JP4622453B2 - Self-steering vehicle - Google Patents

Description

The present invention relates to a technical field of an automatically steered vehicle that automatically tracks and follows an automatic steering along a certain route.

In an automatic steering vehicle equipped with a conventional travel route generation device, automatic steering with a feeling close to that of a driver is possible by adjusting the vehicle speed according to the road conditions ahead. For example, in the vehicle travel control apparatus described in Patent Document 1, steering close to the driver's sense is maintained by detecting a road shape ahead, calculating a target vehicle speed based on the detected road shape, and performing vehicle speed control. Vehicle travel control is performed to achieve a possible vehicle speed.
JP 2000-122719 A

  However, in the above prior art, when a plurality of target routes are switched, or in an automatic steering device that tracks the target route by measuring the position of the vehicle with GPS, for example, the vehicle autonomously travels at the time of GPS lost, and after the GPS returns When returning to the original route, a step is generated in the route.

  In this case, an excessive deceleration or deceleration may not be in time, and riding comfort may deteriorate. In addition, if the steering gain is simply reduced with respect to the deviation of the route, the correction steering necessary for correcting the error with the route is not ensured, and as a result, correction by a larger steering is required. An uncomfortable feeling will occur in the vehicle behavior.

The present invention has been made paying attention to the above problem, and an object of the present invention is to provide an automatic steering vehicle that can realize smooth and comfortable steering even when a step is formed on a route.

In order to achieve the above object, the present onset Akira,
Travel route acquisition means for acquiring a target route ahead of the host vehicle;
Vehicle position detection means for detecting the position of the host vehicle relative to the travel route;
A route follow-up steering amount calculating means for calculating a steering amount required to follow the target route;
Steering control means for controlling a steering actuator that steers the steered wheel based on the steering amount;
In an automatic steering vehicle having
A route step detecting means for detecting a step which is a lateral deviation amount between the position of the host vehicle and the target route;
When detecting the step, interpolation section length setting means for setting the interpolation section length that is the length of the section for interpolating the target route as the vehicle speed is higher, and
Travel route correction means for correcting the target route by creating an interpolation route connecting the position of the host vehicle and a position corresponding to the interpolation section length on the target route ;
It is characterized by providing.

In the automatically steered vehicle of the present invention, when the step of the route is detected , the interpolation route connecting the position of the host vehicle and the target route becomes longer as the vehicle speed becomes higher, so that smooth and uncomfortable steering can be realized. .

Below, the best form for implementing the automatic steering vehicle of the present invention is explained based on Examples 1-3.

First, the configuration will be described.
FIG. 1 is an overall system diagram illustrating an automatic steering vehicle according to a first embodiment.

  In FIG. 1, 1FL, 1FR, 1RL and 1RR are a left front wheel, a right front wheel, a left rear wheel and a right rear wheel, respectively. The rear wheels 1RL and 1RR are driven by an automatic transmission 3 and a propeller shaft. 4, drive wheels that are transmitted through the final reduction gear 5 and the axle 6 in order.

  The front wheels 1FL and 1FR are steered wheels connected to a steering wheel 9 via a steering gear 7 and a steering shaft 8. The steering shaft 8 is connected to a steering actuator 10 composed of an electric motor. Yes. The steering actuator 10 controls the steering direction, steering angle, and steering speed of the front wheels 1FL and 1FR in accordance with a steering control amount δc output from a follow-up steering controller (path follow-up steering amount calculation means) 16 described later. It is configured.

  In addition, wheel speed sensors 11FL to 11RR that output wheel speeds VFL to VRR having frequencies corresponding to the rotational speed of the wheels are disposed on the wheels 1FL to 1RR, respectively. Further, the vehicle is provided with a longitudinal acceleration sensor 12 that detects longitudinal acceleration Xg, a lateral acceleration sensor 13 that detects lateral acceleration Yg, and a yaw rate sensor 20 that detects yaw rate φ ′.

  The vehicle also includes a GPS (vehicle position detection means) 14 for detecting the current vehicle position by receiving satellite radio waves transmitted from an artificial satellite, and a CD-ROM or DVD- that stores road map information in a predetermined area. A travel route generation device 18 comprising a route database unit (travel route acquisition means) 15 in which a storage medium such as a ROM is set and a route processing controller 17 for processing these pieces of information is mounted. The route processing controller 17 performs communication processing with the following steering controller 16 regarding the route data one by one.

