JP5447010B2 - Motion sickness suppression control device and control method thereof - Google Patents

Description

  The present invention relates to a motion sickness suppression control device and a control method therefor that control so that an occupant of an inverted moving body does not get motion sickness.

  When embodying an inverted type moving body, it is important to enable a passenger to get on without a motion sickness for a long time. For example, Patent Document 1 discloses a control device that lifts and supports a boarding slider on which a passenger is placed by using a magnetic spring, attenuates vibrations generated in the rotational radius direction when the inverted mobile body turns, and improves riding comfort. The control method is disclosed.

Japanese Patent Laying-Open No. 2005-75070 (page 10, FIG. 1)

  As exemplified in Patent Document 1, an apparatus and a method for suppressing vibration of an inverted moving body using an actuator, a damper, a detector, and the like dedicated for vibration control have been conventionally known. However, it is necessary to add an actuator, a damper, a detector, and the like dedicated to vibration control, and there is a problem that the apparatus and its control are complicated.

  The present invention has been made to solve such problems, and an object of the present invention is to provide a motion sickness suppression control device that suppresses low frequency vibration in the vertical direction that induces motion sickness and a control method thereof. To do.

  The motion sickness suppression control device according to the present invention includes one or more wheels, a speed reducer that transmits torque for rotating the wheels, a motor that generates the torque, a servo amplifier that drives the motor, and the motor. An inverted moving body control device that controls an inverted moving body that moves while balancing the load of people and luggage, etc., with an input device for inputting a desired rotational speed command. A motion sickness determination unit for determining a frequency component that induces motion sickness included in the vertical vibration applied to the body, and the frequency component that induces the motion sickness is suppressed based on the vibration determination result that is the determination result. And a command adjuster that outputs a load angle command.

  In the present invention, it is determined whether the vibration applied to the inverted mobile body from the road surface includes vertical low-frequency vibration that induces motion sickness, and a load angle command that suppresses motion sickness is generated based on the determination result By doing so, motion sickness can be suppressed.

  Further, the dominant frequency calculator is a load state estimated value that is an estimated value of a load angle, a load speed, and a load acceleration of the inverted mobile body, and a wheel that is an estimated value of a wheel angle, a wheel speed, and a wheel acceleration. Based on the estimated state value, it is possible to calculate a dominant frequency that is a frequency that governs the vibration in the vertical direction.

  Further, the dominant frequency calculator calculates a wheel vertical position estimated value and a wheel vertical acceleration estimated value based on the load state estimated value and the wheel state estimated value, and adds a negative sign to the ratio to calculate the square root. The dominant frequency can be calculated by taking

  Furthermore, the motion sickness determination device may determine whether the dominant frequency is included in a frequency range that induces motion sickness that is known in advance, and outputs the determination result as the vibration determination result. it can.

  Further, the command adjuster includes a cosine value of a load angle command that causes the inverted moving body to move at a passenger's desired horizontal speed when there is no vibration in the vertical direction, and a rotation axis of the wheel. Subtract the wheel vertical position from the target load vertical position obtained by multiplying by the distance between the wheel load center of gravity, which is the distance to the center of gravity of the load, divide by the distance between the wheel load center of gravity, and apply the inverse cosine The load angle command obtained in this way can be output.

  A control method of the motion sickness suppression control device according to the present invention includes one or more wheels, a speed reducer that transmits torque that rotates the wheels, a motor that generates the torque, a servo amplifier that drives the motor, A control method for an inverted mobile control device comprising an input device for inputting a desired rotational speed command of the motor and controlling an inverted mobile body that moves while balancing the load of people and luggage, Inducing the motion sickness based on the motion sickness determination step for determining the frequency component that induces the motion sickness included in the vertical vibration applied to the inverted moving body from the road surface, and the vibration determination result that is the determination result And a command adjustment step of outputting a load angle command for suppressing the frequency component to be performed.

  ADVANTAGE OF THE INVENTION According to this invention, the motion sickness suppression control apparatus which suppresses the low frequency vibration of the up-down direction which induces motion sickness, and its control method can be provided.

