JP2008170404A - Travel controller for vehicle - Google Patents

Travel controller for vehicle Download PDF

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Publication number
JP2008170404A
JP2008170404A JP2007006443A JP2007006443A JP2008170404A JP 2008170404 A JP2008170404 A JP 2008170404A JP 2007006443 A JP2007006443 A JP 2007006443A JP 2007006443 A JP2007006443 A JP 2007006443A JP 2008170404 A JP2008170404 A JP 2008170404A
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Prior art keywords
route
travel control
vehicle
control route
traveling
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JP2007006443A
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Japanese (ja)
Inventor
Norimasa Kaneko
Hisashi Kondo
Atsuyoshi Takazawa
尚志 近藤
法正 金子
厚芳 高澤
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Fuji Heavy Ind Ltd
富士重工業株式会社
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Priority to JP2007006443A priority Critical patent/JP2008170404A/en
Publication of JP2008170404A publication Critical patent/JP2008170404A/en
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Abstract

A driver can arbitrarily edit a traveling control route that can be surely automatically driven in consideration of actual vehicle driving and can naturally shift from an existing traveling control route, thereby greatly improving versatility.
In an edit mode executed when a travel control route is edited, if the selected route A and route B do not intersect, a tangent is added near the closest node from route A to route B. And set as an additional route C. The speed of the additional route C is obtained by obtaining the average speed of the closest nodes of the route A and the route B. When routes A and B intersect, the speed of the additional route C is calculated by calculating the average of the speeds set in the nodes of routes A and B that are closest to the intersection of route A and route B. Then, the radius of the transfer curve from route A to route B is calculated in consideration of the allowable centrifugal force, the length of the perpendicular from the intersection to the transfer curve is calculated, and the length of the perpendicular is equal to or less than the threshold value. The additional route C is set by adjusting the speed.
[Selection] Figure 6

Description

  The present invention learns and creates a travel control route while communicating between one or a plurality of reference stations and an onboard mobile station, and selects a target travel route from the travel control route. The present invention relates to a travel control device for a vehicle that automatically controls the host vehicle along a target traveling path by automatic steering or automatic acceleration / deceleration.

  In recent years, a GPS (Global Positioning System) that detects the position of a vehicle based on position data obtained from an artificial satellite has been widely used in navigation devices for vehicles. Various techniques have been proposed and put into practical use for traveling control based on road information in front detected by the above.

For example, in Japanese Patent Laid-Open No. 2001-255937, in a vehicle-mounted navigation system, a driver sets a destination, and a route to the destination generated by the navigation system is set as a target travel path by automatic steering or automatic acceleration / deceleration. A technique for performing automatic operation control is disclosed. Japanese Patent Laid-Open No. 2004-245654 discloses a navigation system having an editing function that allows a driver to change or add a route.
Japanese Patent Laid-Open No. 2001-255937 Japanese Patent Laid-Open No. 2004-245654

  If the technique disclosed in Patent Document 2 is applied to the technique disclosed in Patent Document 1 described above, it becomes possible to perform automatic driving control using a route edited by the driver as a target traveling path, and versatility of automatic driving control. Is considered to be greatly improved. However, the editing function disclosed in Patent Document 2 described above simply changes or adds a road existing on the electronic map data geometrically. When trying to drive automatically along the road, there is a problem that driving is difficult or an unnatural feeling is given to the driver.

  The present invention has been made in view of the above circumstances, the driver can arbitrarily edit a traveling control route that can be surely automatically driven in consideration of actual driving of the vehicle, and can naturally shift from the existing traveling control route, It is an object of the present invention to provide a vehicle travel control device capable of greatly improving versatility.

  The present invention is installed at a reference point whose position has been obtained in advance, obtains correction information based on information from the satellite, and transmits it in a preset area, and is mounted on a vehicle, and the information from the satellite A mobile station that calculates a vehicle position based on the vehicle, a vehicle position calculation means that corrects and calculates the vehicle position from the information of the reference station and the vehicle position when communication is established between the reference station and the mobile station, and the vehicle A travel control route creating means for acquiring and learning a travel route along which the vehicle travels based on the position and the transmitted driving state of the vehicle together with the driving state and creating a travel control route that allows the vehicle to automatically drive, and the travel The travel control routes selected from the travel control routes created by the control route creation means are edited according to the position of each travel control route and the driving state when traveling on each travel control route. When the communication between the reference control station and the mobile station is established, the travel control route created by the travel control route creation means and the travel control route edit means are edited. And an automatic driving control means for selecting an available driving control route from the driving control route created in this way and setting it as a target traveling path, and automatically controlling the vehicle along the target traveling path. Yes.