  The wheel speeds VFL to VRR detected by the wheel speed sensors 11FL to 11RR, the longitudinal acceleration Xg detected by the longitudinal acceleration sensor 12, the lateral acceleration Yg detected by the lateral acceleration sensor 13, and the yaw rate sensor 20 are detected. The yaw rate φ ′, the own vehicle position information detected by the GPS 14, and the road map information stored in the route database unit 15 are input to the follow-up steering controller 16 composed of, for example, a microcomputer.

  The follow-up steering controller 16 controls the output of the steering control amount δc for the steering actuator 10 described above by constantly executing the steering control process described later, and causes the vehicle to travel along the reference route by automatic steering. It is configured.

  Further, in the first embodiment, the vehicle speed V calculated based on the wheel speeds VFL to VFR and the yaw rate sensor 20 are detected when the travel route generating device 18 has a poor GPS measurement status and the vehicle position cannot be measured via the GPS 14. The vehicle has a function of estimating the vehicle position from the yaw rate φ ′.

  In the first embodiment, the inter-vehicle communication unit 19 is provided so that the travel locus of the preceding vehicle can be acquired as the target travel route of the host vehicle.

Next, the operation will be described.
[Travel route generation control processing]
FIG. 2 is a flowchart showing the flow of the travel route generation control process executed by the travel route generation device 18 according to the first embodiment. Each step will be described below. Note that the flowcharts to be described below including FIG. 2 are executed by a fixed interruption at regular intervals.

In step S101, the road map information stored in the route database unit 15 is read in accordance with the vehicle position detected by the GPS 14, and among the node data (X, Y) constituting the road map information, FIG. As shown, a range (X ₀ , Y ₀ ) to (X _n , Y _n ) that is a predetermined distance before and after the vehicle position as a reference is always held in the buffer, and the process proceeds to step S102. Here, for the distance on the front side, for example, the larger one of a value obtained by multiplying the vehicle speed V by a predetermined time t1 (= V · t1) and a preset minimum value is set.

In addition, when receiving both the map route and the preceding vehicle (see JP 2004-078333 A), in addition to the route “route 1 ” acquired from the map database as shown in FIG. Two routes of “route 2 ” acquired as the locus of the preceding vehicle from the inter-vehicle communication unit 19 in FIG. 1 are held in the buffer.

The route acquired in this way is switched in the following situation.
Situation 1: During Sensor Loss In FIG. 4, when the vehicle is traveling alone, the vehicle position measurement sensor (GPS 14) can be completely measured, and the vehicle travels along the route indicated by “Route 2” in FIG. When the vehicle position measurement sensor (GPS14) is in the middle of the lost state, the vehicle travels along the route based on the vehicle position estimated by the yaw rate sensor 20 and the wheel speed sensors 1FR to 1RR. At that time, the estimation result of the vehicle position apparently becomes “route 1” in FIG. 4 due to the drift of the sensor, and the vehicle travels along this route 1. If the measurement sensor of the host vehicle is restored while traveling on the route estimated by the autonomous sensor, the accumulated error caused by the host vehicle position estimation is eliminated and a deviation amount (lateral deviation) Ej as shown in FIG. 4 is generated. .

Situation 2: At the time of cancellation of preceding vehicle tracking As shown in FIG. 3 (b), while following the traveling path “path 1” of the preceding vehicle as a route to avoid the stopped vehicle, the preceding vehicle goes out of the lane and follows. When the condition is canceled (see Japanese Patent Application Laid-Open No. 2004-078333), the following route is switched to the route “route 1” based on the map data as shown in FIG. At this time, the travel route is switched from “route 1” in FIG. 5 to “route 2”, and a deviation amount (lateral deviation) Ej as shown in FIG. 5 occurs.

  In step S102, the wheel speeds VFL to VRR output from the various sensors, the longitudinal acceleration Xg, the lateral acceleration Yg, and the yaw rate φ ′ are read, and the process proceeds to step S103.

In step S103, in order to determine whether or not a step in the route has occurred, a change amount Ej ′ obtained by differentiating the lateral deviation Ej between the position of the host vehicle and the route with respect to time at the host vehicle position is obtained, and the process proceeds to step S104. (Corresponding to the path level detecting means).