A general inverted mobile is shown. It is a block diagram which shows the motion sickness suppression control apparatus concerning the 1st Embodiment of this invention. It is a figure which shows the typical side view of the inverted moving body concerning the 1st Embodiment of this invention. It is a flowchart which shows the motion sickness suppression control method concerning the 1st Embodiment of this invention. It is a figure which shows the simulation result which confirms the effect which suppresses the low frequency vibration which induces the motion sickness of an inverted moving body, Comprising: It is a figure which shows the disturbance applied to a vertical direction from the road surface used for simulation. It is a figure which shows the simulation result which confirms the effect which suppresses the low frequency vibration which induces the motion sickness of an inverted mobile body, Comprising: It is a figure which shows a dominant frequency detection result. It is a figure which shows the simulation result which confirms the effect which suppresses the low frequency vibration which induces the motion sickness of an inverted-type moving body, Comprising: The load angle instruction | command in case the disturbance from a road surface is not considered (conventional technology) with a broken line, this invention It is a figure which shows this load angle command with a continuous line. It is a figure which shows the simulation result which confirms the effect which suppresses the low frequency vibration which induces the motion sickness of an inverted type mobile body, Comprising: It is a figure which shows the gravity center vertical position at the time of using this invention and a prior art.

  Hereinafter, specific embodiments to which the present invention is applied will be described in detail with reference to the drawings. In this embodiment, the present invention is applied to a vehicle suppression device that suppresses motion sickness of a passenger without adding an actuator, damper, detector, or the like dedicated to vibration control.

  Here, the “inverted moving body” in the present specification includes a moving body having wheels and the like and a step of placing a load such as a person or a baggage, and a state in which the load is inverted by operating the moving body. It means a moving body that keeps moving. FIG. 1 is a diagram showing a general inverted moving body. As shown in FIG. 1, the inverted moving body 200 includes a wheel 201, a platform 202, a handle 203, and a grip 204, and conveys a user 205. Such a two-wheel inverted robot is typical of an inverted moving body.

  By the way, as described above, conventionally, a control method for suppressing motion sickness of a passenger without adding an actuator, a damper, a detector, etc. dedicated to vibration control is applied to the application of motion sickness suppression of an inverted mobile body. The reason why it was not done is as follows. The vibration that induces motion sickness is a low frequency of about 0.2 [Hz], and it takes time to detect even if frequency analysis such as FFT is used, so it is considered difficult to suppress vibration in real time. It was.

  Therefore, the inventors of the present application have conducted extensive experimental research and calculated the vertical position of the wheel and the vertical acceleration of the wheel using the estimated values of the load, the angle of the wheel, the speed, and the acceleration, so that the inverted mobile body receives vibration from the road surface. Actuators, dampers, and detectors dedicated to vibration control by detecting the dominant low-frequency vibration frequency in real time and suppressing only the vertical vibration that is strongly related to motion sickness based on the detection result It was found that the motion sickness of the passenger can be effectively suppressed without adding the above.

  The present specification discloses a motion sickness suppression control device having a function of detecting and suppressing low frequency vibration in the vertical direction in real time without using an actuator, a damper, and a detector dedicated to vibration control, and a control method thereof. .

  The technical idea disclosed in this specification is as follows. Of the frequency components included in the vertical vibration applied from the road surface during the traveling of the inverted moving body, the one having a lower frequency becomes more dominant, so the vibration applied from the road surface can be approximated to a sine wave of the dominant frequency component. That is, the wheel vertical position can be approximated to a sine wave. Since the wheel vertical acceleration has the opposite sign to the wheel vertical position and the amplitude is the square of the dominant frequency, the dominant frequency can be calculated using the ratio of the amplitudes of the two. The wheel vertical position and wheel vertical acceleration are calculated based on the load angle, load speed, load acceleration, wheel angle, and wheel acceleration. When only the load angle and wheel angle of an inverted moving body can be detected, the load speed, load acceleration, and wheel speed are estimated using the load state estimator and wheel state estimator, and the wheel vertical position and wheel are estimated using the estimated values. Calculate the vertical acceleration. Determine whether the dominant frequency is in the frequency range that induces motion sickness in advance, and if it is included, the load angle command cancels the vertical vibration that induces motion sickness. The vehicle travels in such a manner that the load angle follows the load angle command that performs a desired operation input by the person.

