JP3524400B2 - Automatic following system - Google Patents

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an automatic follow-up traveling system including a leading vehicle driven by a driver and a plurality of following vehicles that run in parallel by automatically following the leading vehicle.

[0002]

2. Description of the Related Art In recent years, an automatic follow-up traveling system has been proposed in which a plurality of unmanned succeeding vehicles automatically follow a manned leading vehicle driven by a driver. According to this automatic follow-up traveling system, the labor of the driver in the second and subsequent vehicles can be reduced.

As a conventional technique of an automatic follow-up traveling system, for example, there is a technique disclosed in Japanese Patent Application Laid-Open No. 5-170008. In this technology, the amount of driving operation such as steering amount and throttle opening is transmitted from the leading vehicle to the following vehicle. Based on the difference in the engine output of the (following vehicle) and the like, the following vehicle is configured to follow the leading vehicle by feed-forward controlling the steering amount and the engine control amount of the own vehicle.

[0004]

However, in the follow-up control by the feedforward control, a certain follow-up error occurs due to the maintenance condition of the steering system and engine of the leading vehicle and the following vehicle, and the vehicle runs especially at the tail end. In the following vehicle, there is a problem that this tracking error is accumulated and the tracking accuracy is deteriorated.

In order to solve this problem, the traveling locus of the leading vehicle is transmitted to all succeeding vehicles, and position feedback control is performed so that all the succeeding vehicles travel along the traveling locus of the leading vehicle. It is possible to drive it.

However, in the follow-up traveling by the feedback control, the follow-up accuracy can be improved,
The response delay of the feedback control has to be taken into consideration, and there is a problem that the traveling speed becomes extremely slow if the vehicle is made to accurately follow the leading vehicle. In addition, in feedback control, there is a response delay compared to feedforward control, so it is necessary to drive between the preceding vehicle (leading vehicle and succeeding vehicles other than the last succeeding vehicle) and the vehicle. As a result, there is a problem that the platoon becomes long and the tracking control for tandem traveling becomes low precision.

The present invention has been made in view of the above problems, and an object of the present invention is to provide an automatic follow-up running system which is capable of follow-up running at high speed and has high accuracy in following the running locus of a preceding vehicle. And

[0008]

According to the present invention, for example, if reference is made to the reference numerals in the drawings, a plurality of trailing vehicles 102 and 103 are arranged in parallel with respect to a leading vehicle 101 driven by a driver and are automatically followed. In the automatic follow-up traveling system for traveling, the leading vehicle is concerned with driving by the driver, current location detecting means 90 for detecting the current location of the leading vehicle itself, storage means 93 for storing the detected current location as trajectory information. The vehicle includes an operation amount detecting unit 94 for detecting an operation amount, and a transmitting unit 53 for transmitting the trajectory information and the operation amount to each succeeding vehicle, and each succeeding vehicle receives the trajectory information and the operating amount. Receiving means 53, current position detecting means 120 for detecting the current position of each of the following vehicles, and target position calculating means 1 for calculating the target position of each of the following vehicles from the trajectory information of the leading vehicle. 4, and the coordinate system of the respective following vehicles themselves
Correct the current location by calculating the amount of coordinate deviation from the coordinate system of the preceding vehicle
In addition, the calculated feedback control amount calculation means 112 compares the calculated target position with the calculated corrected current position of the following vehicle itself, and calculates the feedback control amount for reducing the positional deviation between the target position and the corrected current position. In the vicinity of the current position detected in each succeeding vehicle itself, the trajectory information of the leading vehicle is referred to, and the operation amount of the leading vehicle forming a pair with the trajectory information is extracted as the operation amount of each succeeding vehicle itself. automatic operation means (42, 44 to drive the feed forward control amount calculation means 118, the respective post <br/> continued car itself on the basis of the feedforward control amount and the feedback control amount for calculating a feedforward control amount, 84,
86, 88, 90) (claims
(Invention according to Item 1) . Thus, the invention according to claim 1
Is the feedback control based on the corrected current position and the current position.
Based on the feed forward control. Also, the claims
The invention described in 2 is feedback control based on the present location.
And, line the feed forward over de control based on the modified You are here
U Further, the invention according to claim 3 is based on the corrected present location.
Feedback control and feed based on modified current location
Perform forward control.

According to the present invention, the trajectory of the leading vehicle is traced, and the deviation between the target position (the trail of the leading vehicle) and the actual position is achieved in the follow-up control by the feedforward control based on the operation amount paired with the trajectory. Since it is a system that also uses feedback control based on, it is possible to perform high-speed follow-up traveling by feed-forward control and platoon traveling with high follow-up accuracy with respect to the leading vehicle trajectory by feedback control.

[0010]

BEST MODE FOR CARRYING OUT THE INVENTION An embodiment of the present invention will be described below with reference to the drawings.

FIG. 1 shows a schematic configuration of an electric vehicle sharing system to which an embodiment of the present invention is applied.

This electric vehicle sharing system is constructed for the purpose of sharing a plurality of electric vehicles 10 having the same specifications by a plurality of users. For example, the available range 12 of the electric vehicle 10 is provided with a port 13 in which a plurality of electric vehicles 10 can be parked, and a user who rents the electric vehicle 10 from the port 13 near his or her home or office. A certain driver drives the electric vehicle 10 on a road where it can pass face-to-face, moves to the nearest station, supermarket, or the like, and returns the electric vehicle 10 to the nearest port 13 after achieving the initial purpose.

The available range 12 of the electric vehicle 10 is provided with a plurality of communication means 14 for transmitting information relating to the usage status of the electric vehicle 10 by communication, and the collected information is communicated. It is transmitted from the means 14 to the center 16 of the electric vehicle sharing system and processed.

FIG. 2 shows the configuration of each port 13. The port 13 is provided with a boarding / alighting area 18 for the user to rent or return the electric vehicle 10, and a parking area 19 for pooling a plurality of electric vehicles 10.
At 8, a port terminal control device 20 for renting out or returning is installed. For example, in the port terminal control device 20, the user borrows or returns the desired electric vehicle 10 using the IC card in which the usage information and the like are recorded. The port terminal control device 20 manages the number of the electric vehicles 10 existing in the port 13 and sends them to the center 16 through the public line network.

An induction cable 22, which is a road infrastructure for moving the electric vehicle 10 by automatic operation (unmanned operation), is buried between the entry / exit area 18 and each parking area 19 in each port 13. Along with this guide cable 22, magnetic nails 24 are embedded at regular intervals. In addition, one of the parking lots 19 has a charging device 26 for charging a battery installed therein.
Is installed.

In all the electric vehicles 10, inductive sensors 32, 32 are arranged at positions symmetrical with respect to the axle and at positions offset with respect to the axle (magnetic nail 24).
The magnetic sensor 34 is disposed at a position (facing the position).
In addition, the front bumper portion has an ultrasonic sensor 35 for collision prevention.
Are arranged.

When a departure command is issued through wireless communication from the port terminal control device 20, for example, the traveling route is determined based on the map in the port 13 and the ultrasonic sensor 35 confirms the safety while the guidance sensor The position in the vehicle width direction is feedback-controlled by detecting the magnetic flux generated from the induction cable 22 by the ports 32, 32, while the magnetic nail 24 is detected by the magnetic sensor 34, and the port 13 is detected.
Perform accurate position feedback control within. Such traveling feedback control is performed by automatic operation (unmanned operation) of the electric vehicle 10.

