JP5285384B2 - Automatic driving system and automatic driving method - Google Patents

Description

  The present invention relates to automatic driving of a vehicle.

  Patent document 1 is disclosing the automatic steering control of a vehicle. In this autopilot control, the host vehicle can be automatically steered along the target traveling path based on the position of the host vehicle to be measured. That is, the throttle valve is driven and the automatic brake is activated so as to maintain the target speed set by the user input through the operation switch. Further, when changing the traveling direction, automatic steering is executed.

JP 2006-322752 A

  An object of the present invention is to provide an automatic driving system and an automatic driving method for causing a vehicle to accurately reproduce a desired traveling pattern.

  Hereinafter, means for solving the problem will be described using the numbers used in (Best Mode for Carrying Out the Invention). These numbers are added to clarify the correspondence between the description of (Claims) and (Best Mode for Carrying Out the Invention). However, these numbers should not be used to interpret the technical scope of the invention described in (Claims).

  The automatic driving system according to the present invention includes a storage unit (30B) that stores position target value time-series data (32) and vehicle speed target value time-series data (33) representing changes in position and vehicle speed of the first vehicle (1A, 1B). ), A position acquisition unit (20B) that acquires the position of the second vehicle (1B), a vehicle speed acquisition unit (21B) that acquires the vehicle speed of the second vehicle, and the position described by the position target value time-series data A steering wheel drive system (60) for controlling the steering angle of the steering wheel (11B) of the second vehicle based on the target value and the position, a vehicle speed target value described by the vehicle speed target value time-series data, and the vehicle speed. A pedal drive system (70) for controlling the amount of depression of the accelerator pedal (12B) and the brake pedal (13B) of the second vehicle based on the second vehicle, and an adjustment unit (50). The pedal drive system detects a first depression amount as a depression amount of one of the accelerator pedal and the brake pedal, and a vehicle speed controller (71) that calculates a target depression amount based on the vehicle speed target value and the vehicle speed. A depression amount sensor (76A, 76B), a depression amount controller (72A, 72B) that calculates a depression amount control value based on a difference between the target depression amount and the first depression amount, a pedal gain, and a pedal offset; And a pedal drive device (77A, 77B) for operating the one based on the depression amount control value. The storage unit stores position time-series data (42) representing the change in the position and vehicle speed time-series data (43) representing the change in the vehicle speed. The adjustment unit has a pedal offset adjustment value for adjusting the pedal offset based on the position time series data, the vehicle speed time series data, the position target value time series data, and the vehicle speed target value time series data. Output.

  The said memory | storage part memorize | stores the inclination data (80) describing the inclination area (82). The position time-series data, the vehicle speed time-series data, the position target value time-series data, and the vehicle speed target value time-series data include tilt section travel data acquired based on travel in the tilt section. The adjustment unit outputs the pedal offset adjustment value without being based on the slope section travel data.

  The steering wheel drive system includes a steering wheel controller (61) that calculates a target steering angle based on the position target value and the position, a steering wheel angle sensor (65) that detects the steering angle, and the target steering angle. A steering angle controller (62) that calculates a steering angle control value based on a difference from the steering angle, a steering wheel gain, and a steering wheel offset, and a steering wheel drive device (67) that operates the steering wheel based on the steering angle control value With. The storage unit stores steering angle time series data (44) representing a change in the steering angle. The adjustment unit is based on steering angle target value time-series data (34) representing a steering wheel steering angle change of the first vehicle, the steering angle time-series data, the position target value time-series data, and the position time-series data. Then, a handle offset adjustment value for adjusting the handle offset is output.