  Here, when the amount of change Ej ′ exceeds a predetermined value Ej′_detect set in advance, it is detected that a step has occurred. The lateral deviation Ej of the route with respect to the own vehicle position is obtained as a difference between the own vehicle position and the traveling direction, and the difference between the own vehicle position and the route node corresponding to the own vehicle position.

  In step S104, the route interpolation control process shown below is executed, and the process proceeds to return (corresponding to the travel route correcting means).

[Route interpolation control processing]
FIG. 6 is a flowchart showing the flow of the path interpolation control process executed in step S104 of FIG. 2, and each step will be described below.

  In step S104-1, the vehicle speed V is calculated from the average of the wheel speeds VFL to VRR, and the process proceeds to step S104-2.

  In step S104-2, an interpolation section length (interpolation length) Lh, which is a path length to be interpolated according to the vehicle speed V calculated in step S104-1, is set, and the process proceeds to step S104-3 (interpolation section length setting means). Equivalent).

  As shown in FIG. 7 (i) at low speed, FIG. 7 (ii) at medium speed, and FIG. 7 (iii) at high speed, the interpolation length Lh is set longer as the vehicle speed V becomes higher. The setting of the interpolation length may be changed according to the vehicle speed, for example, as shown in FIG.

  The interpolation length Lh can be set by setting the lateral position return rate Rb (m / s) to the route of the vehicle position as a predetermined value and eliminating the generated step Ej (m) at the predetermined return rate. The time Tm required for correction may be obtained by Tm = Ej / Rb, and the path length Lh to be interpolated may be finally obtained as Lh = Tm × V. As a result, in the case of the same step amount, the interpolation path length Lh becomes longer as the vehicle speed V becomes higher.

  In step S104-3, an interpolation path is created, and the process proceeds to step S104-4. The interpolation path is created as a straight line connecting the interpolation start point and end point as shown in FIG. In the case of a curve, as shown by a dotted line in FIG. 9, a curve that smoothly connects the interpolation start point and the end point is obtained by fitting an arc connecting the interpolation start point and the end point. The created interpolation path is divided as a node with a predetermined length to be an interpolation path.

  Note that, as shown in FIG. 10, even during straight running, the interpolation start point and the end point may be connected by a tan curve or the like, and smoothly connected to the original route. Also, as shown in FIG. 11, when the step detection point is ahead of the vehicle position, as shown in FIG. 12, the step detection point is set so that the difference between the pre-interpolation and post-interpolation paths is reduced. You may also interpolate between

In step S104-4, it is determined whether or not route interpolation is performed, and the process proceeds to step S104-5 (corresponding to future error estimation means). In this step, a further expansion of the error with respect to the path before the interpolation is predicted by performing the path interpolation, and the path interpolation is not executed when the further expansion is predicted.

  For example, it may be determined whether or not the deviation of the vehicle position relative to the route is gradually increasing, and the route correction may be performed only when the deviation is reduced and the capacity of the steering control has a margin ( By correcting the route when the steering is controlled to return due to a crosswind or insufficient steering amount, further error expansion of the route can be suppressed).

In step S104-5, the surrounding risk level is detected, and the process proceeds to step S104-6 (corresponding to a risk level detection means). The following risk levels (1) to (3) are detected and the highest risk level is selected.
(1) Risk of deviation from the road edge
(2) Approach risk to obstacles
(3) Risk of difficulty in steering with respect to road difficulty

Hereinafter, each risk of (1) to (3) will be described.
(1) Deviation risk for road edge The white line deviation risk (Risk_lanedepart) is calculated as follows, for example.
The degree of risk is calculated according to the road edge (white line) and the tire distance dist_tolane of the vehicle based on the road width acquired from the map data and the vehicle position in the road acquired by the GPS 14. The degree of risk may be set according to the expected time from the degree of contraction of the distance dist_tolane to the white line until it completely crosses the lane.

  For example, as shown in FIG. 13, the risk degree of departure from the white line is related so that the risk degree becomes higher as the distance from the vehicle end to the white line becomes shorter.

(2) Approach risk to obstacles (vehicles) The risk of exceeding the white line of the oncoming vehicle (Risk_samelaneobstacle_front) is calculated as follows, for example.
The collision time TTCoppositeobst with the oncoming vehicle is obtained from the distance dist_oppositeobst and the relative speed V_diff with the oncoming vehicle (which may be acquired by installing a radar or a camera instead of the GPS 14) detected by the vehicle communication (TTCoppositeobst = Vdiff / dist_oppositeobst), and in order to calculate the degree of risk according to the protrusion distance, the lane protrusion distance (FIG. 14) of the oncoming vehicle with respect to the white line is detected.

