JP2016148918A - Vehicle controller and vehicle control method - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle controller and a vehicle control method which can improve follow-up accuracy of a travel route.SOLUTION: A controller 1 includes: a drive part 20 which drives driving wheels in accordance with a steering angle to be a command value in the direction of a vehicle; a first measurement part 30 measuring a yaw rate of the vehicle; a second measurement part 40 measuring a position and a posture of the vehicle; a rotation angular velocities calculation part 13 which uses a position and a posture of a vehicle obtained by the second measurement part 40 to calculate a yaw rate of the vehicle by a robust control method; and a command value calculation part 12 which uses the yaw rate measurement value obtained by the first measurement part 30 and a yaw rate calculation value obtained by the rotation angular velocities calculation part 13 to calculate a steering angle by a PID control method, and outputs the calculated steering angle to the drive part 20.SELECTED DRAWING: Figure 4

Description

  The present invention relates to a vehicle control device and a vehicle control method.

  In recent years, increasing the efficiency of farm work has become an issue from the viewpoint of reducing the number of farmers, aging, and improving competitiveness. If the agricultural work efficiency can be improved, it is possible to cope with the large scale of agriculture.

  As a method for improving the efficiency of farm work, there is a technique for autonomously running a farm vehicle such as a tractor using position information measured by an RF (radio frequency) tag or the like (see, for example, non-patent literature).

Irie, 2 others, "Robot tractor automatic running system using RF tag", Proceedings of Young Research Presentations, System Control Information Society, Kansai Branch, Society of Instrument and Control Engineers, January 18, 2013, Vol.2012 Page .43-46

  However, the conventional autonomous traveling vehicle that performs autonomous traveling has a problem that the tracking accuracy of the traveling route is not sufficient particularly when the ground state is unstable. Specifically, in farmlands such as fields where agricultural vehicles are traveling, the soil is relatively soft, and the state of the soil changes as the wheels of the agricultural vehicles pass. That is, the state of the soil is different when the front wheel passes and when the rear wheel passes. The state of the soil includes the shape of the surface of the soil, such as the size of the slope or unevenness, the hardness of the soil, and the like. Furthermore, when a hard substance such as stone is contained in the soil, there is a problem that if the wheel passes over the stone, the wheel slides sideways.

  In general, in farm work using farm vehicles, a vehicle is reciprocated a plurality of times within the farm land in order to perform farm work on the entire farm land. In this case, if there is a deviation between the actual traveling route of the agricultural vehicle and the reference route to be followed in the direction perpendicular to the traveling direction of the agricultural vehicle, that is, the lateral direction of the vehicle, the number of times the agricultural vehicle is reciprocated increases. There is a possibility of letting you. When the number of reciprocations increases, there is a problem that the distance for traveling the farm vehicle increases and the work efficiency decreases.

  In addition, since the so-called soil state changes when the wheels come into contact with the ground with snow, the same problem is considered to occur in a snowplow.

  Accordingly, the present invention provides a vehicle control device and a vehicle control method that can improve the tracking accuracy of a travel route.

  For example, a vehicle control apparatus according to an aspect of the present invention includes a drive unit that drives a drive wheel in accordance with a command value in a vehicle direction, a first measurement unit that measures a first rotation angular velocity of the vehicle, A second measurement unit that measures the position and orientation of the vehicle, and a rotation angular velocity calculation unit that calculates the second rotation angular velocity of the vehicle by a robust control method using the position and orientation of the vehicle obtained from the second measurement unit The command value is calculated by a PID (Proportional-Integral-Derivative) control method using the measured value obtained from the first measuring unit and the calculated value obtained from the rotational angular velocity calculating unit, and the calculated command A command value calculation unit that outputs a value to the drive unit.

  In the control device configured as described above, the command value is calculated by a PID (Proportional-Integral-Derivative) control method, and therefore, it is possible to improve the follow-up accuracy of the travel route even when the ground state is unstable. it can. This makes it possible to improve work efficiency, particularly in a vehicle that performs work while traveling on an unstable ground such as an agricultural work vehicle or a snowplow.

For example, the command value calculation unit sets the command value as δ, the distance between the front wheels and the rear wheels as L, the vehicle speed as ν, the measured value as ω, the calculated value as ω _C , and the coefficient as K _P , when the K _D and K _I, may be obtained the command value using equation 1 below.

  As a result, the command value can be calculated by a relatively simple calculation, and the calculation load of the calculation device mounted on the vehicle can be reduced.