  The novel motion sickness suppression control device disclosed in this specification will be specifically described with reference to FIG. FIG. 2 is a block diagram of the motion sickness suppression control device according to the first embodiment of the present invention. Each block in the figure is configured by a programmable electronic system, and signals exchanged between the blocks are electrical signals (digital or analog).

  As shown in FIG. 2, the motion sickness suppression control device 200 includes a command input device 201, a command adjuster 202, a controller 203, an inverted moving body 204, a detector 205, a load state estimator 206, and a wheel state estimator 207. A dominant frequency calculator 208 and a motion sickness determiner 209.

  A passenger inputs a horizontal movement speed command, which is a desired speed of the inverted moving body 204, using the command input device 201. The horizontal movement speed command may be input by, for example, a slider switch installed on the grip 104 in FIG. 5 or may be input through a potentiometer that is grounded on the platform by tilting the handle 103 in a desired traveling direction. Good.

  Based on the horizontal speed command and the motion sickness determination result of the motion sickness determination unit 209, the command adjuster 202 suppresses vertical vibration that induces motion sickness when the passenger is highly likely to cause motion sickness. The load angle command is output. On the other hand, in other cases, a load angle command for horizontally moving the inverted moving body 204 according to the horizontal speed command is output. The load angle command that suppresses the vertical vibration that induces motion sickness cancels the vertical vibration of about 0.2 [Hz] that induces motion sickness, and inverted movement according to the horizontal speed command The load angle command is such that the body 204 moves horizontally.

  The controller 203 calculates and outputs a torque command that is a target value of the motor torque applied to the wheels so that the load angle of the inverted moving body 204 follows the load angle command. The torque command may be calculated by an arbitrary control law such as linear control or non-linear control.

  The inverted moving body 204 rotates with the motor torque that matches the torque command, and travels in a state where the load angle matches the load angle command.

  The detector 205 detects and outputs a load angle and a wheel angle. The detector 205 includes, for example, a potentiometer that detects a load angle, a resolver that detects a wheel angle, and the like.

  The load state estimator 206 estimates and outputs a load state that is a load angle, a load speed, and a load acceleration. The load state is estimated using a state estimator generally known in control theory.

  The wheel state estimator 207 estimates and outputs a wheel state that is a wheel angle, a wheel speed, and a wheel acceleration. The estimation of the wheel state is performed using a state estimator generally known in control theory.

The dominant frequency calculator 208 calculates and outputs a dominant frequency that is a frequency that governs the vibration applied to the inverted moving body 204 from the road surface based on the load state estimated value and the wheel state estimated value. As for the dominant frequency, the load state estimated value and the wheel state estimated value are substituted into the motion equation of the inverted moving body 204, the wheel vertical acceleration is estimated, and the wheel vertical acceleration estimated value and the wheel vertical position estimation that is its second order integral are estimated. Calculation is performed by adding a negative sign to the ratio of values and calculating the square root.
The motion sickness determination unit 209 determines whether the dominant frequency is included in a frequency range around 0.2 [Hz] that induces motion sickness that is known in advance, and outputs the result as a vibration determination result.

  Hereinafter, embodiments of the present invention will be described in more detail. First, the motion sickness suppression control device according to the first embodiment detects a low frequency vertical vibration, which is a main factor of motion sickness, and controls so that the center of gravity position of the passenger does not vibrate at a low frequency. Details of the mechanism will be described.

  FIG. 3 shows a schematic side view of the inverted moving body according to the first embodiment. The inverted moving body 204 includes two wheels 302 arranged on the same axis, maintains the inverted state of the load 301 coupled so as to be freely rotatable around its axis, and has a desired speed on the left and right sides of the figure. The wheel is rotated so as to move. The load 301 includes an occupant, a luggage, and a step for supporting the passenger.

  The equation of motion of the inverted moving body 204 will be described. In the following, the equations of motion are derived using analytical mechanics techniques. First, the kinetic energy T and the potential energy V are expressed by the equations (1) and (2), respectively.