  When the oncoming vehicle is detected to be in the own lane, the risk level is, for example, as shown in FIG. 15, in addition to the collision time risk level set so that the risk level becomes higher as the collision time TTC_n becomes shorter. For example, as shown in FIG. 16, a risk correction coefficient is obtained according to the distance that the vehicle protrudes into the lane of the host vehicle, and the risk correction coefficient corresponding to the collision time risk degree and the protrusion distance is applied.

(3) Steering difficulty risk with respect to road difficulty level Calculate how much the steering amount StrT and steering speed StrV expected when passing the road shape in front of the vehicle's steering specs MaxStrT and MAXStrV, and calculate StrT / MaxStrT, StrV / The greater the MaxStrV, the higher the risk.

  The road route is corrected by selecting (1) the risk of deviation from the road edge, (2) the risk of approaching obstacles such as surrounding vehicles, and (3) the steering difficulty risk for the road difficulty, as determined above. Determine the degree of risk.

  In step S104-6, according to the risk level calculated in step S104-5, the initial return amount is corrected so that the initial return amount increases as the risk level increases, and the process proceeds to return (in the return peak position setting means). Equivalent). For example, when there is no risk as shown in FIG. 17 (c), when the high risk approaches (a), the risk is (b). Is set so that the peak (return peak position) is at the front.

  It should be noted that this correction is not performed when the detected risk level is increased by increasing the initial return amount.

  When the follow-up steering controller 16 uses the route generated by the above-described route interpolation control process as a target route for automatic steering, when a step in the route suddenly occurs, the generated step is instantly It can be corrected and control can be continued without affecting the automatic steering.

  The automatic steering apparatus includes a first method for determining a final steering amount based on a feedback steering amount obtained based on a lateral deviation between a feedforward steering amount obtained based on a route shape and a route; There is a second method in which the final steering amount is determined only by the feedback steering amount obtained based on the lateral deviation from the route. In either method, the feedforward steering amount and the feedback steering are determined. The corrected path is used as it is for calculating the quantity.

Next, the effect will be described.
In the automatic steering vehicle according to the first embodiment, the effects listed below can be obtained.

  (1) Since the level difference of the route is detected and the level difference of the route is corrected based on the driving state of the vehicle (vehicle speed V, yaw rate φ ′, longitudinal acceleration Xg and lateral acceleration Yg), a smooth and uncomfortable steering is ensured. it can.

  (2) The amount of change in lateral deviation Ej between the target route acquired by the travel route acquisition means (route database unit 15) and the position of the host vehicle acquired by the vehicle position detection means (GPS14) is determined for the presence or absence of a step difference in the route. 'Do based on. Specifically, when the route to be used as the target route is switched from a plurality of supply routes, or the own vehicle position information cannot be acquired by the GPS 14, the autonomous sensors (the wheel speed sensors 11FL to 11RR and the yaw rate sensor 20) When the position measurement by the GPS 14 returns from the state where the vehicle position is estimated, it is detected that the change amount Ej ′ of the lateral deviation Ej of the vehicle position with respect to the route exceeds the predetermined value Ej′_detect, and the level difference is detected. to correct. Therefore, even in a situation where the change amount Ej ′ of the own vehicle position with respect to such a route exceeds the predetermined value Ej′_detect, it is possible to ensure smooth and comfortable steering.

  (3) Since the length (interpolation length) Lh of the section for correcting the route is set according to the vehicle speed V, it is possible to ensure a smooth and uncomfortable steering regardless of the vehicle speed V.

  (4) Since the return peak position of the correction curve of the path to be corrected is set according to the surrounding risk level, the entire interpolation length Lh can be secured and the target path before correction can be quickly approached according to the risk. Smooth and comfortable steering can be ensured.

  (5) Since the risk level is detected as a deviation risk from the road edge and the route is corrected, the entire interpolation length Lh can be ensured and the vehicle can return quickly from the situation approaching the road edge, smoothly. Steering without discomfort can be secured.

  (6) Since the risk level is detected as an approach risk to an obstacle and the route is corrected, the increase in risk associated with the correction is suppressed while securing the interpolation length Lh of the route when the oncoming vehicle is approaching. This ensures smooth and comfortable steering.