By the way, in the electric vehicle sharing system configured as described above, when the use of the electric vehicle 10 is promoted and time elapses, the electric vehicle 10 is concentrated in a certain port 13 and another electric port is provided. 13, the electric vehicle 10 may be depopulated. The center 16 recognizes the concentrated state or depopulated state of the electric vehicle 10 at the port 13.

For example, in FIG. 1, port 1 located at the lower left
When the electric vehicle 10 is concentrated in 3 (A) and the electric vehicle 10 is depopulated in the upper right port 13 (B), a plurality of ports 13 (A) are excessive. It is preferable that the electric vehicle 10 is moved to the port 13 (B).

In this case, it is conceivable that a plurality of electric vehicles 10 are loaded on a truck or the like to move, but the man-hours for loading and unloading the electric vehicles 10 on the truck or the like are required, which requires time cost, and It may not be preferable for a large vehicle such as a truck to travel within the usable range 12 of the electric vehicle sharing system.

Therefore, in this embodiment, the center 1
In order to make the concentration state or the depopulated state uniform,
Contact the driver belonging to the center 16 by telephone or the like and instruct them to move the excess electric vehicles 10 at port 13 (A) to port 13 (B) by platooning (tandem running). To do.

As will be described later, the platooning according to this embodiment is performed by an electric vehicle 10 (eg, FIG. 1) as a leading vehicle.
As shown in FIG. ) Is operated by the driver, and an electrically driven vehicle 10 (for example, the following vehicles 102 and 103) as an unmanned (or manned) succeeding vehicle that is automatically driven with respect to the leading vehicle 101 that is manned is It is configured to automatically follow the vehicle in a tandem state. Of course, it is also possible to run a group of three or more electric vehicles 10.

In this case, the road infrastructure such as the guide cable 22 and the magnetic nail 24 described above is not provided on the road within the usable range 12 where the platooning is carried out. That is, in this embodiment, the platooning is carried out on a road which is capable of face-to-face traffic similar to a general road.

FIG. 3 schematically shows the structure of the electric vehicle 10. The electric vehicle 10 is configured to be capable of manned traveling and unmanned traveling, and electric power from the battery 40 is applied to a driving force control ECU (electronic control unit) 4
2 is supplied to a motor 44 controlled via a motor 4
The wheels 46 are rotated by the rotation of 4 to travel.

As shown in FIG. 3, a laser radar (radar device) 50 capable of wide-angle scanning is attached to the center of the front bumper of the electric vehicle 10, and is emitted from the laser radar 50 of the following vehicle to the center of the rear bumper. A reflector 52, which is a mirror-finished plate for reflecting radar radio waves, is attached. The position of the reflector 52 of the preceding vehicle (radar measurement point) is set to the laser radar 5 of the following vehicle.
By capturing with 0 in real time, it is possible to detect the position of the preceding vehicle (the distance between the preceding vehicle and the preceding vehicle) and the direction of the preceding vehicle in real time. Actually, in this embodiment, the distance between the following vehicle and the preceding vehicle in the traveling direction and the deviation amount in the vehicle width direction are detected by the combination of the laser radar 50 and the reflector 52.

On the roof of the electric vehicle 10, the electric vehicle 10
Vehicle antenna 53 for wireless communication between vehicles (for inter-vehicle communication)
A road-vehicle antenna 54 for wireless communication with the communication means 14 and the center 16 and a GPS / DGPS antenna 56 for receiving radio waves from GPS satellites and DGPS stations are attached.

FIG. 4 shows the configuration of the electric vehicle 10 showing the components related to platoon (longitudinal) traveling. In addition,
Among the electric vehicles 10 for traveling in a row, the electric vehicle 10 driven by the driver and traveling at the beginning is referred to as a leading vehicle 101, and the electric vehicle 10 traveling following the leading vehicle 101.
Is referred to as a following vehicle 102, and the electric vehicle 10 traveling behind the following vehicle 102 is also referred to as a following vehicle 103 (see also FIG. 1). In this embodiment, the leading vehicle 101 and the following vehicles 102 and 103 use the same type of electric vehicle 10 having the same specifications (same structure) as described above.
In FIG. 4, the configuration of the portion enclosed by the dotted line in the following vehicles 102, 103 is the same as the configuration of the portion enclosed by the dotted line in the leading vehicle 101. Then, the electric vehicle 10 is
By a switch (not shown), it is possible to switch between a leading vehicle 101 operated by manned operation by manual operation and a following vehicle 102, 103 operated by unmanned operation by automatic operation.

As shown in FIG. 4, the electric vehicle 10 has a traveling ECU 60 which is an overall control processing means.
The traveling ECU 60 includes a GPS / DGPS positioning device 70 that measures the current position (latitude / longitude) of the vehicle, a distance sensor 72 that detects the traveling distance for calculating the traveling speed, and a direction that detects the traveling direction of the vehicle. The control torque T (N, which is the operation amount of the sensor 74 and the motor 44 corresponding to the opening degree of the accelerator.
m), an accelerator sensor 76, and a brake sensor 7 that detects a brake fluid pressure P, which is an operation amount of the brake.
8, a steering sensor 80 that detects a steering angle ω (deg) that is the steering operation amount, and the laser radar 50 are connected.

In this embodiment, GPS /
Since the DGPS positioning device 70 has a low position detection accuracy of about 1 m, it is not used for traveling control (feedback control and feedforward control) during platooning. In order for the center 16 to confirm at which position in the usable range 12 the platoon exists, and the position of the vehicle is displayed on the map of the display device 82 constituting the navigation device with the speaker 81 for voice guidance. Used for etc.

The traveling ECU 60 controls the rotation of the motor 44 via the driving force control ECU 42 according to the control torque T (Nm) detected by the accelerator sensor 76. The traveling ECU 60 controls the braking force control ECU 84 according to the brake fluid pressure P detected by the brake sensor 78.
The braking force of the brake actuator 86 is controlled via. Further, the traveling ECU 60 controls the steering control E in accordance with the steering angle ω detected by the steering sensor 80.
The steering actuator 90 is controlled via the CU 88.

Accelerator sensor 76 and brake sensor 78
It is possible to use the value obtained by integrating the acceleration / deceleration sensor instead of the output of No. 1, and it is possible to use the value obtained by integrating the yaw rate sensor instead of the output of the steering sensor 80. Further, instead of the output of the distance sensor 72, a value obtained by integrating the output of the speed sensor can be used.

FIG. 5 is a functional block diagram of the leading vehicle 101 relating to follow-up control.

The current position (vehicle position) detecting means 90, which constitutes the traveling ECU 60 of the leading vehicle 101, uses the outputs of the distance sensor 72 and the direction sensor 74 to determine the vehicle position (X, Y) and the direction in which the vehicle is facing ( Azimuth) θ for a fixed time (10 m
It is detected every s) and is stored as locus data in the storage means 93 configured by a ring buffer.