  According to the vehicle travel control device of the present invention, a driver can arbitrarily edit a travel control route that can be surely automatically driven in consideration of actual vehicle driving and can naturally shift from an existing travel control route. It is possible to greatly improve the performance.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
1 to 9 show an embodiment of the present invention, FIG. 1 is a schematic configuration diagram showing an entire vehicle travel control device, FIG. 2 is a flowchart of a travel control routine, and FIG. 3 is a flowchart continuing from FIG. 4 is a flowchart continuing from FIG. 2, FIG. 5 is a flowchart of an automatic learning mode routine, FIG. 6 is a flowchart of an edit mode routine, FIG. 7 is a flowchart of an automatic steering control routine of automatic driving control, and FIG. FIG. 9 is an explanatory diagram showing an example of connecting and editing traveling control routes without intersection, and FIG. 10 is an example of connecting and editing traveling control routes having intersections. FIG. 11 is an explanatory diagram of the principle of automatic steering.

  In FIG. 1, reference numeral 1 denotes a vehicle such as an automobile (own vehicle) having a function as a mobile station, and the own vehicle 1 is subjected to traveling control using RTK (Real-Time Kinematic) -GPS. A vehicle control device 2 is mounted.

  That is, in the RTK-GPS in the present embodiment, information from the artificial satellite (GPS satellite) 3 orbiting the earth (satellite necessary for positioning calculation and data including orbit information) is selectively set. Received by the reference station 4 and the mobile station mounted on the host vehicle 1. In this embodiment, the own vehicle will be described as a mobile station. Further, the reference station 4 is set at a plurality of points instead of one.

  The reference station 4 is provided at a location such as a home, a dealer, or a plurality of owners' homes that share the vehicle control device 2 where the position is accurately obtained in advance, and includes a GPS antenna 4a, a GPS receiver 4b, The machine 4c is mainly configured. Then, the reference station 4 transmits a radio to the vehicle 1 that is a mobile station, that is, a position where the phase information of the radio wave from the GPS satellite 3 observed by the reference station 4, the pseudo distance, and the position coordinates of the reference station 4 are measured. Transmit by 4c. Specifically, the reference station 4 transmits data such as an error correction amount, a pseudo distance correction amount, and coordinate values to the host vehicle 1.

  Here, the wireless device 4c is an access point that transmits and receives based on a wireless local area network (LAN) based on a standard such as IEEE802.11a / b / g, for example, and an SSID (Service Set ID) for maintaining communication security. , WEP (Wired Equivalent Privacy) key and MAC (Media Access Control) address authentication settings are specially made. Then, for example, as shown in FIG. 8, regions M0, M1, M2,... Within a radius of about 50 to 100 m centering on the wireless device 4c are from the reference station 4 arranged at the respective approximate centers. It is set as a communicable area.

  The own vehicle 1 is equipped with a GPS antenna 5a, a GPS receiver 5b, and a wireless device 5c in order to realize a function as a mobile station. Then, when the own vehicle 1 enters the communicable area with the reference station 4 and communication with the reference station 4 is established, data such as an error correction amount, a pseudo distance correction amount, a coordinate value, etc. from the reference station 4 (wireless device) Data received by the host vehicle 1) and information from the GPS satellite 3 received by the host vehicle 1 are compared and analyzed in the GPS receiver 5b, and the host vehicle position (coordinate value) is immediately and accurately determined (for example, error 1). ~ 5cm).

  In addition, a control device 8 is mounted on the host vehicle 1, and the above-described GPS receiver 5 b is connected to the control device 8 and a host vehicle position is input. The control device 8 is connected to an obstacle recognition unit 7 for recognizing a front obstacle by recognizing a road environment ahead based on an image captured by the stereo camera 6.

  The stereo camera 6 is composed of a pair of (left and right) CCD cameras using, for example, a solid-state imaging device such as a charge coupled device (CCD) as a stereo optical system. Input to the recognition unit 7.