  (7) Since the degree of risk is detected as the shape of the road ahead and the route is corrected, the entire interpolation length Lh is secured, and there is a margin for steering control before entering the route shape that requires a large steering amount. This makes it possible to return at this stage and to ensure smooth and uncomfortable steering.

  (8) If the error in the vehicle path is expected to increase due to the correction of the route, the correction is not executed. If the error with respect to the route before correction further increases by correcting the route, such as when the position error gradually increases, the original route will continue to be used as the target route, making it smooth and uncomfortable. Steering without any problem can be secured.

  The second embodiment is an example in which a route is interpolated when a step is generated between the vehicle position and the route due to the vehicle deviating from the route due to a temporary disturbance during traveling.

  The configuration of the second embodiment is the same as the configuration of the first embodiment shown in FIG.

Next, the operation will be described.
[Travel route generation control processing]
FIG. 18 is a flowchart illustrating a flow of a travel route generation control process executed by the travel route generation device 18 according to the second embodiment. Each step will be described below. Steps S201 and S202 are the same steps as steps S101 and S102 in the flowchart of the first embodiment shown in FIG.

In step S203, in order to determine whether or not a step in the route has occurred , the lateral deviation Ej between the position of the host vehicle and the route is determined one by one at the host vehicle position, and the process proceeds to step S204 (corresponding to a route step detecting means). . For example, when the deviation from the route temporarily increases while passing through the intersection as shown in FIG. 19, the lateral deviation Ej between the host vehicle and the route is obtained one by one and compared with a predetermined threshold value Ej_detect, and Ej exceeds Ej_detect. In such a case, it is detected that a level difference has occurred.

  It is also detected that a step has occurred when the lateral deviation Ej is greater than or equal to a predetermined value, such as when the difference from the route temporarily increases due to slipping while passing the curve. The lateral deviation Ej of the route with respect to the own vehicle position is obtained as a difference between the own vehicle position and the traveling direction of the own vehicle and the route node corresponding to the own vehicle position with respect to the traveling direction of the own vehicle.

  In step S204, the path interpolation control process shown below is executed, and the process proceeds to return.

[Route interpolation control processing]
FIG. 21 is a flowchart showing the flow of the path interpolation control process executed in step S204 of FIG. 18, and each step will be described below. Note that steps S204-1, S204-2, and S204-5 to S204-8 are the same as steps S104-1, S104-2, and S104-3 in the flowchart of the first embodiment shown in FIG. Since this is the step of performing the same processing as step S104-6, description thereof is omitted.

  In step S204-3, the road width Wr is acquired from the map data as shown in FIG. 22, and the process proceeds to step S204-4.

  In step S204-4, in accordance with the road width Wr acquired in step S204-3, the interpolation length set in step S204-2 is set as shown in FIG. Based on this, the process proceeds to step S204-5 (corresponding to interpolation section length setting means).

  Note that step S204-1 and step S204-2 may be omitted, and the interpolation length may simply be set according to the relationship shown in FIG. 24 according to the road width.

By using the route generated by the above-described route interpolation control process as a target value for performing automatic steering in the follow-up steering controller 16, the step of the route is gradually (meaning that it is not a step caused by instantaneous switching). Even if a step occurs due to a sudden slip of the vehicle, the step of the route can be made gradually), and even if the difference between the vehicle and the route opens, the induction of a large correction rudder is suppressed, and Control can be continued without affecting.

  As in the first embodiment, the automatic steering apparatus determines the final steering amount based on the feedback steering amount obtained based on the lateral deviation between the feedforward steering amount obtained based on the route shape and the route. There are a first method for determining and a second method for determining the final steering amount only by the feedback steering amount obtained based on the lateral deviation from the route. The corrected route is used as it is for calculating the quantity.

  Here, regarding the feed amount for the feedforward, a route before correction may be used. (Of the ▲ indicating the route before correction and the △ indicating the route after correction in FIG. 20, the feedforward steering amount is calculated based on ▲, and the feedback steering amount is calculated based on △) .

Next, the effect will be described.
In the automatic steering vehicle of the second embodiment, in addition to the effects (1) and (4) to (8) of the first embodiment, the following effects can be obtained.