Further, the operation amount detecting means 94 detects the operation amounts (T, P, ω) from the accelerator sensor 76, the brake sensor 78 and the steering sensor 80, and the trajectory data {own vehicle position (X, Y)}. And the direction θ} are stored in the storage unit 93 as a pair.

Trajectory data detected by the leading vehicle 101 {vehicle position (X, Y) and direction θ} and operation amount (T, P, ω)
Is transmitted to the traveling ECUs 60, 60 of the following vehicles 102, 103 through the vehicle-to-vehicle wireless device 92 and the vehicle-to-vehicle antenna 53 which function as transmission means.

Further, the states of the following vehicles 102 and 103 are supplied to the follow-up confirmation means 96 of the leading vehicle 101 through the vehicle-to-vehicle antenna 53 functioning as a receiving means and the inter-vehicle radio apparatus 92, and displayed / displayed according to the follow-up confirmation result. The display device 82 and the speaker 81 that function as warning means are driven, and the driving force control ECU 42, the motor 44, the braking force control ECU 84, and the brake actuator 86 that are deceleration means or stop means are driven.

FIG. 6 shows the following vehicle 102 relating to follow-up control.
The functional block diagram of (103) is shown.

Electric vehicle 1 which is the succeeding vehicle 102 (103)
0 receives the locus information of the preceding vehicle, the operation amount of the leading vehicle 101, and the coordinate shift amount (described later) between the preceding vehicle and the receiving means (53, 92). The preceding vehicle of the following vehicle 102 is the leading vehicle 101, and the preceding vehicle of the following vehicle 103 is the following vehicle 10.
It is 2. That is, in this embodiment, the term “leading vehicle” means a vehicle immediately before the own vehicle.

In the following vehicle 102 (103), the operation amount of the leading vehicle 101 is extracted by the operation amount extracting means 110 and supplied to the feedforward control amount calculating means 112.

The target position / target azimuth calculation means 114 uses the platoon number of the vehicle from the platoon number storage means 116 (for example,
The following vehicle 102 is the platoon number 2 and the following vehicle 103 is the platoon number 3) and the target position and the target azimuth in the trajectory information of the leading vehicle 101 to be targeted by the own vehicle are calculated from the traveling distance from the distance sensor 72. And supplies it to the feedback control amount calculation means 118.

The current position detecting means 120 determines the vehicle position (X, Y) and the direction θ in which the vehicle is heading for a predetermined time (10) based on the outputs of the distance sensor 72 and the direction sensor 74 of the vehicle.
ms) and supplies it to the current position / azimuth correcting means 122.

From the output of the laser radar 50, the distance and azimuth with respect to the preceding vehicle are measured by the distance / azimuth measuring means 124 and supplied to the current position / azimuth correcting means 122.

The current position / direction correcting means 122 corrects the current position and direction based on the trajectory data of the preceding vehicle, the amount of coordinate deviation, the vehicle position (X, Y) and direction θ, and the measured values of the distance and direction to the preceding vehicle. To do.

The output of the manipulated variable extracting means 110 and the current position
The feedforward control amount calculation unit 112 calculates the feedforward control amount based on the corrected current position which is the output of the azimuth correction unit 122, and the addition unit 126.
Is supplied to one of the inputs.

Target position / target azimuth correction means 1 which is the output of the target position / target azimuth calculation means 114
Based on the corrected present position and corrected azimuth, which are the outputs of 22, the feedback control amount calculation unit calculates the feedback control amount and supplies the feedback control amount to the other input of the addition unit 126.

The adding means 126 supplies the accelerator control amount resulting from the addition to the motor 44 via the driving force control ECU 42. The adding means 126 also supplies the brake control amount resulting from the addition to the brake actuator 86 via the braking force control ECU 84. The addition means 126 further calculates the steering control amount of the addition result by the steering control ECU.
It is supplied to the steering actuator 90 via 88.

An abnormality in the state of the following vehicles 102 and 103 and the remaining capacity of the battery 40 are detected by the state detecting means 128, and the distance between the preceding vehicle calculated by the distance / direction measuring means 124 and the transmitting means (53, 92) to the leading vehicle 101.

The vehicle position and vehicle direction detected by the current position detection means 120 and the current position / direction correction means 1
The coordinate deviation amount of the preceding vehicle based on the own vehicle calculated in 22 is transmitted through the transmitting means (53, 92) to the following vehicle (for example, when the own vehicle is the following vehicle 102, the vehicle travels immediately after the own vehicle. (Meaning the following vehicle 103).

FIG. 7 shows a flow chart relating to the control of the traveling ECU 60 (see FIG. 5) of the leading vehicle 101 during platooning.

8 and 9 show the following vehicle 10 in platooning.
7 shows a flowchart related to control of the traveling ECU 60 (see FIG. 6) of Nos. 2 and 103.

The control operation of the leading vehicle 101 and the control operation of the following vehicle 102 (103) during platooning will be described below with reference to these flowcharts.

First, initialization processing is performed at the start of platooning (steps S1 and S21). In the initialization process, the platoon number as the ID is determined and stored in the platoon number storage means 116, and the electric vehicle 10 having the platoon number is determined.
The coordinate positions of the leading vehicle 101 and the following vehicles 102 and 103 (hereinafter, also referred to as vehicles 101, 102 and 103) are determined.

FIG. 10 shows how to determine the coordinates. In the initialization process, the leading vehicle 101 and the following vehicles 102 and 103 each have the traveling direction as the X axis, and, for example, 4 on the X axis.
Aligned at m intervals. And each vehicle 101,
At the center of gravity of 102 and 103, the coordinate G3 (X, Y, θ) of the rearmost trailing vehicle 103 is set to G3 (0, 0, 0), and the coordinate G2 (X, Y, θ) of the trailing vehicle 102 is set. Is G2
(4, 0, 0), and the coordinates G1 (X,
Y, θ) is set to G1 (8, 0, 0). Note that the azimuth θ
Is a counterclockwise angle, and thus, for example, FIG.
When the traveling direction is from the position of to the Y-axis direction, θ =
It is set to 90 °.

In the initialization process, the vehicles 101, 10
The times 2 and 103 are reset and synchronized with the time of the leading vehicle 101. In this embodiment, the leading vehicle 101
The time of is based on the time of the GPS satellite based on the positioning result of the GPS / DGPS positioning device 70. The time of departure may be set to zero hour instead of the time of the GPS satellite.

Further, in the initialization processing, the vehicles 101, 1
02 and 103 start automatic inspection processing is performed, and based on the inspection processing result, states of various sensors such as the steering sensor 80 are transmitted from the following vehicles 102 and 103 to the leading vehicle 101.

The leading vehicle 101 receives this state information and
It is determined whether or not the following vehicles 102 and 103 are in a normal state, and if the states are normal, as schematically shown in FIG.
The driver on the leading vehicle 101 operates the steering wheel and further operates the accelerator pedal and the brake pedal to drive the leading vehicle 101 to start traveling (step S2). It should be noted that, at the start of traveling and at regular intervals after the traveling is started, the leading vehicle 101 is
The position of the own vehicle obtained by the GPS positioning device 70, that is, the position of the platoon (latitude, longitude, time) is transmitted to the center 16. As a result, the center 16 can grasp the current position of the platoon running. Also, port 13
The arrival time at (B) can be accurately estimated. In this embodiment, the positioning data obtained from the GPS / DGPS positioning device 70 has a detection accuracy of about 1 m, and therefore relatively fast traveling is performed and follow-up traveling controlled in real time (for example, 40 km / h). It is not used for platooning at 1m intervals.