The meanings of symbols used in the formulas (1) and (2) are as follows.
m1: Load mass J1: Load inertia moment m2: Wheel mass J2: Wheel inertia moment d ^ 2 (y2) / dt ^ 2: Wheel vertical acceleration l: Distance between load center of gravity and axle r: Wheel radius g: Gravity acceleration

  Using equations (1) and (2) to calculate Lagrangian L = T−V and using Euler-Lagrange equations, equations of motion are obtained as equations (3) and (4).

The meanings of the symbols used in Equation (3) are as follows.
Tm: Motor torque

  Next, the principle of detecting the frequency of low frequency vibration in the vertical direction, which is the main factor causing motion sickness while riding an inverted mobile body, and generating a load angle command θ1 * that is less likely to cause motion sickness based on the detection result Details will be described. First, when the wheel vertical position y2 is expanded in a Fourier series with a base frequency of ω0, it is expressed as equation (5).

The meanings of the symbols in formula (5) are as follows.
Ak, k = 1, 2, 3,...: K-th order Fourier coefficient of wheel vertical position y2.

  Of the frequency components of vibration applied from the road surface during the traveling of the inverted mobile body, the low frequency component becomes more dominant (Ak << Ak + 1). Therefore, when the k-th order term is the lowest order term included in the vibration from the road surface in the Fourier series expansion of Equation (5) (A1 = A2 =... = Ak-1 = 0, Ak, Ak + 1,. .. ≠ 0), and the wheel vertical acceleration d 2 (y2) / dt 2 is expressed as equation (6).

  The frequency kω0 that dominates the wheel vertical position y2 is obtained as Expression (7) from Expression (5) and Expression (6).

  When kω0 is included in the frequency range inducing motion sickness that is known in advance in Expression (7), control is performed to suppress the vibration. Since the wheel vertical position y2 in Expression (7) cannot be directly measured, a method of estimating based on the load angle θ1 and the wheel angle θ2 that can be measured will be described below.

  When the wheel angle θ2 is removed from Expression (3) and Expression (4), Expression (8) is obtained.

  Similarly, when the load angle θ1 is removed from Expression (3) and Expression (4), Expression (9) is obtained.

  In equations (8) and (9), f (•, •), g (•), and h (•) are nonlinear functions. Although the load angle θ1 and the wheel angle θ2 can be measured, since the second-order time derivative includes a lot of noise, an estimator for estimating the load angle θ1 and the wheel angle θ2 is configured, and the noise is included more than the estimator. A method for obtaining the load acceleration d ^ 2 (θ1) / dt ^ 2 and the wheel acceleration d ^ 2 (θ2) / dt ^ 2 is described below.

  First, the load state estimator 206 shown in Expression (10) is configured to estimate the load angle θ1.

The meanings of the symbols used in equation (10) are as follows.
θ1 ^: Load angle estimation value θ1: Load angle estimation error c1: Speed at which the load angle estimation error converges to 0 s1: Intermediate variable sgn (·): Signum function (sign function)
L1: Load state estimator gain

  By calculating the difference between Expression (8) and Expression (10), the load angle estimation error equation is obtained as Expression (11).

  A method for setting the first estimator gain L1 of Expression (11) for converging the load angle estimation errors θ1 to 0 will be described below. A Lyapunov function candidate V1 shown in Expression (12) is introduced.

  The first-order time derivative of Equation (12) is expressed as Equation (13).

  The first estimator gain L1 in which the right side of Expression (13) is negative when ∀s1 ≠ 0 is expressed as Expression (14).

  When the load state estimator gain L1 is set as shown in Equation (14), the load angle estimation error θ1 converges to 0, and the load angle estimation value θ1 ^ converges to the load angle θ1. The load acceleration d ^ 2 (θ1) / dt ^ 2 containing almost no noise can be directly obtained from the load state estimator 206 of the equation (10).

  Next, a wheel state estimator shown in Expression (15) is configured to estimate the wheel angle θ2.

The meanings of the symbols used in equation (15) are as follows.
θ2 ^: Wheel angle estimation value θ2: Wheel angle estimation error c2: Speed at which the wheel angle estimation error converges to 0 s2: Intermediate variable L2: Wheel state estimator gain

  Like the equation (12), the Lyapunov function candidate V2 shown in the equation (16) is introduced.

  The first-order time derivative of Equation (16) is expressed as Equation (17).