  For example, the command value may be a value indicating the steering angle of the driving wheel, and the driving unit may change the steering angle of the driving wheel according to the command value. Alternatively, the vehicle has a pair of endless tracks as the drive wheels, the command value is a value indicating the number of rotations of each of the pair of endless tracks, and the drive unit sets the command value to the command value. Accordingly, the number of rotations in each of the pair of endless tracks may be changed.

  If comprised in this way, it can respond to a wide variety of tractors, such as a tractor which has a general wheel, and a tractor which has an endless track.

  Further, for example, the rotational angular velocity calculation unit may use a sliding mode control method as the robust control method.

  Note that these comprehensive or specific aspects may be realized not only by the apparatus but also by a non-transitory recording medium such as a system, method, integrated circuit, computer program, or computer-readable CD-ROM, The present invention may be realized by any combination of a system, an apparatus, a method, an integrated circuit, a computer program, and a recording medium.

  The vehicle control device and the vehicle control method according to the present invention can improve the tracking accuracy of the travel route.

FIG. 1 is a diagram for explaining various parameters used in autonomous traveling control. FIG. 2 is a diagram illustrating various parameters used in autonomous traveling control. FIG. 3 is a perspective view showing an example of the appearance of the tractor according to the embodiment. FIG. 4 is a block diagram illustrating an example of the configuration of the tractor control device according to the embodiment. FIG. 5 is a flowchart illustrating an example of a processing procedure of the tractor control method according to the embodiment. FIG. 6A is a graph showing a reference route and an actual travel route of a tractor according to a comparative example. FIG. 6B is a graph showing the reference route and the actual travel route of the tractor according to the embodiment. FIG. 7A is a graph showing the lateral deviation e _{2 according} to the comparative example. FIG. 7B is a graph showing a deviation e _{2 in the} horizontal direction according to the embodiment. Figure 8A is a graph showing the deviation e ₃ angles of the comparative example. Figure 8B is a graph showing the deviation e ₃ angles according to the embodiment.

<Details of issues and knowledge underlying the present invention>
A basic autonomous traveling control method for a vehicle in a comparative example will be described with reference to FIGS. 1 and 2. In the comparative example, it is assumed that the vehicle 100 is a four-wheel tractor that can change the steering angle of the front wheels (the steering angle of the rear wheels is fixed).

FIG. 1 is a diagram for explaining various parameters used in autonomous traveling control. FIG. 1 shows the relationship between a reference vehicle 200 and a vehicle 100 that are virtual vehicles on the following route. In FIG. 1, the angle between the traveling direction of the vehicle 100 and the X axis is θ. Assuming that the speed of the vehicle 100 is ν, the yaw rate (rotational angular velocity about the intersection of the rear wheel axis and the front wheel steering angle direction axis) is ω, the current X axis coordinate of the vehicle 100 is x, and the Y axis coordinate is y, the vehicle The state of 100 is expressed by Equation 2 below.

Further, in FIG. 1, the angle between the traveling direction and the X axis of the reference vehicle 200 as a theta _r. The speed of the reference vehicle 200 [nu _r, the yaw rate omega _r, the X-axis coordinate _x r of the reference vehicle 200, when the Y-axis coordinate and _{y r,} the state of the reference vehicle 200 is expressed by Equation 3 below.

When the deviation of the traveling direction of the vehicle 100 with respect to the reference vehicle 200 is denoted by deviation e ₁ , the lateral deviation perpendicular to the traveling direction is denoted by deviation e ₂ , and the angular deviation is denoted by deviation e ₃ , the relative deviation is expressed by the following formula 4. Is done.

The following equation 5 is obtained by differentiating equation 4 with respect to time.

Here, when ν _r is determined such that e ₁ = 0 and d / dt (e ₁ ) = 0, the following Expression 6 is obtained.

From Equation 6, the lateral deviation e2 and the angular deviation e ₃ as an expression for converging to zero, equation 7 is obtained.

Here, the application of the sliding mode control method is considered. In the sliding mode control method, the direction of the control input is switched to the direction toward the switching surface when moving from one of the regions divided by the switching surface to the other. Thereby, the state of the vehicle 100 can be restrained by the switching surface, and the vehicle 100 can be directed to the equilibrium point. First, state conversion shown in the following Expression 8 is performed.

A surface where the difference s between ξ and virtual input −K _S e ₂ that converges e ₂ to 0 is 0 is defined as a switching surface. s, using the constant K _s, is obtained from the following equation 9.

When s is differentiated, the following Expression 10 is obtained.