In this way, in principle, the following vehicle keeps a constant inter-vehicle distance (for example, 1 m) with respect to the preceding vehicle, and the following vehicles 102 and 103 trace the trajectory of the leading vehicle 101. When platooning, which is traveling, is started, the current position detection means 90 of the leading vehicle 101 determines the vehicle position (current position) / direction (traveling direction) from the outputs of the distance sensor 72 and the direction sensor 74 at predetermined time intervals, for example, The current position coordinates G1 (X, Y, θ) of the own vehicle are detected every 10 ms (step S3).

The current position coordinates G1 consisting of the detected vehicle position and direction are stored in the storage means 93 as locus data {vehicle position (X, Y) and direction θ} as a set of coordinates G1 with time as an address ( Step S4).

The operation amount detecting means 94 is operated at the same time as the detection of the coordinate G1 by the operation of the driver of the leading vehicle 101 at that time, ie, the operation amounts of the accelerator sensor 76, the brake sensor 78, and the steering sensor 80 (accelerator). Control torque T (N
m), the brake fluid pressure P (N / m ² ) and the steering angle ω (deg)} are detected, and the manipulated variables (T, P,
ω) is stored in the storage unit 93 (step S).
5). In this way, the traveling information table described below is created in the storage unit 93.

FIG. 11 shows a configuration example of the traveling information table 132 of the leading vehicle 101. In the present embodiment, the storage means 93 is composed of 3000 ring buffers, and has an address No. From 1 in sequence every 10 ms at time t
1, t2, ..., Locus data, and operation amount data are stored as a pair. For example, the address No. In 1, the trajectory data (position, direction) is the trajectory data (position, direction) =
(X, Y, θ) = (X1, Y1, θ1) is stored, and the operation amount data (accelerator, brake, steering) is
Operation amount data (accelerator, brake, steering) =
{T (Nm), P (N / m ² ), ω (deg)} = (T
1, P1, ω1) are stored. Driving information table 13
Address No. 2 When the locus data and the manipulated variable data are stored up to 3000, the address No. The new locus data and the manipulated variable data are circulated and stored so as to be overwritten with 1.

Actually, time information is not required for traveling control in platooning. Further, in the locus data (X, Y, θ), the position locus data (X, Y) uses the initialization position near the port 13 (A) as the origin, and the port 13 (A).
(B) Cumulative data in which a position in the vicinity is the end point position.
That is, when the output of the distance sensor 72 at times ta and tb, for example, the distances Ra and Rb, and the output of the azimuth sensor 74 are, for example, directions θa and θb, every 10 ms,
The trajectory data (X, Y, θ) at time ta is represented by the trajectory data (X, Y, θ) = (Ra × cos θa, Ra × sin θ
a, θa), the locus data (X,
Y, θ) is the locus data (X, Y, θ) = {Ra × co
sθa + (Rb−Ra) cos θb, Ra × sin θa
+ (Rb-Ra) sin θb, θb) is calculated.

The traveling information table 132 stored in the storage means 93 of the leading vehicle 101 is used as the traveling information of the leading vehicle 101, and failure information of the leading vehicle 101 (for example, control torque, brake oil pressure, steering steering angle is out of a predetermined range). Is transmitted to each succeeding vehicle 102, 103 in real time at predetermined time intervals (step S).
6).

On the other hand, the following vehicles 102 and 103 also detect the vehicle position (X, Y) and the direction θ from the outputs of the distance sensor 72 and the direction sensor 74 every 10 ms by the current position detecting means 120, and are not shown. The data is stored in the storage unit 93 composed of 3000 ring buffers (step S22).

Next, each succeeding vehicle 102, 103 receives the traveling information and failure information of the leading vehicle 101 transmitted from the leading vehicle 101 in step S6 by the receiving means (53, 92) (step S23).

Next, each of the following vehicles 102 and 103 is a preceding vehicle (as described above, in the case of the following vehicle 102, the preceding vehicle is the leading vehicle 101, and in the case of the following vehicle 103, the preceding vehicle is The distance and direction (radar information) to the following vehicle 102) are measured by the laser radar 50 and the distance / direction measuring means 124 (step S24).

Next, each succeeding vehicle 102, 103 corrects the present location and direction of the own vehicle from the radar information and the trajectory of the leading vehicle 101 etc. (step S25). Next, this step S
The processing of 25 will be described in detail.

Basically, the running locus of the own vehicle is obtained by the output integrated value of the distance sensor 72 (which may be the integrated value of the vehicle speed sensor) or the azimuth sensor 74 (which may be the differential value of the yaw rate sensor). In the case of traveling, the traveling loci of other vehicles can also be obtained by inter-vehicle communication, so it may be considered to control the accelerator, brake, and steering so that the traveling loci match. However, in reality, even in the same vehicle model, the coordinate systems of the respective vehicles are gradually displaced due to differences in road surface conditions, variations in running performance, errors in the above sensors, and the like. Therefore, there is a problem in that the actual running locus is different irrespective of how accurate the control for tracing the same locus as the leading vehicle is due to the deviation amount of the coordinate system. Therefore, the amount of deviation of this coordinate system is calculated from the trajectory information of the leading vehicle etc. (preceding vehicle) obtained by inter-vehicle communication and the radar information obtained by itself, and by correcting the trajectory (position) information of the own vehicle, It can be controlled as if all vehicles were traveling in the same coordinate system.

Here, first, various codes for obtaining the coordinate shift amount are defined. GF: coordinate system of the preceding vehicle GB: coordinate system of the following vehicle XF (t1): X coordinate of the preceding vehicle at time t1 (for example,
Track data No. on the travel information table 132 shown in FIG. 1, X1) YF (t1): Y coordinate of the preceding vehicle at time t1 (for example,
Track data No. 1, Y1) θF (t1): Yaw angle of the preceding vehicle at time t1 (for example, direction θ1 in trajectory data No. 1) XB (t1): X coordinate YB (t1) of the following vehicle at time t1: Y coordinate θB (t1) of the following vehicle at time t1: Yaw angle of the following vehicle at time t1 Hereinafter, reference numerals will be described with reference to FIG. fB: Distance from the gravity center position G2 of the following vehicle to the mounting position of the laser radar 50 bF: Distance from the gravity center position G1 of the preceding vehicle to the reflector 52 which is a radar measurement point Lx (t1): Laser radar 50 and the reflector 52 at time t1 Inter-distance traveling direction component (radar information) Ly (t1): vehicle-width direction component (radar information) perpendicular to the traveling direction of the distance between the laser radar 50 and the reflector 52 at time t1 Hereinafter, referring to FIG. The symbols will be described. ΔXFB: Position X of the origin of the GF coordinate system as seen from the GB coordinate system
Coordinates (coordinate shift amount) ΔYFB: Position Y of the origin of the GF coordinate system viewed from the GB coordinate system
Coordinates (coordinate shift amount) ΔθFB: rotation angle of the GF coordinate system as seen from the GB coordinate system (coordinate shift amount) Under the definition of the above symbols, the coordinate shift amounts ΔXFB, ΔY
The process of calculating FB and ΔθFB will be described.