  The automatic driving system according to the present invention includes position target value time-series data (32), vehicle speed target value time-series data (33), and steering indicating the position change, vehicle speed change, and steering wheel steering angle change of the first vehicle (1A, 1B). A storage unit (30B) that stores angular target value time-series data (34), a position acquisition unit (20B) that acquires the position of the second vehicle (1B), and a vehicle speed acquisition unit that acquires the vehicle speed of the second vehicle (21B), a steering wheel drive system (60) for controlling the steering angle of the steering wheel (11B) of the second vehicle based on the position target value described by the position target value time-series data and the position, and the vehicle speed A pedal drive system (7) for controlling the depression amount of the accelerator pedal (12B) and the brake pedal (13B) of the second vehicle based on the vehicle speed target value described by the target value time-series data and the vehicle speed. ) And comprises an adjustment portion (50). The steering wheel drive system includes a steering wheel controller (61) that calculates a target steering angle based on the position target value and the position, a steering wheel angle sensor (65) that detects the steering angle, and the target steering angle. A steering angle controller (62) that calculates a steering angle control value based on a difference from the steering angle, a steering wheel gain, and a steering wheel offset; and a steering wheel drive device (67) that operates the steering wheel based on the steering angle control value; Is provided. The storage unit stores position time series data (42) representing the change in the position and steering angle time series data (44) representing the change in the steering angle. The adjustment unit adjusts the handle offset to adjust the handle offset based on the steering angle target value time-series data, the steering angle time-series data, the position target value time-series data, and the position time-series data. Output the value.

  In the automatic driving system, the first vehicle and the second vehicle may be separate vehicles.

  In the automatic driving system, the first vehicle and the second vehicle may be the same vehicle.

  The automatic driving method according to the present invention includes a step of driving a first vehicle (1A, 1B) by a person, a step of automatically driving a second vehicle (1B) based on an automatic driving control rule, and the automatic driving control law. Adjusting. The step of driving by the person includes the step of obtaining position target value time-series data (32) and vehicle speed target value time-series data (33) representing the position change and vehicle speed change of the first vehicle. The step of automatically driving includes the step of acquiring the position and vehicle speed of the second vehicle, the position target value described by the position target value time-series data, and the position based on the position (11B) of the second vehicle. And the depression amount of the accelerator pedal (12B) and the brake pedal (13B) of the second vehicle based on the vehicle speed target value described by the vehicle speed target value time-series data and the vehicle speed. And a step of acquiring position time series data (42) representing the change in the position and vehicle speed time series data (43) representing the change in the vehicle speed. The step of controlling the depression amount includes a step of calculating a target depression amount based on the vehicle speed target value and the vehicle speed, and a step of detecting a first depression amount as one depression amount of the accelerator pedal and the brake pedal. Calculating a depression amount control value based on a difference between the target depression amount and the first depression amount, a pedal gain, and a pedal offset, and operating the one based on the depression amount control value; Is provided. The adjusting step includes a pedal offset adjustment value for adjusting the pedal offset based on the position time series data, the vehicle speed time series data, the position target value time series data, and the vehicle speed target value time series data. Is included.

  The position time series data, the vehicle speed time series data, the position target value time series data, and the vehicle speed target value time series data include slope section travel data acquired based on travel in the slope section (82). There is a case. In this case, in the outputting step, the pedal offset adjustment value is output without being based on the slope section travel data.

  The step of driving by the person includes a step of acquiring steering angle target value time series data (34) representing a steering wheel steering angle change of the first vehicle. The step of controlling the steering angle includes: calculating a target steering angle based on the position target value and the position; detecting the steering angle; a difference between the target steering angle and the steering angle; Calculating a steering angle control value based on the gain and the steering wheel offset; and operating the steering wheel based on the steering angle control value. The step of performing the automatic operation includes a step of acquiring steering angle time series data (44) representing a change in the steering angle. The adjusting step includes a steering wheel offset for adjusting the steering wheel offset based on the steering angle target value time series data, the steering angle time series data, the position target value time series data, and the position time series data. Outputting the adjustment value.

  The automatic driving method according to the present invention includes a step of driving a first vehicle (1A, 1B) by a person, a step of automatically driving a second vehicle (1B) based on an automatic driving control rule, and the automatic driving control law. Adjusting. The step of driving by the person includes position target value time series (32) data, vehicle speed target value time series data (33), and steering angle target value representing the position change, vehicle speed change, and steering wheel steering angle change of the first vehicle. The step of acquiring time series data (34) is provided. The step of automatically driving includes the step of acquiring the position and vehicle speed of the second vehicle, the position target value described by the position target value time-series data, and the position based on the position (11B) of the second vehicle. And the depression amount of the accelerator pedal (12B) and the brake pedal (13B) of the second vehicle based on the vehicle speed target value described by the vehicle speed target value time-series data and the vehicle speed. And a step of detecting the steering angle, and a step of acquiring position time series data (42) representing the change in the position and steering angle time series data (44) representing the change in the steering angle. The step of controlling the steering angle includes a step of calculating a target steering angle based on the position target value and the position, and a steering based on a difference between the target steering angle and the steering angle, a handle gain, and a handle offset. Calculating an angle control value; and operating the steering wheel based on the steering angle control value. The adjusting step includes a steering wheel offset for adjusting the steering wheel offset based on the steering angle target value time series data, the steering angle time series data, the position target value time series data, and the position time series data. Outputting the adjustment value.