  If the right side of Expression (17) becomes negative with respect to ∀s2 ≠ 0, the wheel angle estimation error θ2 converges to 0. Therefore, when the condition is obtained, Expression (18) is obtained.

  When the second estimator gain L2 is set as in Expression (18), the estimated wheel angle value θ2 ^ converges to the wheel angle θ2. The wheel acceleration d ^ 2 (θ1) / dt ^ 2 containing almost no noise can be directly obtained from the wheel state estimator 207 of the equation (15).

  In the dominant frequency calculator 208, the load angle θ1, the load speed dt (θ1) / dt, the load acceleration d ^ 2 (θ1) / dt ^ 2 obtained from the equation (10), and the equation (15) are obtained. Substitute wheel angle θ2 and wheel acceleration d ^ 2 (θ2) / dt ^ 2 into equation (3), solve for d ^ 2 (y2) / dt ^ 2, and substitute the result into equation (7). The dominant frequency kω0 can be estimated. When the dominant frequency kω0 is included in the known frequency ω that induces motion sickness, the motion sickness determination unit 209 determines that fact and outputs the vibration state determination result to the command adjuster 202. The command adjuster 202 outputs a load angle command θ1 * that suppresses motion sickness based on the vibration state determination result.

  Hereinafter, the details of the principle by which the command adjuster 202 calculates the load angle command θ1 * for suppressing motion sickness will be described. The center-of-gravity vertical position y1 of the load 301 is expressed by Expression (19).

路面垂直位置ｙ２の変動に対して重心垂直位置ｙ１が一定値ｙ１＊となる負荷角度指令θ１＊は式（２０）と表される。

The load angle command θ1 * at which the center-of-gravity vertical position y1 becomes a constant value y1 * with respect to the change in the road surface vertical position y2 is expressed by Expression (20).

  The command adjuster 202 calculates the load angle command θ1 * according to the equation (20). In the equation (20), the constant value y1 * is the load vertical position y1 when y2 = 0 in the equation (19) and the desired load angle input by the passenger is substituted for θ1.

  Next, an example of controlling so that the load angle θ1 of the inverted moving body 204 follows the load angle command θ1 * will be described. Consider that the load angle θ1 of the equation (8) is made to follow the load angle command θ1 * by the motor torque Tm of the equation (21).

The meanings of the symbols used in Equation (21) are as follows.
M: Control amplitude s: Intermediate variable c: Speed at which the load angle θ1 converges to the load angle command θ1 *

  A sufficient condition of the control amplitude M for deriving the load angle θ1 to the load angle command θ1 * is derived from the motor torque Tm of the equation (21). In order to converge the load angle θ1 to the load angle command θ1 *, the intermediate variable s should be converged to 0. Therefore, Expression (22) is used as a Lyapunov function candidate.

  V> 0 for all s ≠ 0. If the first-order time derivative of V becomes negative at all s ≠ 0, the intermediate variable s converges to zero. That is, equation (23) may be established.

  The sufficient condition of Expression (23) is Expression (24).

  When the control gain M is set as in Expression (24), Expression (23) is established, and the intermediate variable s converges to zero. When s converges to 0, the load angle θ1 converges to the load angle command θ1 * at a speed of c from the equation (21). In this way, the load angle θ1 of the inverted mobile body 204 can be controlled so that vibrations that induce motion sickness are not transmitted from the road surface to the passenger.

  A process for suppressing low-frequency vibrations that induce motion sickness applied to the inverted moving body from the road surface will be described with reference to FIG. FIG. 4 is a flowchart of the motion sickness suppression control method according to the first embodiment.

  First, a passenger inputs a horizontal movement speed command, which is a desired speed of the inverted moving body 204, using the command input device 201 (S401). The load state estimator 206 estimates and outputs a load state that is a load angle, a load speed, and a load acceleration (S402).

The wheel state estimator 207 estimates and outputs a wheel state that is a wheel angle, a wheel speed, and a wheel acceleration (S403).
The dominant frequency calculator 208 calculates the wheel vertical position and the wheel vertical acceleration based on the load state and the wheel state (S404). The dominant frequency calculator 208 calculates and outputs a dominant frequency, which is a frequency that governs the vibration applied to the inverted moving body 204 from the road surface, based on the wheel vertical position and wheel vertical acceleration (S405).