  Processing of an image from the stereo camera 6 in the obstacle recognition unit 7 is performed as follows, for example. First, the obstacle recognizing unit 7 obtains distance information based on the principle of triangulation from a corresponding positional deviation amount with respect to a set of stereo images showing the environment in the approach direction of the host vehicle imaged by the CCD camera of the stereo camera 6. Processing to obtain is performed to generate a distance image representing a three-dimensional distance distribution. Next, the obstacle recognizing unit 7 performs a well-known grouping process on the distance image data and compares it with the previously stored three-dimensional road shape data, side wall data, three-dimensional object data, etc. Data, sidewall data such as guardrails and curbs that exist along the road, and three-dimensional object data such as vehicles are extracted. Then, the obstacle recognizing unit 7 extracts the area of the own vehicle traveling path from the extracted three-dimensional object data (for example, an area extended by a preset width in the traveling direction of the own vehicle or an area sandwiched between the front white line and the side wall. ) The three-dimensional object data existing above is detected as an obstacle and output to the control device 8.

  In addition to the GPS receiver 5b and the obstacle recognizing unit 7, the control device 8 includes sensors such as a vehicle speed sensor 9 that detects the vehicle speed V, a handle angle sensor 10 that detects the handle angle θH, and travel control. Operation switches 11 for performing various user settings and the like (having a main switch function related to travel control, an automatic operation control switch function, an automatic learning mode selection function, and a manual learning mode selection function described later), a brake pedal switch 12, an accelerator pedal switch Switches 13 and the like are connected.

  The control device 8 is equipped with a hard disk, a built-in memory (not shown), or a readable / writable storage medium such as a CD or a DVD. The travel control route when performing the above-mentioned is stored.

  More specifically, when the communication with the reference station 4 is established, the control device 8 acquires the travel route of the host vehicle 1 along with the driving state (speed vector) based on the position of the host vehicle to be measured. The travel control route can be learned based on the travel route. And the control apparatus 8 will update a database, if a driving | running | working control route is learned. In addition, the control device 8 appropriately displays each travel control route stored in the database, for example, through the liquid crystal display 14 provided on the dashboard, in distinction from the travel route being learned or a road on the map. It is possible to do. The travel route is recorded as continuous nodes having position coordinates on the electronic map data, and information on the speed vector when passing through the node is recorded as the driving state.

  The control device 8 edits the travel control routes selected from the created travel control routes according to the position of each travel control route and the driving state (speed vector) when traveling on each travel control route. The route can be created freely.

  Further, when communication with the reference station 4 is established, the control device 8 selects a predetermined traveling control route that can be used from the traveling control routes that have been learned in the past and stored in the database, and then selects the target traveling path. It is possible to automatically steer the own vehicle 1 along the target traveling path based on the position of the subject vehicle to be positioned. That is, the control device 8 outputs a signal to the electric throttle valve control device 15 to drive the throttle valve 18 so as to maintain the target vehicle speed set by the user input or the like through the operation switch 11 to accelerate or decelerate. Is executed. Further, when a large deceleration greater than a predetermined value is performed, a signal is output to the brake control device 16 to activate the automatic brake. Further, when changing the traveling direction, a signal is output to the electric power steering control device 17 to execute automatic steering.

  Thus, in this embodiment, the control apparatus 8 implement | achieves each function as a vehicle position calculating means, a travel control route creation means, a travel control route edit means, and an automatic driving control means.

Next, the traveling control of the host vehicle 1 executed by the control device 8 will be described according to the flowchart of the traveling control routine shown in FIGS.
When this routine starts, the control device 8 first determines in step (hereinafter abbreviated as “S”) 101 whether or not communication is established between the vehicle 1 as a mobile station and the reference station 4. However, if it is determined that communication has not been established, the process waits as it is.

  On the other hand, if it is determined in S101 that communication has been established, the control device 8 proceeds to S102, and the information from the reference station 4, specifically, the ID number of the reference station of the acquisition destination (a number indicating which reference station is provided). ), The position coordinates of this reference station (for example, (X, Y, Z) three-dimensional coordinates where the movement amount from the past position of the mobile station can be determined), learning in the communicable area with the reference station The presence / absence of a middle route, a travel control route, etc. is acquired.

  Next, in S103, it is determined whether or not the main switch function of the operation switch 11 is ON. If the result of this determination is that the main switch function is OFF, the routine jumps to S119, where it is determined whether or not the manual learning mode is selected (ON), and the manual learning mode is selected (ON). Advances to S120, executes the manual learning mode in which the current travel route is learned by plotting nodes only when the manual learning mode is selected, and exits the program. If the manual learning mode is not selected, the program is exited as it is.