Here, a desirable yaw rate ω _C (calculated value) of the vehicle 100 is represented by the following expression 11.

  In Equation 11, η is a constant, and sgn (s) is a sign function.

  Subsequently, the steering angle δ of the front wheels is calculated.

  FIG. 2 is a diagram illustrating various parameters used in autonomous traveling control. In FIG. 2, the axis parallel to the longitudinal axis of the vehicle 100 is the AL axis, the rotation axis of the front wheel 112 of the vehicle 100 is the axis AF1, the axis perpendicular to the axis AF1 is the axis AF2, and the rear wheel provided behind the front wheel 112. A rotation axis 113 is an axis AB. Further, in FIG. 2, a point where the axis AF1 and the axis AB intersect is an intersection Ce, a distance between the front wheel 112 and the rear wheel 113 is L, and a distance between the center of the rear wheel 113 and the intersection Ce is R. . In FIG. 2, the relationship between the front wheel 112 and the rear wheel 113 is shown for explanation, but the relationship between the front wheel 111 and the rear wheel 114 may be used.

From FIG. 2, the following expression 12 is obtained.

When the steering angle δ is input, the control device for the vehicle 100 measures the yaw rate ω of the vehicle 100. Further, the control device measures the position and orientation of the vehicle 100 and calculates a desired yaw rate ω _C from the position and orientation. The control device calculates a steering angle δ to be given next from the yaw rate ω _C using Equation 11. The vehicle 100 repeatedly executes these procedures. The rudder angle δ is calculated, for example, every 0.1 ms.

However, the _C omega calculated by the control method described above, if the ground is unstable, there is a problem that an error becomes very large. Specifically, when traveling straight, the lateral error is about 10 cm, and when turning, the lateral error is about 20 cm. For this reason, further improvement is required.

  Here, the present inventors have a very small deviation between the input steering angle δ and the traveling direction of the vehicle 100 on a general road, but when the ground is unstable, the vehicle 100 slips. Focusing on the difference between the input steering angle δ and the traveling direction of the vehicle 100. The inventors have found that the lateral error can be reduced by determining the steering angle δ using the PID control method.

Note that the PID control method is a method for reducing an error, and is generally applied to reduce a parameter indicating the error, for example, the lateral deviation e ₂ appearing in the above-described Expression 3 or the like. . Since the steering angle δ is not a parameter indicating an error, it is not normally an application target of the PID control method.

  Hereinafter, embodiments and the like will be specifically described with reference to the drawings. It should be noted that the embodiments and the like described below show a comprehensive or specific example. Numerical values, shapes, materials, constituent elements, arrangement positions and connecting forms of constituent elements, steps, order of steps, and the like shown in the following embodiments and the like are merely examples, and are not intended to limit the present invention. In addition, among the constituent elements in the following embodiments and the like, constituent elements that are not described in the independent claims indicating the highest concept are described as optional constituent elements.

(Embodiment)
A vehicle 100 according to an embodiment will be described with reference to FIGS.

  FIG. 3 is a perspective view showing an example of the appearance of the vehicle in the embodiment. In the present embodiment, as in the comparative example, the vehicle 100 is a four-wheel tractor that can change the steering angles of the front wheels 111 and 112 (the steering angles of the rear wheels 113 and 114 are fixed). A certain case is assumed.

  The vehicle 100 is equipped with a control device 1 that performs at least processing related to autonomous traveling of the vehicle 100.

[1. Configuration of vehicle control apparatus]
In the present embodiment, control device 1 of vehicle 100 is realized by a microcontroller including a CPU (Central Processing Unit), a memory, a timer, and an input / output interface, and includes an engine control unit (not shown) and the like. The memory stores a program for executing each step included in the vehicle control method. When the CPU executes the program, the vehicle control method can be executed and function as the control device 1.

  FIG. 4 is a block diagram illustrating an example of the configuration of the vehicle control device according to the embodiment. The control device 1 of the vehicle 100 includes an arithmetic processing unit 10, a drive unit 20, a first measurement unit 30, and a second measurement unit 40.

  The arithmetic processing unit 10 calculates various parameters necessary for autonomous traveling. The arithmetic processing unit 10 includes a communication unit 11, a command value calculation unit 12, and a rotation angular velocity calculation unit 13.

  The communication unit 11 outputs a command value for the direction of the vehicle to the drive unit 20. The command value for the direction of the vehicle is, for example, the steering angle δ of the front wheels.