  (9) The determination of the presence or absence of a step difference in the route is based on the lateral deviation amount Ej between the target route acquired by the travel route acquisition means (route database unit 15) and the position of the host vehicle acquired by the vehicle position detection means (GPS14). Therefore, when a step appears in the positional relationship with the route due to slipping during traveling, or when an error with the route temporarily increases when passing through a small R, the route is corrected, and there is no sense of incongruity. Steering can be maintained.

  (10) Since the length (interpolation length) Lh of the section for correcting the route is set according to the width of the road, it takes a longer time for correction on a wide road that can be driven at high speed, and the target route is corrected. Steering at the time of following a route approaches the steering of a normal driver, so that smooth and uncomfortable steering can be ensured.

  The third embodiment is an example in which a route is interpolated when a step is generated in the route due to road shape change or route switching in front of the traveling route.

  The configuration of the third embodiment is the same as that of the first embodiment shown in FIG.

Next, the operation will be described.
[Travel route generation control processing]
FIG. 25 is a flowchart illustrating a flow of a travel route generation control process executed by the travel route generation device 18 according to the third embodiment. Each step will be described below. Steps S301, S302, and S304 are the same steps as steps S101, S102, and S104 in the flowchart of the first embodiment shown in FIG.

  In step S303, the step of the route is detected from the route situation ahead of the host vehicle, and the process proceeds to step S304 (corresponding to route step detecting means). Specifically, as shown in FIG. 26, a step (deviation amount) Ej and a step change amount (deviation change amount) Ej ′ from the next route node are obtained for each route node. For example, when a road shape as shown in FIG. 27 is detected in front of the vehicle, either the deviation amount Ej or the deviation change amount Ej ′ is greater than or equal to a predetermined amount Ej_detect_keiro or Ej′_detect_keiro (Ej> Ej_detect_keiro). , Ej ′> Ej′_detect_keiro), it is detected that there is a step in front of the route or that a step has occurred.

  Here, the detection that a new level difference has occurred may be performed even if the switching point assumed when switching between the route 1 and the route 2 in the first embodiment is performed in the present flow as the front of the own vehicle instead of the own vehicle position. Good.

  As a result, when a step in the route suddenly occurs, the generated step can be corrected instantaneously, and control can be continued without affecting automatic steering.

Next, the effect will be described.
In the automatic steering vehicle according to the third embodiment, the following effects can be obtained in addition to the effects (1) and (4) to (8) of the first embodiment.

  (11) Since the determination of the presence or absence of a step on the route is performed on the target route ahead acquired by the travel route acquisition means (route database unit 15), it is possible to correct a route requiring a sharp turn-back steering. Smooth and comfortable steering can be ensured.

1 is an overall system diagram illustrating an automatic steering vehicle according to a first embodiment. 3 is a flowchart illustrating a flow of a travel route generation control process executed by the travel route generation device according to the first embodiment. It is explanatory drawing which shows a route generation method. It is explanatory drawing which shows generation | occurrence | production of the deviation | shift amount accompanying the path | route switching by sensor lost. It is explanatory drawing which shows generation | occurrence | production of the deviation | shift amount accompanying the path switching by preceding vehicle following cancellation | release. It is a flowchart which shows the flow of the path | route interpolation control process performed by step S104 of FIG. It is explanatory drawing which shows the setting method of the interpolation length according to a vehicle speed. It is the setting map of the interpolation length according to a vehicle speed. It is explanatory drawing which shows the interpolation path | route at the time of curve driving | running | working. It is explanatory drawing which shows an example of the interpolation path | route at the time of linear driving | running | working. It is explanatory drawing which shows the case where the detection point of a level | step is ahead rather than the own vehicle position. It is explanatory drawing which shows the interpolation path | route when the detection point of a level | step is in the front position rather than the own vehicle position. It is a setting map of the risk degree according to the distance to a white line. It is explanatory drawing which shows the detection method of the white line protrusion distance of an oncoming vehicle. It is a setting map of the risk degree according to collision time. It is a setting map of the risk correction coefficient according to the protrusion distance. It is explanatory drawing which shows the peak setting of the initial return amount according to a risk degree. It is a flowchart which shows the flow of the travel route generation control process performed with the travel route generation apparatus of Example 2. It is explanatory drawing which shows the lateral deviation calculation method at the time of intersection driving | running | working. It is explanatory drawing which shows the calculation method of the steering amount for feedforward, and the steering amount for feedback. 19 is a flowchart showing a flow of route interpolation control processing executed in step S204 of FIG. It is explanatory drawing which shows the acquisition method of road width data. It is a setting map of the interpolation length correction coefficient according to the road width. It is the setting map of the interpolation length according to a road width. It is a flowchart which shows the flow of the travel route generation control processing performed with the travel route generation apparatus of Example 3. It is explanatory drawing which shows the deviation | shift amount calculation method for every path | route node. It is explanatory drawing which shows the specific example of the deviation | shift amount calculation method.