  On the other hand, if the main switch function is ON in S103 described above, the process proceeds to S104, and it is checked whether or not a travel control route learned in the past exists in the vicinity of the vehicle position. Specifically, for example, the control device 8 determines whether or not the node of the travel control route on the database learned in the past exists in the vicinity of the current position of the own vehicle 1 (for example, within ± Dm from the own vehicle position). Whether or not there is a past node).

  As a result of the determination, if there is no travel control route in the vicinity of the vehicle position, the process jumps to S115 to determine whether or not the vehicle is currently in manual operation. If the vehicle is currently in manual operation, the process proceeds to S116, and an automatic learning mode start guidance, for example, “entering an area where the automatic learning mode can be entered” is uttered, and the process proceeds to S114. The automatic learning mode routine shown is executed, and the determination in S104 is executed again.

  If the result of the determination in S115 is that manual operation is not in progress, the process proceeds to S117, where automatic operation control impossibility guidance, for example, “There is no route that can be operated automatically. Do you want to select automatic learning mode?” And proceeds to S118.

  In S118, it is determined whether or not the automatic learning mode is selected. If there is an input for selecting the automatic learning mode within a predetermined time (for example, 10 seconds), the process proceeds to S114, and will be described later with reference to FIG. The automatic learning mode routine is executed, and the determination in S104 is executed again.

  Also, if there is no input for selecting the automatic learning mode within a certain time (for example, 10 seconds), or if there is a switch input for deselecting (OFF) the automatic learning mode, the process proceeds to S119. It is determined whether or not the manual learning mode is selected (ON). If the manual learning mode is selected (ON), the process proceeds to S120, and the manual learning mode is executed to exit the program. If the manual learning mode is not selected, the program is exited as it is.

  On the other hand, if it is determined in S104 above that there is a travel control route in the vicinity of the vehicle position, the process proceeds to S105, where the travel control route in the vicinity of the vehicle position is displayed on the liquid crystal display 14 and can be selected. The travel control route guidance, for example, “Please select from the following routes” is uttered and the process proceeds to S106.

  Then, in S106, it is determined whether or not the travel control route has been selected within a predetermined time (for example, 10 seconds). If the travel control route has not been selected, the process proceeds to S114 and the automatic operation shown in FIG. The learning mode routine is executed, and the determination in S104 is executed again.

  If the travel control route is selected within a certain time (for example, 10 seconds), the process proceeds to S107, and the automatic operation control switch guidance, for example, “Please turn on the automatic operation control switch” is emitted. The process proceeds to S108.

  In S108, it is determined whether or not the automatic driving control switch is turned on. If the automatic driving control switch is not turned on even after a predetermined time (for example, 10 seconds) has passed, or the automatic driving control switch is turned off. Leaves the program.

  Conversely, if the automatic operation control switch is turned on within a certain time, the process proceeds to S109, and it is determined whether or not the selected travel control route is separated by a certain distance or more.

  If the result of this determination is that the vehicle is separated by a certain distance or more, the process proceeds to S110, and a manual driving guidance to the selected travel control route, for example, “Please drive manually to the selected route” or the like is issued and S111 is generated. Proceed to to learn the travel route to the selected travel control route.

  In the previous S109, when it is determined that the selected travel control route is not separated by a certain distance or more, that is, on the selected travel control route, or until the travel control route selected in S111 described above After learning the travel route, the process proceeds to S112, and automatic driving control is executed along the selected travel control route (target travel route). The automatic steering control of the automatic driving control will be described later with reference to the flowchart of FIG.

  Then, the process proceeds to S113, in which it is determined whether or not a cancel condition, for example, a course-out instruction such as strongly steering the steering wheel has occurred, and if the cancel condition has not occurred, the automatic operation control in S112 is continued. If the cancel condition occurs, the process proceeds to S114, an automatic learning mode routine shown in FIG. 5 described later is executed, and the determination of S104 is executed again.

Next, the automatic learning mode routine executed in S114 will be described with reference to the flowchart of FIG.
First, in S201, it is determined whether or not the radio wave from the reference station 4 is normal. If it is abnormal, the routine is directly exited, and if it is normal, the process proceeds to S202.