The command value calculation unit 12 uses the yaw rate ω (first rotation angular velocity) of the vehicle 100 measured by the first measurement unit 30 and the yaw rate ω _C calculated by the rotation angular velocity calculation unit 13 by a PID control method. Calculate the command value. The command value calculation unit 12 further outputs a command value calculated via the communication unit 11 to the drive unit 20.

The rotational angular velocity calculation unit 13 calculates the yaw rate ω _C (second rotational angular velocity) of the vehicle 100 by the robust control method using the position and orientation of the vehicle 100 obtained from the second measurement unit 40. In the present embodiment, the rotational angular velocity calculation unit 13 calculates the yaw rate ω _C by using a sliding mode control method among the robust control methods.

  In the present embodiment, the drive unit 20 is a steering mechanism that changes the angles of the two front wheels 111 and 112 according to the command value.

  In the present embodiment, first measurement unit 30 is an angular velocity sensor that measures the yaw rate of vehicle 100.

  The second measurement unit 40 measures the position and posture of the vehicle. In the present embodiment, the second measurement unit 40 includes an RTK-GNSS (Real Time Kinetic-Global Navigation Satellite System) and an IMU (Internal Measurement Unit).

[2. Processing procedure of vehicle control method]
FIG. 5 is a flowchart illustrating a processing procedure of the vehicle control method according to the embodiment.

  First, the arithmetic processing unit 10 outputs an initial value of a command value in the direction of the vehicle to the drive unit 20 via the communication unit 11 at the start of autonomous traveling (S10). The initial value of the command value is the initial value δi of the steering angle δ, and in this embodiment, δi = 0.

  The arithmetic processing unit 10 acquires the yaw rate ω of the vehicle 100 from the first measurement unit 30 after execution of step S10 and after execution of step S15 described later (S11). The yaw rate ω is the same as the yaw rate ω of the comparative example shown in FIGS.

  The arithmetic processing unit 10 acquires the position and orientation of the vehicle 100 from the second measurement unit 40 after execution of step S10 and after execution of step S15 described later (S12). The position of the vehicle 100 is coordinates (x, y), and the posture is an angle θ.

The arithmetic processing unit 10 calculates the yaw rate ω _C of the vehicle 100 by the sliding mode control method (an example of a robust control method) using the position and orientation of the vehicle 100 acquired in step S12 (S13). The calculation method of the yaw rate ω _C is the same as that in the comparative example. Specifically, the yaw rate ω _C is calculated using the above-described equation 11. Given the steering angle δ, the deviation ω _e (ω = ω _C + ω _e ) of the yaw rate ω can be calculated.

The arithmetic processing unit 10 uses the yaw rate ω (measured value) acquired in step S11 and the yaw rate ω _C (calculated value) calculated in step S13 to calculate the steering angle δ that is a command value by the PID control method. (S14).

In the PID control method, an output value is calculated by combining three elements of output value deviation, integration, and differentiation. The arithmetic processing unit 10 combines the three elements of the difference between the measured value ω of the yaw rate and the calculated value ω _{C of the} yaw rate, the integrated value of the difference, and the differential value of the difference, and outputs the rudder as an output value. The angle δ is calculated. Specifically, the rudder angle δ is expressed using the following Expression 13.

In Formula 13, K _P is a coefficient of the deviation, K _D is a differential coefficient, K _I is the integral coefficient is a constant determined by the characteristics of the tractor and soil properties, and the like. It should be noted that the coefficients K _P , K _D , and K _I may be appropriately changed according to past travel history and the like. Further, ν is the speed of the vehicle 100, and L is the distance between the front wheel 112 and the rear wheel 113 shown in FIG.

  The arithmetic processing unit 10 outputs the steering angle δ calculated via the communication unit 11 to the drive unit 20 (S15).

  The arithmetic processing unit 10 repeatedly executes steps S11 to S15, for example, every 0.1 ms.

[3. Verification]
The inventors of the present invention conducted a comparative experiment between the comparative example and the vehicle control method according to the present embodiment. 6A to 8B are graphs showing the results of the comparative experiment.

  FIG. 6A is a graph showing a reference route and an actual travel route of a tractor according to a comparative example. FIG. 6B is a graph showing the reference route and the actual travel route of the tractor according to the embodiment. In FIG. 6A and FIG. 6B, since they are shown in units of meters, a part of them is enlarged and displayed. As can be seen from FIGS. 6A and 6B, in the comparative example, the error during turning is about 20 cm, whereas in the present embodiment, the error during turning is suppressed to within 10 cm.