The motion sickness determination unit 209 determines whether the dominant frequency is included in a frequency range that induces motion sickness that is known in advance, and outputs the result as a vibration determination result (S406). Based on the horizontal speed command and the motion sickness determination result of the motion sickness determination unit 209, the command adjuster 202 suppresses vertical vibration that induces motion sickness when the passenger is highly likely to cause motion sickness. The load angle command is output. On the other hand, in other cases, a load angle command for horizontally moving the inverted moving body 204 in accordance with the horizontal speed command is output (S407).
The controller 203 performs control so that the load angle of the inverted moving body 204 follows the load angle command (S408).

Next, simulation results for confirming the effect of suppressing low-frequency vibration that induces motion sickness of an inverted mobile body will be described. The numerical values used for the simulation are as follows.
m1 = 70 [kg]
J1 = 25.2 [kg · m ^ 2]
m2 = 15 [kg]
J2 = 0.075 [kg · m ^ 2]
l = 0.9 [m]
r = 0.1 [m]
g = 9.8 [m / s ^ 2]
c = 500 [rad / s]
c1 = 500 [rad / s]
c2 = 500 [rad / s]
ω = 0.2 (2π) [rad / s]
ω0 = 0.1 (2π) [rad / s]
T = 1 × 10 ^ −3 [s]

The meanings of the above symbols are as follows.
T: Control cycle

  In this simulation, when a 0.2 [Hz] sinusoidal vibration that induces motion sickness is applied from the road surface, it is detected that the dominant frequency is 0.2 [Hz] using Equation (7), and the load Inverted control is performed so that the angle follows the load angle command of Expression (20).

  5A to 5D show simulation results for confirming the effect of suppressing the low-frequency vibration that induces motion sickness of the inverted moving body. FIG. 5A shows the disturbance applied in the vertical direction from the road surface used in this simulation. As shown in FIG. 5A, the waveform includes a component having a frequency of 0.2 [Hz]. FIG. 5B shows the dominant frequency detection result. As shown in the figure, it can be seen that the dominant frequency of 0.2 [Hz] is correctly detected. In FIG. 5C, the load angle command when the disturbance from the road surface is not considered (prior art) is indicated by a broken line, and the load angle command of the present invention is indicated by a solid line. According to the present invention, it can be seen that the load angle command is corrected in the direction of suppressing the vibration from the road surface based on the equation (20).

  FIG. 5D shows the vertical position of the center of gravity when the present invention and the prior art are used. In the figure, the target vertical position of the passenger is indicated by a broken line, the vertical position according to the prior art is indicated by a one-dot chain line, and the vertical position according to the present invention is indicated by a solid line. It can be seen that the target vertical position (broken line) and the present invention (solid line) coincide with each other, whereas the conventional technique (one-dot chain line) deviates from the target vertical position due to vibration from the road surface. In the prior art, this shift induces passenger motion sickness. However, according to the present invention, vibration from the road surface does not affect the passenger, and motion sickness can be suppressed.

Points to be noted in the first embodiment described above will be described.
In this embodiment, the method of suppressing the vibration applied from the road surface in the vertical direction of the inverted moving body has been shown. However, when the inverted moving body has a degree of freedom in the roll (lateral) direction, the vibration in the roll direction is suppressed to It is also suitable for improving comfort.

  Specific examples of the present invention have been described in detail above, but these are merely examples and do not limit the scope of the claims. The technology described in the claims includes various modifications and changes of the specific examples illustrated above.

  The technical elements described in this specification or the drawings exhibit technical usefulness alone or in various combinations, and are not limited to the combinations described in the claims at the time of filing. In addition, the technology exemplified in this specification or the drawings can achieve a plurality of objects at the same time, and has technical usefulness by achieving one of the objects.