  When the radio wave from the reference station 4 is normal and the process proceeds to S202, a node having an ID unique to the route is laid.

  In step S203, it is determined whether there is a learning node in the vicinity of the laid node.

  If there is a node that is being learned as a result of the determination in S203, the process proceeds to S204, in which it is determined whether or not the directionality (specifically, the direction of the velocity vector) of these two nodes matches.

  If the directionality of both nodes coincides, the process proceeds to S205 and learning processing of both nodes is executed. Specifically, learning for obtaining the average of the positions of both nodes and the average of the velocity vectors is executed.

  Thereafter, the process proceeds to S206, where it is determined whether or not the number of learning is greater than or equal to a preset threshold value. If the number is greater than or equal to the threshold value, the process proceeds to S207, and the learned route is registered and displayed as a travel control route. Exit the routine.

  On the other hand, when it is determined that there is no node being learned in the vicinity of the node laid at S203 described above, or when it is determined at S204 that the directions of both nodes do not match, or the number of learnings at S206 described above. If it is determined that is less than the preset threshold value, the process proceeds to S208, the current learning route is displayed as it is, and the routine is exited.

  Next, the edit mode executed when the driver edits the travel control route created in the above-described automatic learning mode will be described with reference to the flowchart of FIG. In the description of the flowchart of FIG. 6, an example of route editing will be described with reference to FIGS. 8 to 10 for easy understanding. The various routes to be created are displayed on the liquid crystal display 14 as shown in FIG. 8. Among these routes, the route A and the route B (route A is the first route) in the region where the reference station region is displayed as M0. 9 is an enlarged view of FIG. Also, the intersecting route A and route B (route A is assumed to be the route previously selected) in the region set by the reference station different from the regions M0 and M1 where the region of the reference station is indicated by M2 are edited. In this case, this enlarged view is shown in FIG. In FIG. 8, St0 in the area M0 is a reference point that forms the area M0 itself such as a home. In this area M0, a travel control route indicated by a solid line is formed in addition to the routes A and B. In addition, a learning route RG0 indicated by a two-dot chain line is displayed. In addition, a travel control route indicated by a solid line and a learning route RG1 indicated by a two-dot chain line are also displayed in a region M1 set by a reference station different from the region M0.

  First, in S301, the two routes selected by the driver for editing are set as route A and route B, and information on both routes, that is, the position coordinates of each node constituting these routes and stored in each node. Get velocity vector.

  Next, it is determined whether or not the route A and the route B intersect. If not, the process proceeds to S303, a tangent line is added near the closest node from the route A to the route B, and the connected route Is set as an additional route C.

  That is, in FIG. 9, the closest nodes of routes A and B are PA and PB, respectively, and a tangent line in consideration of the direction of the velocity vector from route A to route B between these PA and PB. Is set as an additional route C. At this time, the additional route C is formed by arranging nodes at predetermined intervals set in advance. If the nodes PA and PB are separated from each other by a predetermined threshold or more, the editing operation is not executed and editing is not possible. For example, “These routes cannot be edited” or the like. May be notified to the driver to prompt the driver to re-execute route selection or cancel route editing. Similarly, when there is a clear obstacle (such as a median strip or a building) between the nodes PA and PB, the driver should be prompted to re-execute route selection or cancel route editing. Anyway.

  In step S304, information on the speed Vc of the additional route C is acquired by obtaining an average of the speeds of the closest nodes of the route A and the route B, and the routine is exited.

  That is, the average of the speeds of the nodes PA and PB is obtained, and the value is set as the speed of each node constituting the additional route C. The direction as a vector of this speed is naturally set to a direction along the tangent line.

  Through the operations of S303 and S304 described above, it is possible to edit a new travel control route that also considers the driving state in which the route A is transferred from the route A to the route B by the additional route C, and automatic driving control along the traveling control route is also possible. It has become.

  On the other hand, if it is determined in S302 that the routes A and B intersect, the process proceeds to S305, and the speed Vc of the additional route C is calculated. Specifically, as shown in FIG. 10, the calculation is performed by obtaining the average of the speeds set in the node PA of the route A and the node PB of the route B closest to the intersection P0 between the route A and the route B.

Next, in S306, the radius Rc of the transfer curve CA from the route A to the route B is calculated by, for example, the following equation (1).
Rc = m · Vc 2 / G (1)
Here, m is a vehicle mass, and G is a preset threshold value of allowable centrifugal force.