Radar measurement point (reflector 5 at time t1
2) in the GF coordinate system {X'F (t1), Y '
F (t1)} is represented by the following equations (1) and (2).

X′F (t1) = XF (t1) −bF × cos θF (t1) (1) Y′F (t1) = YF (t1) −bF × sin θF (t1) (2) At time t1 The coordinates {X'FB (t1), Y'FB (t1)} in which the radar measurement point of 1 is represented by the GB coordinate system are represented by the following equations (3) and (4).

X′FB (t1) = XB (t1) + {LX (t1) + fB} × cos θB (t 1) + LY (t1) × sin θB (t1) (3) Y′FB (t1) = YB ( t1)-{LX (t1) + fB} × sin θB (t1) + LY (t1) × cos θB (t1) (4) Similarly, the coordinates when the preceding vehicle moves from the position at time t1 to the position at time t2 Similarly, it is calculated by the following equations (5) to (8).

X′F (t2) = XF (t2) −bF × cos θF (t2) (5) Y′F (t2) = YF (t2) −bF × sin θF (t2) (6) X′FB (T2) = XB (t2) + {LX (t2) + fB} × cos θB (t2) + LY (t2) × sin θB (t2) (7) Y′FB (t2) = YB (t2)-{LX ( t2) + fB} × sin θB (t 2) + LY (t2) × cos θB (t2) (8) Next, four sets {(1) and (2), (3) at these two times t1 and t2. ) And (4), (5) and (6)
The shift amount (ΔXFB, ΔYFB, ΔθFB) of the coordinate system is calculated from the data of the equations (7) and (8).

First, the coordinate point {X'F on the GF coordinate system
(T1), Y'F (t1)} and the coordinate point {X'F (t
2), Y′F (t2)} and the angle formed by the XF axis with the straight line connecting them are θ′F (t1, t2), the following (9)
It is calculated by the formula.

Θ′F (t1, t2) = arctan [{X′F (t2) −X′F (t1)} / {Y′F (t2) −Y′F (t1)}] (9) Similarly, the coordinate point {X'FB (t1), on the GB coordinate system,
Y′FB (t1)} and coordinate points {X′FB (t2), Y ′
The angle between the straight line connecting FB (t2)} and the XB axis is θ'F
If it is B (t1, t2), this is calculated by the following equation (10).

Θ′FB (t1, t2) = arctan [{X′FB (t2) −X′FB (t1)} / {Y′FB (t2) −Y′FB (t1)}] (10) Since the straight lines seen from the above two coordinate systems are the same, the coordinate shift amount θFB between the GF coordinate system and the GB coordinate system is calculated by the following equation (11).

ΔθFB = θ′FB (t1, t2) −θ′F (t1, t2) (11) The coordinate shift amount ΔXFB in the X direction of the coordinate system and the coordinate shift amount ΔYFB in the Y direction are at time t2. From the information next (1
It is calculated by the equations (2) and (13).

ΔXFB = X′FB (t2) −X′F (t2) × cos ΔθFB−Y′F (t2) × sin ΔθFB (12) ΔYFB = Y′FB (t2) + X′F (t2) × sin ΔθFB −Y′F (t 2) × cos ΔθFB (13) The GF coordinate system and the GB coordinate system are fixed regardless of the movement of the vehicle, and the amount of coordinate deviation is small even if the vehicle moves to some extent.
Therefore, the coordinate shift amount (ΔXFB, ΔYFB, ΔθFB)
The calculation frequency of is slow with respect to the control cycle (10 ms) and need not be synchronized. In this embodiment, 14
It is calculated every 0 ms.

The position and orientation of the preceding vehicle as seen from the following vehicle at an arbitrary time t can be calculated using the coordinate shift amounts calculated in this way by the following equations (14) to (16).

XFB (t) = ΔXFB + XF (t) × cos ΔθFB + YF (t) × sin ΔθFB (14) YFB (t) = ΔYFB-XF (t) × sin ΔθFB + YF (t) × cos ΔθFB (15) θFB (t) ) = ΔθFB + θF (t) (16) On the contrary, when the vehicle position is corrected so as to match the trajectory of the preceding vehicle, the corrected vehicle coordinates (corrected current position) are
It can be calculated by equations (7) to (19).

XBS (t) = XB (t) × cos (−ΔθFB) −YB (t) × sin (−ΔθFB) −ΔXFB (17) YBS (t) = XB (t) × sin (−ΔθFB) + YB (t) × cos (−ΔθFB) −ΔYFB (18) θBS (t) = θB (t) −ΔθFB (19) Next, a method of calculating the amount of coordinate deviation in platooning of three or more vehicles. Will be described. Here, for ease of understanding, the leading car 101 is the first car, the following car 102 is the second car,
The following vehicle 103 is referred to as No. 3 vehicle.

In this case, firstly, for vehicle No. 2, track information {X1 (t), Y1 (t), θ1 for vehicle No. 1 G1 coordinate system}.
(T)} is sent. Since the communication is broadcast, Cars 3, 4 and 5 can receive this information at the same time.

Second, the car No. 2 receives the received trajectory information {X1
(T), Y1 (t), θ1 (t)} and the G2 coordinate system trajectory information {X2 (t), Y2 (t), θ2 measured by the own vehicle.
(T)} and the radar information obtained by measuring the first car from the second car, the positional deviation amount between the G2 coordinate system and the G1 coordinate system (ΔX12,
ΔY12, Δθ12) is calculated and the vehicle position is corrected.

Thirdly, the car No. 2 has its own vehicle position on the locus of the G2 coordinate system {X2 (t), Y2 (t), θ2 (t)} and G2.
Coordinate deviation amount between the coordinate system and the G1 coordinate system (ΔX12, ΔY1
2, Δθ12) is transmitted to the third car.

Fourth, the third car received the locus information {X2 (t), Y2 (t), θ2 (t)} of the second car and the locus information {X3 (t) of the G3 coordinate system measured by the own car. ), Y3
The coordinate deviation amount (ΔX23, ΔY23, Δθ23) between the G3 coordinate system and the G2 coordinate system is calculated from (t), θ3 (t)} and the radar information obtained by measuring No. 3 to No. 2 cars.

Fifth, the coordinate shift amount (ΔX12, ΔY12, Δθ12) between the G2 coordinate system and the G1 coordinate system and the coordinate shift amount (ΔX23, ΔY23, Δ) between the G3 coordinate system and the G2 coordinate system.
θ23) and the coordinate shift amount (ΔX13, ΔY13, Δθ13) of the G1 coordinate system as viewed from the G3 coordinate system are calculated.

FIG. 14 is a diagram used as a reference for this calculation. The amount of coordinate deviation (Δ in the G1 coordinate system from the G3 coordinate system).
X13, ΔY13, Δθ13) is expressed by the following equation (20):
It is calculated as in equation (22).

