from the rotary actuator 21. For example, the speed acquisition unit 20a may include an acceleration sensor, a gyro sensor, etc., which are separately provided in the device body 10, etc.

[0245] Furthermore, the processing unit of the speed acquisition unit 20a may be included in the control unit 22, and the control unit 22 may perform the conversion from the rotational speed of the rotary actuator 21 to the overall driving speed v and angular velocity ω of the driving assist device 1. That is, the control unit 22 may calculate the overall driving speed v and angular velocity ω of the driving assist device 1 based on the measurement result of the rotational speed by the rotary encoder of the rotary actuator 21. Also, if the speed acquisition unit 20a includes an acceleration sensor and a gyro sensor, the control unit 22 may convert the acceleration and angular acceleration measured by the acceleration sensor and gyro sensor to the driving speed v and angular velocity ω of the driving assist device 1. [Explanation of Symbols]

[0246] 1. Driving assist device 10 Main unit of the device 11 Base 11a Opening for drive wheels 12 Drive wheel support 13 Actuator support section 15 Cover component 15a Opening for lifting mechanism 15b Top side 20 drive wheels 20a Speed ​​acquisition part 21 Rotary Actuator 21a Motor Driver 22 Control Unit 23 batteries 24 Emergency Stop Button 25 Relay switch 30 Sliding member 31 Guide shaft 32 Fixed part 33 Concave part 40 Lifting mechanism 41 Base fixing part 41a Shaft hole 41b Guide hole 42 Connection mechanism fixing part 42a shaft hole 42b Guide hole 43. First Link Arm 43a Rotating shaft member 43b Sliding shaft member 44. Second Link Arm 44a Rotating shaft member 44b Sliding shaft member 45 Central shaft member 50 Linear Actuator 51 Fixed part 52 Moving parts 100 connection modules 110 Sensor mounting component 110a, 110b top surface 111 Cover fixing screw holes 112 Pin leg housing groove 112a Bottom 113 Sensor mounting slit 113a Sensor aperture 114 Sensor mounting recess 114a Claw part 115 wiring holes 120 Sensor (Load Sensor) 120a Outer frame 120b Tongue piece 120c protrusion 121p First positive sensor 121n 1st Negative Sensor 122p Second positive sensor 122n 2nd negative sensor 123p Third positive sensor 123n Third Negative Sensor 124p 4th positive sensor 124n 4th negative sensor 125 Fifth Sensor 126. Sensor No. 6 130 Load-bearing member (connecting part) 131 Base 131a Top side 131b Bottom side 132 Connection pin section 132a 1st pillar section 132b 2nd pillar section 132c Corner 132d top surface 133, 134 concave part 135 Legs 140 Cover component 141 fixing screw holes 142 Sensor holes 143 Pin opening 144 Pressing pin through hole 145 Wiring hole 150 Mounting components (connecting parts) 151 Base 151a Top side 151b Bottom side 152 Hole forming part 152a lower edge 153 Fixed hole 154 Fitting holes 154a 1st hole 154b 2nd hole 154c 3rd hole 154d Corner 155 Compression pin 160 pressure-sensitive sensors 170 Cushioning material 200 Running equipment 210 Main body 220 Driven Wheel 230 Guide member 231 First Arm 232 Second Arm 240 Stopper 250 Handle

Claims

1. A drive wheel supported by the main body of the device and which causes the main body of the device to move, A speed acquisition unit that acquires information on travel speed and angular velocity, A connecting part that connects to a running gear comprising a main body and a plurality of driven wheels supported by the main body, and receives the load applied by the running gear, A load sensor for detecting the load applied to the connection portion, Control unit and Equipped with, The control unit, The static friction force of the driven wheel is calculated based on the load when the drive wheel is driven and the vehicle begins to move. Considering the aforementioned load as the driving force, an estimated value of the external force acting on the running device is calculated based on the aforementioned running speed, the aforementioned angular velocity, the aforementioned driving force, and the aforementioned static friction force. The system calculates a driving force such that the external force becomes zero, and controls the drive wheel to travel using that driving force. Driving assistance device.

2. The control unit, If it is determined that the estimated external force is acting in the opposite direction to the direction of travel, the braking force calculated by multiplying the travel speed and angular velocity by a predetermined viscous resistance coefficient is used as the driving force, and the system is controlled so that the drive wheels travel using this driving force. The driving assist device according to claim 1.