  In step S307, the length LD of the perpendicular line from the intersection P0 between the route A and the route B to the transfer curve CA is calculated.

  Then, the process proceeds to S308, where the perpendicular length LD is compared with a preset threshold value LDC, the perpendicular length LD is equal to or less than the threshold value LDC, and a transfer is made from the intersection point P0 between the route A and the route B. If the separation of the curve CA is small, the process proceeds to S309, the transfer curve CA is set as the additional route C, and the routine is exited.

  On the other hand, when the length LD of the perpendicular is larger than the threshold value LDC and the separation of the transfer curve CA from the intersection P0 between the route A and the route B is large, the process proceeds to S310, and the transfer calculated by the above equation (1). The speed Vc is decreased to decrease the radius Rc of the curve CA (for example, Vc = Vc−1), and the process returns to S306 again. By repeating this, the centrifugal force generated when traveling on the transfer curve CA becomes less than or equal to the preset threshold G of the allowable centrifugal force, and from the intersection P0 between the route A and the route B to the transfer curve CA. This length is set so as to be an additional route C by calculating so that the length LD of the vertical line is equal to or less than a preset threshold value LDC. For this reason, a new travel control route can be edited in consideration of the driving state in which the route A is changed from the route A to the route B by the additional route C, and automatic driving control along the traveling control route is also possible.

  FIG. 7 and the automatic steering in FIG. 11 show the automatic steering during the automatic driving control in S112 described above, which is performed along the traveling control route learned as described above or the edited traveling control route. This will be described with reference to the explanatory diagram of the principle. Here, in this embodiment, for example, when the obstacle is detected within 10 m ahead by the obstacle recognition unit 7, the control device 8 depresses the brake pedal or the accelerator pedal when the driver performs a large steering operation. Alternatively, when the automatic operation control is turned off by the user or the like, the automatic operation control is canceled.

  When this routine is started, the control device 8 first reads necessary parameters in S401, and then in S402, from the past history of the vehicle position, for example, approximately the vehicle length (for example, 5 m) from the current position. The vehicle positioning point history in front is extracted, and the forward straight direction obtained by connecting the vehicle positioning point in front of 5 m and the current vehicle position is estimated as the vehicle traveling path.

  Next, the process proceeds to S403, and the control device 8 extracts the node of the target traveling path that is closest to the current vehicle position.

  Thereafter, the process proceeds to S404, and a forward gaze distance is obtained from the current host vehicle speed and a preset gaze time (for example, 1.5 seconds) set in advance. For example, when the current host vehicle speed is 20 km / h, the forward gaze distance is 5.6 m / sec · 1.5 sec (= 8.34 m).

  Subsequently, the process proceeds to S405, and the control device 8 sets a node on the target traveling path near the forward gaze distance obtained in S404 as the guidance target mode.

  Next, proceeding to S406, the control device 8 calculates the amount of lateral deviation from the guidance target node and the vehicle traveling path as the target node deviation ΔD.

Next, in S407, the target handle angle δh is calculated by the following equation (2) so that the target node deviation ΔD is zero.
δh = GP · ΔD + Gd · (d (ΔD) / dt) (2)
Here, GP is a proportional term gain, and Gd is a differential term gain.

  Next, proceeding to S408, the control device 8 calculates a handle angle deviation Δδ (= δh−θH) from the target handle angle δh and the actual handle angle θH detected by the handle angle sensor 20.

Next, the process proceeds to S409, where the current Iδ is calculated so that the steering wheel angle deviation Δδ becomes zero according to the following equation (3). In S410, this command current value Iδ is output and the routine is exited.
Iδ = Kp · Δδ + Kd · (d (Δδ) / dt) + Ki · ∫Δδdt (3)
Here, KP is a proportional term gain, Kd is a differential term gain, and Ki is an integral term gain.

  As described above, according to the embodiment of the present invention, it is possible to edit a new travel control route that takes into account the driving state in which the route A is changed from the route A to the route B by the additional route C, and automatic driving control along the traveling control route is possible. Therefore, it is possible to reliably drive automatically considering the actual driving of the vehicle, and the driver can arbitrarily edit the driving control route that can naturally shift from the existing driving control route, greatly improving versatility Is possible.