ΔX13 = ΔX23 + ΔX12 × cos Δθ12 + ΔY12 × sin Δθ12 (20) ΔY13 = ΔY23−ΔX12 × sin Δθ12 + ΔY12 × cosΔθ12 (21) Δθ13 = Δθ23 + Δθ12 (22) Sixth car is transmitted from the first car G1 system. Of 1
Car track information {X1 (t), Y1 (t), θ1 (t)}
And the amount of coordinate deviation of the G1 coordinate system as seen from the G3 coordinate system (ΔX1
It is possible to calculate the accurate No. 1 vehicle trajectory from (3, ΔY13, Δθ13) and to correct the position of the own vehicle.

Finally, in the case of four or more units, the coordinate shift amount can be calculated in the same manner.

In this way, the correction process of the current position and direction of each succeeding vehicle 102, 103 in step S25 is completed.

Next, the succeeding vehicles 102 and 103 extract the operation amount of the leading vehicle 101 to be selected at the corrected present position by the feedforward control amount calculation means 112 based on the calculated corrected present position (step S26).

FIG. 15 shows a detailed routine of the manipulated variable extraction process.

FIG. 16 shows the corrected current position of the following vehicle 102, for example, XBS (t) in the above equation (17) is X, (1
8B is a plan view in which YBS (t) in the equation (8) is Y. FIG. That is, the following vehicle 102 is assumed to exist at the coordinates (X, Y). What is represented by a vector is a schematic development of the travel information table 132 relating to the travel trajectory of the leading vehicle 101, and the trajectory data (Xn-1, Y
n-1), (Xn, Yn), (Xn + 1, Yn + 1) respectively corresponding to the manipulated variable data (Tn-1, Pn-1,
ωn-1), (Tn, Pn, ωn), (Tn + 1, Pn
+1, ωn + 1) is attached (see FIG. 11).

Therefore, for example, when the following vehicle 102 is traveling using the operation amount data (Tn, Pn, ωn) accompanying the trajectory (Xn, Yn) as the operation amount data, the corrected current position (X, Y) and the trajectory coordinates (Xn
-1, Yn-1), (Xn, Yn), (Xn + 1, Yn
+1) and the respective distances Ln-1, Ln, Ln +
1 is calculated by the following equations (23) to (25) (step S26a). That is, the corrected current position (X, Y) and the locus position (Xn, Y) that uses the current manipulated variable data.
n) and the trajectory positions (Xn-
1, Yn-1), and (Xn + 1, Yn + 1), distances Ln-1, Ln + 1 are calculated.

Ln-1 = {(Xn-1-X) ² + (Yn-1-Y) ² } ^1/2 (23) Ln = {(Xn-X) ² + (Yn-Y) ² } ^1/2 (24) Ln + 1 = {(Xn + 1-X) ² + (Yn + 1-Y) ² } ^1/2 (25) Next, the inequality shown in the equation (26) is calculated (step S
26b).

(Ln + 1 + Ln) <(Ln + Ln−1) (26) It is determined whether or not the inequality shown in the equation (26) is satisfied. When the inequality is satisfied, that is, the next distance Ln + 1 is the previous distance. If it becomes shorter than Ln-1, the new operation is the (n + 1) th data set at the locus position (Xn + 1, Yn + 1) as the current operation amount (feedforward control amount calculated by the feedforward control amount calculation means 112). Operation amount (Tn + 1, Pn + 1, ωn
+1) is adopted (step S26c).

At this time, the parameter n is updated to n + 1 (step S26d).

On the other hand, when the inequality of the equation (26) is not satisfied, that is, the previous distance Ln-1 is the next distance Ln.
When n + 1 is shorter, the current manipulated variable (feedforward control amount) is also used for the trajectory position (Xn,
The manipulated variable data (Tn, Pn, ωn) in Yn) is used (step S26e). In this way, since the trajectory of the leading vehicle 101 is controlled to follow the corrected current position (X, Y) one by one, the time information is not required in the tracking control.

The manipulated variable data thus extracted is directly used as the feedforward controlled variable, and the addition means 1
It is supplied to one input of 26 (step S27).

At this time, the feedback control amount calculating means 118 controls the feedback control for setting the deviation between the trajectory (Xn, Yn) of the leading vehicle 101 and the corrected current position (X, Y), that is, the distance L to a zero value. The amount is calculated (step S28).

FIG. 17 shows a detailed flowchart of the feedback control.

FIG. 18 is a plan view for explaining the operation of the feedback control.

In this case, first, each succeeding vehicle 102 stores its own identification number (platoon number) in the row number storage means 1.
It is recognized by 16 (step S28a).

Next, the following vehicle 10 with respect to the leading vehicle 101
The inter-vehicle distances La and Lb of 2 and 103 are obtained by the distance sensor 72 (step S28b). In addition, the inter-vehicle distance La,
Lb can also be obtained by integrating the vehicle speed of the leading vehicle 101.

Next, with reference to the locus of the leading vehicle 101, the locus positions closest to the positions separated by the inter-vehicle distances La and Lb from the leading vehicle 101 are obtained, and the locus positions of the following vehicles 102 and 103 identified by the identification numbers are obtained. Target position (Xα, Yα),
(Xβ, Yβ) (step S28c). The target positions (Xα, Yα) and (Xβ, Yβ) are shown in FIG.
It is the same as the target position (Xn, Yn) shown in FIG.

The target positions (Xα, Yα), (Xβ, Y
The direction of the leading vehicle 101 in β) is the target direction θα,
Let θβ (step S28d).

At this time, the target positions (Xα, Yα), (X
β, Yβ) and current position (Xa, Ya), (Xb, Yb)
And an error Δe (ΔX, ΔY) with respect to is calculated (step S2)
8e). The error Δe is Δe102 (ΔX, ΔY) = {Xα−Xa, Yα for the following vehicles 102 and 103, respectively.
−Ya}, Δe103 (ΔX, ΔY) = {Xβ−Xb,
It is calculated as Yβ-Yb}.

Similarly, the vehicle azimuths θa and θb and the target azimuth θ
An error Δθ between α and θβ is calculated (step S28).
f). The error Δθ is Δθ102 = θα−θa and Δθ103 = θβ−θb for the following vehicles 102 and 103, respectively.
Calculated as

Next, the accelerator control amount and the brake control amount are calculated based on the front and rear position error ΔX between the target position and the current position (step S28g). The accelerator control amount is a function f1 (ΔX) of the error ΔX, and the brake control amount is a function f2 (ΔX) of the error ΔX.
It is calculated individually at 103.

Further, the steering control amount is calculated based on the lateral position error ΔY and the heading error Δθ (step S28h). The steering control amount is a function g1 (ΔY, Δθ) of the error ΔY and the heading error Δθ, and the following vehicle 10
2 and 103 are calculated individually.

The feedback control amount {accelerator control amount f1 (ΔX), brake control amount f2 (ΔX) and steering control amount g1 (ΔY, Δ) thus calculated.
θ)} is supplied to the other input of the adding means 126.

In the adding means 126, the feedforward control amount generated in step S27 and this feedback control amount are weighted and added to generate an addition control amount (accelerator control amount, brake control amount, steering control amount) (step S29). ).

The accelerator control amount that constitutes this addition control amount is input to the driving force control ECU 42 so that the motor 44
Is driven and the brake control amount is input to the braking force control ECU 84, whereby the brake actuator 86 is driven and the steering control amount is changed to the steering control ECU 88.
Is input to drive the steering actuator 90. As a result, the accelerator, brake, and steering of the following vehicles 102 and 103 are automatically controlled (step S30).