7B is a graph showing a deviation e _{2 in the} horizontal direction according to the comparative example. FIG. 7B is a graph showing a deviation e _{2 in the} horizontal direction according to the embodiment. Also, FIG 8A is a graph showing the deviation e ₃ angles of the comparative example. Figure 8B is a graph showing the deviation e ₃ angles according to the embodiment.

As can be seen from FIG. 7A to FIG. 8B, it can be seen that both the lateral deviation e ₂ and the angular deviation e ₃ have a small deflection width and are improved.

[4. Effect]
In the control device 1 and the control method for the vehicle 100 according to the present embodiment, the command value is calculated by the PID control method, so that the tracking accuracy of the travel route can be improved particularly when the ground state is unstable. . This makes it possible to improve the working efficiency of a vehicle that performs work while traveling on an unstable ground such as an agricultural work vehicle or a snowplow.

More specifically, in the comparative example, the desired yaw rate ω _C of the vehicle is determined in consideration of the deviation between the current vehicle state (position and posture) and the reference route, but the steering angle which is an example of a command value δ is determined based only on the relationship between R and L.

On the other hand, in the present embodiment, the desired yaw rate ω _C of the vehicle is determined in consideration of the difference between the current vehicle state and the reference route, as in the comparative example. Further, in the present embodiment, the steering angle δ is determined in consideration of the difference generated between the actual yaw rate ω (measured value) of the vehicle 100 and the calculated yaw rate ω _C as shown in Expression 13. be able to.

Conventionally, since the current position and posture of the vehicle 100 are already used in the calculation of the yaw rate ω _C , it has been considered that errors caused by changes in the ground can be corrected. Further, the steering angle δ was considered to be uniquely determined from the desired yaw rate ω _C. However, when traveling on very unstable soil such as farmland, the influence on the vehicle 100 is very large, and there is a problem that an error remains in the feedback of only the current position and posture of the vehicle 100. .

  In the control device 1 of the present embodiment, the rudder angle δ, which is an example of the command value, is obtained by the PID control method using the difference between the measured value and the calculated value of the yaw rate, and therefore the ground is unstable. In addition, the deviation of the actual travel route of the vehicle 100 from the reference route can be reduced.

Note that the PID control method is a method for reducing the difference, and is generally applied to reduce a parameter indicating an error, for example, the lateral deviation e ₂ appearing in the above-described Expression 3 or the like. . Since the steering angle δ is not a parameter indicating an error (because there is no concept of deviation, integration and differentiation of the steering angle δ error), it is difficult to apply the PID control method as it is. Therefore, when applying the PID control method to the steering angle δ, the present inventors applied the deviation, integration and differentiation of the yaw rate error instead of the deviation, integration and differentiation of the steering angle δ.

  Thereby, in the control apparatus 1 and the control method of the vehicle 100 of the present embodiment, the command value can be calculated by a relatively simple calculation method as shown in Expression 13. Therefore, the calculation load of the calculation processing unit 10 can be reduced. In the autonomous running of the vehicle 100, since the accuracy of the arithmetic processing and the speed of the arithmetic processing are required, it is important to reduce the arithmetic load.

  Note that the method for calculating the steering angle δ is not limited to Equation 13. For example, an arbitrary parameter may be added to Expression 13.

(Other embodiments)
As mentioned above, although the control apparatus and control method of the vehicle concerning the present invention were explained based on an embodiment etc., the present invention is not limited to an embodiment. Forms obtained by subjecting the embodiments and the like to modifications conceived by those skilled in the art, and other forms realized by arbitrarily combining a plurality of components in the embodiments and the like are also included in the present invention.

For example, in the above embodiment, the yaw rate ω _{C of the} vehicle 100 is calculated using the sliding mode control method, but the present invention is not limited to this. The yaw rate ω _{C of the} vehicle 100 may be calculated using a robust control method. In addition to the sliding mode control method, the robust control method includes an H infinity control method, an LMI (Linear Matrix Inequality), a method using an inverse optimal control method, and the like.

  Moreover, although the said embodiment demonstrated the case where the vehicle 100 was equipped with a wheel, you may provide the endless track. In this case, the command value is a value indicating the rotational speed of the endless track. In a vehicle having an endless track, the direction of the vehicle can be changed by making the rotational speeds of the two left and right endless tracks different. The drive unit 20 drives the endless track at a rotational speed corresponding to the command value. In the case of a vehicle having both wheels and an endless track, when the direction of the vehicle is determined by the wheel, the steering angle δ is calculated by the PID control method, and when the direction of the vehicle is determined by the endless track, A value indicating the rotational speed of the endless track is calculated by the PID control method.