  In the automatic driving method, the first vehicle and the second vehicle may be separate vehicles.

  In the automatic driving method, the first vehicle and the second vehicle may be the same vehicle.

  ADVANTAGE OF THE INVENTION According to this invention, the automatic driving | operation system and the automatic driving | operation method for making a vehicle reproduce a desired driving | running | working pattern accurately are provided.

  The best mode for carrying out an automatic driving system and an automatic driving method according to the present invention will be described below with reference to the accompanying drawings.

(First embodiment)
The automatic driving system according to the first embodiment of the present invention includes a vehicle 1A shown in FIG. 1 and a vehicle 1B shown in FIG. It is required that the vehicle 1B accurately reproduces the traveling pattern when a person (driver) drives the vehicle 1A by automatic driving.

  Referring to FIG. 1, a vehicle 1A includes a handle 11A, an accelerator pedal 12A, a brake pedal 13A, a handle steering angle sensor 17A, a GPS device 14A, a gyro 15A, a wheel encoder 16A, and a depression amount sensor 18A. A depression amount sensor 19A, a vehicle position calculation device 20A, a vehicle speed calculation device 21A, and a storage unit 30A. The steering wheel angle sensor 17A detects the steering angle θr of the steering wheel 11A and outputs it to the storage unit 30A. The GPS device 14A detects the position of the vehicle 1A based on a signal from a GPS satellite. The gyro 15A includes a gyroscope that detects an angle or an angular velocity. Wheel encoder 16A includes a rotary encoder that detects rotation of a wheel provided in vehicle 1A. The vehicle position calculation device 20A calculates the two-dimensional position (Xr, Yr) of the vehicle 1A based on the position detected by the GPS device 14A, the angle or angular velocity detected by the gyro 15A, and the wheel rotation detected by the wheel encoder 16A. Acquired and output to the storage unit 30A. The vehicle speed calculation device 21A calculates and acquires the vehicle speed Vr of the vehicle 1A based on the position detected by the GPS device 14A, the angle or angular velocity detected by the gyro 15A, and the rotation of the wheel detected by the wheel encoder 16A. Output to 30A. The depression amount sensor 18A detects the depression amount Ar of the accelerator pedal 12A and outputs it to the storage unit 30A. The depression amount sensor 19A detects the depression amount Br of the brake pedal 13A and outputs it to the storage unit 30A. The storage unit 30A accumulates the steering angle θr, the position (Xr, Yr), the vehicle speed Vr, the accelerator pedal depression amount Ar, and the brake pedal depression amount Br, acquires the traveling pattern data 31, and stores the traveling pattern data 31. .

FIG. 2 shows the data structure of the running pattern data 31. The travel pattern data 31 includes vehicle position target value time series data 32, vehicle speed target value time series data 33, steering wheel steering angle time series data 34, accelerator pedal depression amount time series data 35, and brake pedal depression amount time series. Data 36 is included. The vehicle position target value time-series data 32 represents a change in the position (Xr, Yr) of the vehicle 1A, and positions (Xr ₀ , Yr ₀ ), (Xr _i , Yr) at time 0, t _i , t _{i + 1} , t _n . _i ), (Xr _{i + 1} , Yr _{i + 1} ), (Xr _n , Yr _n ) are described as position target values. Vehicle speed target value time series data 33 represents a change in the vehicle speed Vr of the vehicle 1A, time _{0, t i, t i +} 1, the vehicle speed _Vr in _{t n 0,} Vr _i, the _{Vr i} + 1, Vr _n described as a vehicle speed target value ing. The steering wheel steering time series data 34 represents a change in the steering angle θr, and describes the steering angles θr ₀ , θr _i , θr _{i + 1} , θr _n at times 0, t _i , t _{i + 1} , and t _n . The accelerator pedal depression amount time series data 35 represents a change in the accelerator pedal depression amount Ar, and describes the accelerator pedal depression amounts Ar ₀ , Ar _i , Ar _{i + 1} , Ar _n at time 0, t _i , t _{i + 1} , t _n . ing. The brake pedal depression amount time series data 36 represents a change in the brake pedal depression amount Br, and describes the brake pedal depression amounts Br ₀ , Br _i , Br _{i + 1} , Br _n at time 0, t _i , t _{i + 1} , t _n . ing.