Explanation of symbols

1FL Left front wheel 1FR Right front wheel 1RL Left rear wheel 1RR Right rear wheel 2 Engine 3 Automatic transmission 4 Propeller shaft 5 Final reduction device 6 Axle 7 Steering gear 8 Steering shaft 9 Steering wheel 10 Steering actuator 11FR to 11RR Wheel speed sensor 12 Longitudinal acceleration Sensor 13 Lateral acceleration sensor 14 GPS
15 route database unit 16 controller 17 route processing controller 18 travel route generation device 19 vehicle-to-vehicle communication unit 20 yaw rate sensor

Claims (10)

Travel route acquisition means for acquiring a target route ahead of the host vehicle;
Vehicle position detection means for detecting the position of the host vehicle relative to the travel route;
A route follow-up steering amount calculating means for calculating a steering amount required to follow the target route;
Steering control means for controlling a steering actuator that steers the steered wheel based on the steering amount;
In an automatic steering vehicle having
A route step detecting means for detecting a step which is a lateral deviation amount between the position of the host vehicle and the target route;
When detecting the step, interpolation section length setting means for setting the interpolation section length that is the length of the section for interpolating the target route as the vehicle speed is higher, and
Travel route correction means for correcting the target route by creating an interpolation route connecting the position of the host vehicle and a position corresponding to the interpolation section length on the target route ;
An automatic steering vehicle comprising: Travel route acquisition means for acquiring a target route ahead of the host vehicle;
Vehicle position detection means for detecting the position of the host vehicle relative to the travel route;
A route follow-up steering amount calculating means for calculating a steering amount required to follow the target route;
Steering control means for controlling a steering actuator that steers the steered wheel based on the steering amount;
In an automatic steering vehicle having
A route step detecting means for detecting a step which is a lateral deviation amount between the position of the host vehicle and the target route;
When detecting the step, an interpolation interval length setting means for setting an interpolation interval length which is a length of an interval for interpolating the target route as the step is larger,
Travel route correction means for correcting the target route by creating an interpolation route connecting the position of the host vehicle and a position corresponding to the interpolation section length on the target route ;
An automatic steering vehicle comprising: The automatic steering vehicle according to claim 1,
The automatic steering vehicle characterized in that the interpolation section length setting means corrects the interpolation section length according to a road width. In the automatic steering vehicle according to any one of claims 1 to 3,
The automatic stepping vehicle according to claim 1, wherein the step difference detecting unit detects a step when the amount of change in the lateral deviation exceeds a predetermined value . In the automatic steering vehicle according to any one of claims 1 to 3,
The automatic stepping vehicle according to claim 1, wherein the path level difference detecting unit detects a level difference when the amount of the lateral deviation exceeds a predetermined value. In the automatic steering vehicle according to claim 5 ,
The travel route correction means includes
A risk level detection means for detecting the surrounding risk status as a risk level;
Return peak position setting means for setting a return peak position in the section to be interpolated according to the surrounding risk degree detected by the risk degree detection means,
An automatic steering vehicle comprising: The automatic steering vehicle according to claim 6, wherein
The automatic steering vehicle, wherein the risk degree detection means detects a risk degree of a deviation situation from a road. In the automatic steering vehicle according to claim 6 or 7,
The automatic steering vehicle, wherein the risk degree detection means detects a risk degree of an obstacle approaching situation. The automatic steering vehicle according to claim 6, wherein
The automatic steering vehicle, wherein the risk degree detecting means detects a risk degree of a road shape ahead. The automatic steering vehicle according to any one of claims 1 to 9,
The travel route correction means includes future error estimation means for estimating the presence or absence of future error expansion / reduction, which is a lateral deviation amount between the corrected target route and the position of the host vehicle,
Not to perform the route correction when the running path correction when it is estimated that future errors is reduced, the estimated future errors are magnified by the future error estimation means A self-steering vehicle featuring

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