3. The connecting portion includes a base portion which has a square shape in plan view, The load sensor includes a plurality of load sensors attached to a sensor mounting member having a groove for housing the base of the connection portion, Multiple load sensors, A group of first sensors is arranged in a first direction among the planes intersecting in the axial direction, sandwiching the base, and in contact with the base to measure a first measurement value corresponding to the displacement of the base. A second group of sensors is arranged in a second direction intersecting the first direction in the aforementioned plane, sandwiching the base, and in contact with the base to measure a second measurement value corresponding to the displacement of the base, A third group of sensors that contact the base and measure a third measurement value corresponding to the displacement of the base in a third direction along the axial direction, including, The driving assist device according to claim 1 or 2.

4. The first sensor group is provided in pairs on each of the two sides of the base facing the first direction, and each of the first sensor groups measures the first measurement value, thereby measuring two first measurement values. The second sensor group is provided in pairs on the two sides of the base facing the second direction, and each of the second sensor groups measures the second measurement value, thereby measuring two of the second measurement values. The driving assist device according to claim 3.

5. The control unit, Based on the first measurement, the second measurement, and the third measurement, the three-axis load applied to the connection is calculated. Based on the first measurement value, the second measurement value, the distance from a predetermined origin of the connection portion to the contact point between the base portion and the load sensor, and the rotation angle of the connection portion in the third direction, the moment acting on the connection portion in the third direction is calculated. Of the calculated loads on the three axes, the loads acting in the first and second directions, and the moment around the third direction are considered to be the driving force of the travel assist device. The driving assist device according to claim 4.

6. The aforementioned load sensor is The outer frame is a square ring-shaped plate, A tongue-shaped plate is provided on the inner side of the outer frame, connected to one side of the inner edge of the outer frame, A projection that protrudes from one surface of the tongue and contacts the base, It has, The two load sensors supporting the same side of the base are attached to the sensor mounting member such that the positions of the projections in the third direction are offset from each other. The driving assist device according to claim 4.

7. The aforementioned connection part is A load-receiving member including a base portion having a square shape in plan view and a connecting pin portion that protrudes from the upper surface of the base portion and extends in the axial direction, A mounting member that is attached to the aforementioned travel device and has a fitting hole into which the connecting pin portion can be inserted, Equipped with, The driving assist device according to claim 1 or 2.

8. The aforementioned connection pin portion is The upper end portion includes a first column portion whose shape, when viewed in the axial direction, is other than a perfect circle. The fitting hole has a first hole portion, a second hole portion, and a third hole portion that are in sequential communication with each other. The first hole has a tapered inner wall that gradually becomes smaller toward the second hole. The second hole gradually becomes smaller towards the third hole and has a tapered inner wall with a taper ratio smaller than that of the first hole. The third hole is into which the first column portion of the connecting pin portion can be fitted. The driving assist device according to claim 7.

9. A sliding member is provided so as to be movable in one direction relative to the main body of the device, A lifting mechanism connects the main body of the device and the load-receiving member, and moves the load-receiving member up and down relative to the main body of the device as the sliding member moves, A linear actuator that moves the sliding member in one direction relative to the main body of the device, Furthermore, The load-receiving member can hold the running device via the mounting member by rising from below the mounting member fixed to the lower surface of the main body, and can detach from the mounting member and the running device by descending. The driving assist device according to claim 7.

10. The driven wheel of the aforementioned running gear is a swivel wheel. The driving assist device according to claim 1 or 2.

11. A drive wheel supported by the main body of the device and which causes the main body of the device to move, A speed acquisition unit that acquires information on travel speed and angular velocity, A connecting part that connects to a running gear comprising a main body and a plurality of driven wheels supported by the main body, and receives the load applied by the running gear, A load sensor for detecting the load applied to the connection portion, A driving assistance control method for assisting the driving of a driving device in a driving assistance device comprising: A calibration process for calculating the static friction force of the driven wheel based on the load when the drive wheel is driven and the vehicle starts moving, An estimation process that considers the aforementioned load as a driving force and calculates an estimated value of the external force acting on the running device based on the aforementioned running speed, the aforementioned angular velocity, the aforementioned driving force, and the aforementioned static friction force, A proportional-derivative control process that calculates a driving force such that the external force calculated in the estimation process becomes zero, and controls the drive wheel to travel with that driving force, Includes, The estimation process and the proportional-derivative control process are executed repeatedly. Driving assistance control method.

12. The system further includes a D control process, which is executed instead of the proportional-differential control process when an external force acts in the opposite direction to the direction of travel, and which uses the braking force calculated by multiplying the travel speed and the angular velocity by a predetermined viscous resistance coefficient as the driving force, and controls the drive wheels to travel with said driving force. The driving assistance control method according to claim 11.

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