  The vehicle 1A travels on the test course by human driving. At this time, traveling pattern data 31 is acquired.

  Referring to FIG. 3, vehicle 1B includes a handle 11B, an accelerator pedal 12B, a brake pedal 13B, a GPS device 14B, a gyro 15B, a wheel encoder 16B, and an automatic driving device 10. The automatic driving device 10 includes a vehicle position calculation device 20B, a vehicle speed calculation device 21B, a storage unit 30B, an adjustment unit 50, a handle drive system 60, and a pedal drive system 70. The adjustment unit 50 is, for example, a computer. The storage unit 30B stores travel pattern data 31.

  Based on the automatic driving control law, the automatic driving device 10 includes a handle 11B, an accelerator pedal 12B, and an accelerator pedal 12B so that the vehicle 1B reproduces the traveling pattern represented by the vehicle position target value time-series data 32 and the vehicle speed target value time-series data 33. The brake pedal 13B is operated. When the vehicle 1B is automatically driven by the automatic driving device 10, the vehicle 1B is unattended. However, a person who does not drive the vehicle 1B may get on the vehicle 1B during automatic driving.

  The GPS device 14B detects the position of the vehicle 1B based on a signal from a GPS satellite. The gyro 15B includes a gyroscope that detects an angle or an angular velocity. Wheel encoder 16B includes a rotary encoder that detects rotation of a wheel provided in vehicle 1B. The vehicle position calculation device 20B calculates the two-dimensional position (X, Y) of the vehicle 1B based on the position detected by the GPS device 14B, the angle or angular velocity detected by the gyro 15B, and the wheel rotation detected by the wheel encoder 16B. And the position (X, Y) is output for the handle driving system 60 and the storage unit 30B. The vehicle speed calculation device 21B calculates and acquires the vehicle speed V of the vehicle 1B based on the position detected by the GPS device 14B, the angle or angular velocity detected by the gyro 15B, and the wheel rotation detected by the wheel encoder 16B. Is output for the pedal drive system 70 and the storage unit 30B.

The storage unit 30B outputs the position target value (Xr, Yr) to the handle driving system 60. Here, the storage unit 30B outputs the position target value (Xr ₀ , Yr ₀ ) at the start time of the automatic operation, and the position target value (Xr _i , Yr _i ), (Xr _{i + 1} , Yr _{i + 1} ), (Xr _n , Yr _n ) and the like are output at corresponding times. The storage unit 30B outputs the vehicle speed target value Vr for the pedal drive system 70. Here, the storage unit 30B outputs the vehicle speed target value Vr ₀ at the start time of the automatic driving, and outputs the vehicle speed target values Vr _i , Vr _{i + 1} , Vr _{n and the} like at corresponding times.

  The steering wheel drive system 60 controls the steering angle θ of the steering wheel 11B based on the position target value (Xr, Yr) and the position (X, Y). The steering wheel drive system 60 detects the steering angle θ and outputs it to the storage unit 30B in addition to being used internally. The pedal drive system 70 controls the depression amount A of the accelerator pedal 12B and the depression amount B of the brake pedal 13B based on the vehicle speed target value Vr and the vehicle speed V. The pedal drive system 70 detects the accelerator pedal depression amount A and the brake pedal depression amount B, and outputs them to the storage unit 30B in addition to being used internally.

  The storage unit 30B accumulates the steering angle θ, the position (X, Y), the vehicle speed V, the accelerator pedal depression amount A, and the brake pedal depression amount B, acquires the unmanned traveling data 41, and stores the unmanned traveling data 41. . The unmanned travel data 41 is also referred to as automatic driving travel data. The unmanned driving data 41 is used to adjust the automatic driving control law.