  Further, the present invention can be realized as a program for causing a computer to execute the steps included in the vehicle control method. Furthermore, the present invention can be realized as a non-transitory computer-readable recording medium such as a CD-ROM in which the program is recorded.

  For example, when the present invention is realized by a program (software), each functional element of the present invention is executed by executing the program using hardware resources such as a CPU, a memory, and an input / output circuit of a computer. Is realized. That is, each functional element is realized by the CPU obtaining data to be processed from a memory or an input / output circuit or the like and calculating the data, or outputting the calculation result to the memory or the input / output circuit or the like.

  The plurality of components included in the vehicle control device may be realized as an LSI (Large Scale Integration) that is an integrated circuit. These components may be individually made into one chip, or may be made into one chip so as to include a part or all of them. Although referred to here as an LSI, it may be referred to as an IC (Integrated Circuit), a system LSI, a super LSI, or an ultra LSI depending on the degree of integration.

  Further, the method of circuit integration is not limited to LSI's, and implementation using dedicated circuitry or general purpose processors is also possible. A programmable programmable gate array (FPGA) or a reconfigurable processor capable of reconfiguring connection and setting of circuit cells inside the LSI may be used.

  Furthermore, if integrated circuit technology that replaces LSI emerges as a result of advances in semiconductor technology or other technologies derived from it, naturally, using that technology, integration of the components included in a battery inspection system or conductivity distribution deriving device is possible. Circuitization may be performed.

  The vehicle control device and the control method according to the present invention can be applied to a vehicle that travels autonomously. In particular, it is useful for vehicles that run on unstable ground (soft soil, roads with snow, etc.) such as farm vehicles or snowplows.

DESCRIPTION OF SYMBOLS 1 Control apparatus 10 Arithmetic processing part 11 Communication part 12 Command value calculation part 13 Rotational angular velocity calculation part 20 Drive part 30 1st measurement part 40 2nd measurement part 100 Vehicle 200 Reference vehicle 111,112 Front wheel 113,114 Rear wheel

Claims (6)

A drive unit that drives the drive wheels in accordance with a command value of the direction of the vehicle;
A first measuring unit for measuring a first rotational angular velocity of the vehicle;
A second measuring unit for measuring the position and orientation of the vehicle;
A rotational angular velocity calculation unit that calculates a second rotational angular velocity of the vehicle by a robust control method using the position and orientation of the vehicle obtained from the second measurement unit;
Using the measured value obtained from the first measuring unit and the calculated value obtained from the rotational angular velocity calculating unit, the command value is calculated by a PID (Proportional-Integral-Derivative) control method, and the calculated command value is calculated. A command value calculation unit that outputs to the drive unit,
Vehicle control device. The command value calculation unit is configured such that the command value is δ, the distance between the front wheels and the rear wheels is L, the vehicle speed is ν, the measured value is ω, the calculated value is ω _C , and the coefficients are K _P , K If the _D and K _I, obtains the command value using the following equation,

The vehicle control device according to claim 1. The command value is a value indicating a steering angle of the drive wheel,
The drive unit changes the steering angle of the drive wheel according to the command value.
The vehicle control device according to claim 1. The vehicle has a pair of endless tracks as the drive wheels,
The command value is a value indicating the number of rotations of each of the pair of endless tracks,
The drive unit changes the number of rotations in each of the pair of endless tracks according to the command value.
The vehicle control device according to claim 1. The rotational angular velocity calculation unit uses a sliding mode control method as the robust control method.
The vehicle control device according to any one of claims 1 to 4. A vehicle control method executed by a control unit mounted on a vehicle,
Outputting a command value of the direction of the vehicle to a drive unit of a drive wheel constituting the vehicle;
After executing the step of outputting the command value, obtaining a measurement value from a first measurement unit that measures the first rotational angular velocity of the vehicle;
After executing the step of outputting the command value, acquiring the position and orientation of the vehicle from a second measurement unit that measures the position and orientation of the vehicle;
Calculating the second rotational angular velocity of the vehicle by a robust control method using the position and orientation of the vehicle obtained from the second measurement unit;
Calculating the command value by a PID control method using the measurement value obtained in the step of obtaining the measurement value and the calculated value of the rotation angular velocity obtained in the step of calculating the second rotation angular velocity. Run repeatedly,
In the step of outputting the command value for the second time and thereafter, the control unit outputs the command value calculated in the step of calculating the command value to the drive unit.
Vehicle control method.

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