Next, the following vehicles 102 and 103 carry out a failure diagnosis of their own vehicles (for example, a failure diagnosis of the motor 44, the brake actuator 86, the steering actuator 90) and retain them as codes (step S31).

Next, the following vehicles 102 and 103 detect the remaining capacity of the battery 40 and hold it as a numerical value within 0 to 100% (step S32). The remaining capacity of the battery 40 can be obtained, for example, by taking the value obtained by subtracting the value obtained by integrating the discharge current amount from the full charge amount as a percentage.

Further, the following vehicles 102 and 103 have an inter-vehicle distance (ΔX) with the preceding vehicle measured by the laser radar 50.
And the deviation amount (ΔY) in the vehicle width direction are determined to be within a predetermined inter-vehicle distance and within a predetermined deviation amount, respectively, and follow-up deviation determinations are made and the results are held (step S3).
3).

Next, each succeeding vehicle 102, 103 transmits the failure code, the remaining battery capacity and the follow-up delay determination result to the leading vehicle 101 (step S34).

Further, the following vehicle 102 transmits the current position, the direction and the correction amount to the following vehicle 103 (step S35). After this, the processing from step S21 is repeated.

On the other hand, the leading vehicle 101 receives the status information of the following vehicles 102 and 103 transmitted in step S34 (step S7).

The leading vehicle 101, based on this state information,
The screen display information of the display device 82 is updated (step S
8).

FIG. 19 is a state display section 142 capable of displaying the states of four following vehicles 1, 2, 3, 4 on the screen 140 of the display device 82 for the navigation device of the leading vehicle 101, for example. An example in which is provided is shown. In this state display unit 142, the following vehicles 1, 2, 3, 4 (1, 2, 3, 4,
Indicates that the number below the (number of the following vehicle) is color-coded.If it is green, it indicates that the vehicle following is running normally. This shows a case where a tracking delay of 1 occurs. When a follow-up delay or the like occurs, the speaker 81 gives a voice warning, such as "A follow-up delay occurs in the following vehicle and slow down. Please slow down."

Further, when the color is red, it means that an abnormality has occurred in the following vehicle, and at this time, the speaker 8
According to 1, "Please stop following car ○, please stop.
Please stop. A warning is given by voice.

Incidentally, in the case of a gray color, it means that there is no corresponding succeeding vehicle originally.

Further, the numerical display in parentheses () in the lower side of the color-marked circles (55, 76 in the example of FIG. 19) is the following vehicle in the percentage display (the following vehicles 1, 2 in the example of FIG. 19). Shows the remaining battery capacity (the numerical display of the full charge capacity is "100").

In the screen display example of FIG. 19, only the position of the leading vehicle 101 is drawn on the map, but the positions of the following vehicles 1, 2, 3, 4 are drawn by the leading vehicle 101. It is also possible to display them on this map at the same time.

Based on the state information received in step S7, the leading vehicle 101 determines whether or not the following vehicle is following at a predetermined inter-vehicle distance (step S9). Issues the above-mentioned warning of speed reduction (step S10), and prompts the driver to reduce the speed.
The speed decreases according to the driver's operation (step S1).
1). In this case, the deceleration means (42, 44, 84, 86) (see FIG. 5) functioning as the speed limiting means of the leading vehicle 101 limits the upper limit value of the accelerator control amount (motor torque), whereby the maximum of the motor 44 is increased. The output is limited to limit the traveling speed of the leading vehicle 101.

Next, it is judged whether or not an abnormality (fault) has occurred in the following vehicle (step S12), and if a fault has occurred, the above-mentioned stop warning is issued (step S13). The driver is urged to stop, and the vehicle is stopped according to the driver's operation (step S14).

Further, it is judged whether or not the remaining battery capacity of the following vehicle has decreased (step S15), and even one of the following vehicles has a predetermined battery remaining capacity (for example, 30% of full charge capacity). If there is a decrease in the maximum output of the following vehicle, there is a concern that the maximum output of the following vehicle will decrease. Therefore, by issuing the warning of speed decrease described above and urging the driver to decrease the speed, The speed decreases according to the operation of (step S11). Also in this case, the upper limit value of the accelerator control amount (motor torque) is limited by the deceleration means (42, 44, 84, 86) (see FIG. 5), and the traveling speed of the leading vehicle 101 is limited. Then, the process returns to step S1 and the control operation is repeated.

As described above, according to the above-described embodiment,
Running locus of leading vehicle 101 due to manned driving (X, Y, θ)
And operation amounts (accelerator, brake, steering) are transmitted to the following unmanned vehicles 102 and 103 as a pair.
The travel locus of the leading vehicle 101 can be obtained by the distance sensor 72 and the direction sensor 74.

The following vehicles 102 and 103 select their own operation amount to be imitated at the present time.
Then, the current position is obtained by the direction sensor 74, the obtained current position is corrected by the radar measurement value, and the corrected current position is obtained. The past current position of the leading vehicle 101 corresponding to this corrected current position is obtained as a target position, and feedforward control is performed in which the operation amount paired with this target position is used as the current operation amount (accelerator, brake, steering). , Feedback control based on the deviation between the target position and the corrected current position is performed. In feedback control, the deviation between the target position and the corrected current position is decomposed into the front-rear direction and the left-right direction, the accelerator and brake operation amounts are adjusted in the front-rear direction, and the steering operation amount is adjusted in the left-right direction. . This steering direction is also adjusted by the error between the vehicle direction and the target direction.

With this control, high-speed follow-up running by feed-forward control becomes possible, and high-precision follow-up running by feedback control becomes possible. Actually, it became possible to perform stable follow-up running at a speed of several tens of km / h with an inter-vehicle distance of approximately 1 m.

The present invention is not limited to the above-described embodiment, but is applied to, for example, a vehicle having an internal combustion engine instead of the electric vehicle 10 (in this case, instead of the output of the accelerator sensor, for example, , The output of the throttle opening sensor is used.) And the like, as a matter of course, various configurations can be adopted without departing from the gist of the present invention.

[0132]

As described above, according to the present invention, the trajectory information of the leading vehicle is traced, the operation amount information paired with the trajectory information is fetched, and the feedforward control is performed by this operation amount information. Together with this, feedback control is performed based on the deviation between the target position and the current position.

Therefore, it is possible to achieve an effect that high-speed follow-up running can be performed mainly based on the feedforward control, and that platoon running can be performed with high follow-up accuracy to the running locus of the leading vehicle mainly based on the feedback control. To be done.

[Brief description of drawings]

FIG. 1 is a schematic plan view showing a schematic configuration of an electric vehicle sharing system to which an embodiment of the present invention is applied.

FIG. 2 is a schematic plan view showing a configuration of a port in which an electric vehicle is stored.

FIG. 3 is a perspective view showing a schematic configuration of an electric vehicle.

FIG. 4 is a block diagram showing the interrelationships of the electric vehicles during platooning together with the internal configuration of the electric vehicles.

FIG. 5 is a block diagram showing an overall configuration of a leading vehicle including a configuration of a traveling ECU of the leading vehicle.