DESCRIPTION OF SYMBOLS 101 Wheel 102 Platform 103 Handle 104 Grip 105 User 200 Motion sickness suppression control device 201 Command input device 202 Command adjuster 203 Controller 204 Inverted type moving body 205 Detector 206 Load state estimator 207 Wheel state estimator 208 Control frequency calculator 209 Motion sickness determination device 301 Load 302 Wheel

Claims (10)

One or more wheels, a speed reducer that transmits torque for rotating the wheels, a motor that generates the torque, a servo amplifier that drives the motor, and an input device that inputs a desired rotational speed command of the motor An inverted moving body control device for controlling an inverted moving body that moves while balancing the load of people and luggage,
A motion sickness detector for determining a frequency component that induces motion sickness included in the vertical vibration applied to the inverted moving body from the road surface;
A motion sickness suppression control apparatus comprising: a command adjuster that outputs a load angle command that suppresses a frequency component that induces the motion sickness based on a vibration determination result that is the determination result. Further comprising a dominant frequency calculator,
The dominant frequency calculator includes a load state estimated value that is an estimated value of a load angle, a load speed, and a load acceleration of the inverted mobile body, and a wheel state estimate that is an estimated value of a wheel angle, a wheel speed, and a wheel acceleration. The motion sickness suppression control device according to claim 1, wherein a dominant frequency, which is a frequency that governs the vertical vibration, is calculated based on the value.   The dominant frequency calculator calculates a wheel vertical position estimated value and a wheel vertical acceleration estimated value based on the load state estimated value and the wheel state estimated value, and adds a negative sign to the ratio to obtain a square root. The motion sickness suppression control device according to claim 2, wherein the dominant frequency is calculated as described above.   The motion sickness determination device determines whether the dominant frequency is included in a frequency range that induces motion sickness that is known in advance, and outputs the determination result as the vibration determination result. Motion sickness suppression control device. The command adjuster includes a cosine value of a load angle command that causes the inverted moving body to move at a desired horizontal speed of the occupant in the absence of the vertical vibration, and the load from the wheel rotation shaft. Subtract the estimated wheel vertical position value from the target load vertical position obtained by multiplying by the distance between the wheel load center of gravity, which is the distance to the center of gravity of the wheel, and divide by the distance between the wheel load center of gravity to apply the inverse cosine The motion sickness suppression control device according to claim 3, which outputs a load angle command obtained as described above. One or more wheels, a speed reducer that transmits torque for rotating the wheels, a motor that generates the torque, a servo amplifier that drives the motor, and an input device that inputs a desired rotational speed command of the motor A control method for an inverted moving body control device that controls an inverted moving body that moves while balancing the load of people and luggage,
A motion sickness determination step for determining a frequency component that induces motion sickness included in the vertical vibration applied to the inverted moving body from the road surface;
A control method for a motion sickness suppression control device, comprising: a command adjustment step for outputting a load angle command for suppressing a frequency component that induces the motion sickness based on a vibration determination result that is the determination result. Further comprising a dominant frequency calculation step,
In the dominant frequency calculation step, a load state estimated value that is an estimated value of the load angle, load speed, and load acceleration of the inverted mobile body, and a wheel state estimate that is an estimated value of the wheel angle, wheel speed, and wheel acceleration. The control method of the motion sickness suppression control device according to claim 6, wherein a dominant frequency that is a frequency governing the vertical vibration is calculated based on the value. In the dominant frequency calculation step, a wheel vertical position estimated value and a wheel vertical acceleration estimated value are calculated based on the load state estimated value and the wheel state estimated value, and a negative sign is added to the ratio to obtain a square root. The control method of the motion sickness suppression control device according to claim 7, wherein the dominant frequency is calculated as described above.   9. The motion sickness determination step determines whether or not the dominant frequency is included in a frequency range that induces motion sickness that is known in advance, and outputs the determination result as the vibration determination result. Control method for motion sickness suppression control device of the present invention. In the command adjustment step, when there is no vibration in the vertical direction, a cosine value of a load angle command that causes the inverted moving body to move at a desired horizontal speed of the occupant, and the load from the wheel rotation shaft. Subtract the estimated wheel vertical position value from the target load vertical position obtained by multiplying by the distance between the wheel load center of gravity, which is the distance to the center of gravity of the wheel, and divide by the distance between the wheel load center of gravity to apply the inverse cosine The control method of the motion sickness suppression control device according to claim 8, wherein the load angle command obtained as described above is output.

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