  In the present embodiment, the obstacle is recognized based on the image captured by the stereo camera 6, but the obstacle is detected by another device such as an ultrasonic sensor. May be.

  In the present embodiment, the reference station 4 is configured to transmit each piece of information to the host vehicle 1 in accordance with a general wireless LAN standard. Alternatively, it may be configured to be wirelessly based on the so-called Bluetooth standard so that information can be transmitted using a known wireless device such as a mobile phone, a mobile terminal, or a PDA (Personal Digital Assistant).

  Furthermore, in this embodiment, although the structure which acquires a driving | running route based on the own vehicle position measured by the control apparatus 8 was demonstrated, it is not limited to this, The vehicle position based on the information from the satellite by a mobile station is used as a reference station. The vehicle position can be calculated based on the information of the reference station and the vehicle position in the reference station 4. That is, vehicle position calculation means may be provided on the reference station 4 side. In this case, it is possible to accumulate information such as the travel route on the reference station side.

  In this embodiment, an example in which a plurality of reference stations 4 exist has been described. However, it is needless to say that the present invention can be applied even if there is one.

Schematic configuration diagram showing the entire vehicle travel control device Flow chart of travel control routine Flowchart continuing from FIG. Flowchart continuing from FIG. Automatic learning mode routine flowchart Edit mode routine flowchart Flow chart of automatic steering control routine of automatic driving control Explanatory drawing which shows an example of the various routes created by the traveling control device Explanatory drawing which shows an example which connects and edits the traveling control routes without an intersection Explanatory drawing which shows an example which connects and edits the traveling control routes which have an intersection. Illustration of the principle of automatic steering

Explanation of symbols

1 Vehicle (own vehicle, mobile station)
2 Vehicle control device 3 Artificial satellite 4 Reference station 8 Control device (vehicle position calculation means, travel control route creation means, travel control route edit means, automatic operation control means)
DESCRIPTION OF SYMBOLS 9 Vehicle speed sensor 10 Steering angle sensor 11 Operation switch 12 Brake pedal switch 13 Accelerator pedal switch 14 Liquid crystal display 15 Electric throttle valve control device 16 Brake control device 17 Electric power steering control device

Claims (3)

  1. A reference station that is installed at a reference point whose position has been obtained in advance, transmits correction information in a preset area by obtaining correction information based on information from the satellite, and
    A mobile station mounted on a vehicle and calculating a vehicle position based on information from the satellite;
    Vehicle position calculation means for correcting and calculating the vehicle position from the information of the reference station and the vehicle position when communication between the reference station and the mobile station is established;
    A travel control route creation means for acquiring and learning a travel route along which the vehicle travels based on the vehicle position and the transmitted vehicle driving state together with the driving state, and creating a travel control route in which the vehicle can be automatically driven;
    The travel control routes selected from the travel control routes created by the travel control route creation means are edited according to the position of each travel control route and the driving state when traveling on each travel control route, and the travel control routes are edited. A travel control route editing means that can be created,
    When the communication between the reference station and the mobile station is established, the travel control route that can be used from the travel control route created by the travel control route creating means and the travel control route edited and created by the travel control route editing means Automatic driving control means for setting the vehicle as a target traveling path and automatically controlling the vehicle along the target traveling path;
    A travel control device for a vehicle, comprising:
  2.   The travel control route editing means selects a first travel control route and a second travel control route different from the first travel control route from the travel control route created by the travel control route creation means, The position of the first traveling control route, the operating state when traveling on the first traveling control route, the position of the second traveling control route, and the operating state when traveling on the second traveling control route. 2. The vehicle travel control apparatus according to claim 1, wherein a connection route that connects the first travel control route and the second travel control route is created based on the first travel control route.
  3.   When the first travel control route and the second travel control route intersect, the connecting route is a partial circle that is in contact with the first travel control route and the second travel control route. The vehicle speed when traveling on the connection route is estimated based on the vehicle speed of each of the travel control routes in the vicinity of the intersection of the first travel control route and the second travel control route, The vehicle speed when traveling on the connecting route is corrected so that the centrifugal force generated when traveling on the route is not more than a preset value and the distance from the intersection to the connecting route is not more than a preset value. 3. The vehicle travel control apparatus according to claim 2, wherein a radius of the connection route is determined.
JP2007006443A 2007-01-15 2007-01-15 Travel controller for vehicle Pending JP2008170404A (en)

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