FIG. 6 is a block diagram showing an overall configuration of a following vehicle including a configuration of a traveling ECU of the following vehicle.

FIG. 7 is a main flowchart used for explaining the control contents of the leading vehicle.

FIG. 8 is a main flowchart (1/2) used for explaining the control content of the following vehicle.

FIG. 9 is a main flowchart (2/2) used for explaining the control content of the following vehicle.

FIG. 10 is a plan view diagram for explaining how to determine the position and coordinates of the vehicle at the start of platooning.

FIG. 11 is a diagram showing an example of a travel information table in which locus data and operation amount data are stored as a pair.

FIG. 12 is a plan view diagram used for explaining a relationship between a laser radar of a following vehicle and a radar measurement point of a preceding vehicle.

FIG. 13 is a diagram used for explaining a coordinate deviation amount of a following vehicle.

FIG. 14 is a diagram used for explaining a process of adding a coordinate deviation amount in a following vehicle.

FIG. 15 is a flowchart provided for explaining an operation amount extraction process.

FIG. 16 is a plan view diagram used for explaining an operation amount extraction process.

FIG. 17 is a flowchart provided for explaining feedback control.

FIG. 18 is a plan view diagram for explaining feedback control.

FIG. 19 is a diagram used for explaining a screen display related to platooning.

[Explanation of symbols]

10 ... Electric vehicle 12 ... Usable range 13 ... Port 16 ... Center 40 ... Battery 42 ... Driving force control ECU 44 ... Motors 42, 44, 84, 86 ... Speed reduction means 50 ... Laser radar 52 ... Reflector 53 ... Vehicle antenna (Transmitting / receiving means) 60 ... Traveling ECU 72 ... Distance sensor 74 ... Direction sensor 76 ... Accelerator sensor 78 ... Brake sensor 80 ... Steering sensor 81 ... Speaker (warning means) 82 ... Display device (display / warning means) 84 ... Braking force control ECU 86 ... Brake actuator 88 ... Steering control ECU 90 ... Steering actuator 91 ... Current location detection means 92 ... Inter-vehicle radio device 93 ... Storage means 94 ... Operation amount detection means 96 ... Follow-up confirmation means 110 ... Operation amount extraction means 112 ... Feed forward control Quantity calculation means 114 ... Target position Target azimuth calculation means 116 ... convoy number storage unit 118 ... feedback control amount calculation unit 120: current position detection means 122 ... You are here and direction modification means 124 ... distance and direction measuring means 126 ... adding unit 128 ... state detecting means

─────────────────────────────────────────────────── ─── Continuation of front page (51) Int.Cl. ⁷ Identification code FI G05D 1/02 G05D 1/02 S G08G 1/00 G08G 1/00 X (56) Reference JP-A-8-282326 (JP, A) JP-A-8-314541 (JP, A) JP-A-11-20499 (JP, A) JP-A-10-307997 (JP, A) JP-A-10-172099 (JP, A) JP-A-7 -200991 (JP, A) JP-A-5-170008 (JP, A) (58) Fields investigated (Int.Cl. ⁷ , DB name) G08G 1/16 G08G 1/00 G05D 1/02 B60K 31/00

Claims (3)

(57) [Claims] 1. An automatic follow-up traveling system in which a plurality of succeeding vehicles are arranged in a row and automatically follow a leading vehicle driven by a driver, wherein the leading vehicle detects a present location of the leading vehicle itself. Storage means for storing the detected current position as trajectory information, operation amount detection means for detecting an operation amount related to driving by the driver, and transmission for transmitting the trajectory information and the operation amount to each succeeding vehicle. Each of the following vehicles has a means for receiving the trajectory information and the operation amount, a current location detecting means for detecting the current location of each of the following vehicles, and the trajectory information of the leading vehicle. Target position calculating means for calculating the target position of the following vehicle, and the coordinate system between each of the following vehicle itself and the coordinate system of the preceding vehicle.
While calculating the amount of correction and correcting the current position, the calculated target position and the calculated corrected current position of the following vehicle itself are compared,
Feedback control amount calculation means for calculating a feedback control amount for reducing the position deviation between the target position and the corrected current position, and in the vicinity of the current position detected in each of the following vehicles themselves, referring to the trajectory information of the leading vehicle, Feedforward control amount calculation means for calculating the feedforward control amount by extracting the operation amount of the leading vehicle paired with the trajectory information as the operation amount of each succeeding vehicle itself; the feedback control amount and the feed; An automatic follow-up traveling system, comprising: an automatic driving means for driving each succeeding vehicle itself based on a forward control amount. 2. An automatic follow-up traveling system in which a plurality of following vehicles are arranged in a row and automatically follow a leading vehicle driven by a driver, wherein the leading vehicle detects a present location of the leading vehicle itself. Storage means for storing the detected current position as trajectory information, operation amount detection means for detecting an operation amount related to driving by the driver, and transmission for transmitting the trajectory information and the operation amount to each succeeding vehicle. Each of the following vehicles has a means for receiving the trajectory information and the operation amount, a current location detecting means for detecting the current location of each of the following vehicles, and the trajectory information of the leading vehicle. The target position calculating means for calculating the target position of the following vehicle itself and the calculated target position are compared with the detected current position of the following vehicle itself, and a filter for reducing the positional deviation between the target position and the current position is compared. Feedback control amount calculation means for calculating the feedback control amount, and the coordinate system between the coordinate system of each of the following vehicles and the coordinate system of the preceding vehicle.
The amount of deviation is calculated to correct the current position, and the trajectory information of the leading vehicle is referred to in the vicinity of the corrected current position calculated in each of the following vehicles, and the operation of the leading vehicle paired with the trajectory information is performed. Feedforward control amount calculating means for calculating a feedforward control amount by extracting the amount as an operation amount of each following vehicle itself, and driving each succeeding vehicle itself based on the feedback control amount and the feedforward control amount. An automatic follow-up traveling system having an automatic driving means. 3. An automatic follow-up traveling system in which a plurality of succeeding vehicles are arranged in a row and automatically follow a leading vehicle driven by a driver, wherein the leading vehicle detects a present location of the leading vehicle itself. Storage means for storing the detected current position as trajectory information, operation amount detection means for detecting an operation amount related to driving by the driver, and transmission for transmitting the trajectory information and the operation amount to each succeeding vehicle. Each of the following vehicles has a means for receiving the trajectory information and the operation amount, a current location detecting means for detecting the current location of each of the following vehicles, and the trajectory information of the leading vehicle. Target position calculating means for calculating the target position of the following vehicle, and the coordinate system between each of the following vehicle itself and the coordinate system of the preceding vehicle.
While calculating the amount of correction and correcting the current position, the calculated target position and the calculated corrected current position of the following vehicle itself are compared,
Feedback control amount calculation means for calculating a feedback control amount for reducing the positional deviation between the target position and the corrected current position, and in the vicinity of the corrected current position calculated by each of the following vehicles, refer to the trajectory information of the leading vehicle. A feedforward control amount calculation means for calculating a feedforward control amount by extracting an operation amount of the leading vehicle paired with the trajectory information as an operation amount of each succeeding vehicle itself; An automatic follow-up traveling system, comprising: an automatic driving means for driving each succeeding vehicle itself based on a feedforward control amount.