FIG. 4 shows the data structure of the unmanned travel data 41. The unmanned travel data 41 includes vehicle position time series data 42, vehicle speed time series data 43, steering wheel steering angle time series data 44, accelerator pedal depression amount time series data 45, and brake pedal depression amount time series data 46. . The vehicle position time series data 42 represents a change in the position (X, Y) of the vehicle 1B, and the positions (X ₀ , Y ₀ ), (X _i , Y _i ) at time 0, t _i , t _{i + 1} , t _n . , (X _{i + 1} , Y _{i + 1} ), (X _n , Y _n ) are described. Here, time 0 corresponds to the start time of automatic operation. The vehicle speed time-series data 43 represents a change in the vehicle speed V of the vehicle 1B, and describes vehicle speeds V ₀ , V _i , V _{i + 1} , V _n at time 0, t _i , t _{i + 1} , t _n . The steering wheel steering time series data 44 represents a change in the steering angle θ, and describes the steering angles θ ₀ , θ _i , θ _{i + 1} , θ _n at time 0, t _i , t _{i + 1} , t _n . Accelerator pedal depression quantity time series data 45 represents a change in the accelerator pedal depression amount A, time _{0, t i, t i +} 1, t accelerator pedal depression amount of _{n A 0,} A _i, describe the _{A i} + 1, _{A n} ing. The brake pedal depression amount time series data 46 represents a change in the brake pedal depression amount B, and describes the brake pedal depression amounts B ₀ , B _i , B _{i + 1} , B _n at time 0, t _i , t _{i + 1} , t _n . ing.

  The handle drive system 60 will be described with reference to FIG. The steering wheel drive system 60 includes a steering wheel steering controller 61, a steering angle controller 62, a steering wheel steering angle sensor 65, and a steering wheel drive device 67. The handle driving device 67 includes a servo driver 63 and a motor 64. The steering wheel steering angle sensor 65 includes, for example, a rotary encoder. The steering wheel steering angle sensor 65 detects and outputs the steering angle θ.

  The steering wheel controller 61 calculates a target steering angle θ * based on the position target value (Xr, Yr) and the position (X, Y).

Referring to FIG. 6, the steering wheel steering controller 61 sets the past position (X _n−1 , Y _n−1 ) of the vehicle 1B as a start point and the current position (X _n , Y _n ) of the vehicle 1B as an end point. An angle α formed by the vector and a vector having a position (X _n , Y _n ) as a start point and a position where the vehicle 1B should be present (Xr _n , Yr _n ) as an end point is calculated.

The steering wheel controller 61 calculates a target steering angle θ * using the following equation based on the gain G61 and the angle α.

When the difference (θ * −θ) between the target steering angle θ * and the steering angle θ is positive, the steering angle controller 62 uses the following formula based on the difference (θ * −θ), the gain G62, and the offset Δθ. Is used to calculate the steering angle control value θ **.

When the difference (θ * −θ) between the target steering angle θ * and the steering angle θ is negative, the steering angle controller 62 uses the following formula based on the difference (θ * −θ), the gain G62, and the offset Δθ. Is used to calculate the steering angle control value θ **.

When the difference (θ * −θ) between the target steering angle θ * and the steering angle θ is neither positive nor negative, the steering angle controller 62 calculates the steering angle control value θ ** using the following equation.

  Here, positive signs of the steering angle θ, the target steering angle θ *, and the steering angle control value θ ** correspond to turning the steering wheel to the right, and the steering angle θ, the target steering angle θ *, and A negative sign of the steering angle control value θ ** corresponds to turning the steering wheel to the left.

  The handle driving device 67 operates the handle 11B based on the steering angle control value θ ** (turns the handle 11B).

  The pedal drive system 70 will be described with reference to FIG. The pedal drive system 70 includes a vehicle speed controller 71, an accelerator depression amount controller 72A, a depression amount sensor 76A, a pedal drive device 77A, a brake depression amount controller 72B, a depression amount sensor 76B, and a pedal drive device 77B. The pedal drive device 77A includes a servo driver 73A, a motor 74A, and a rotation / translation conversion mechanism 75A. The pedal drive device 77B includes a servo driver 73B, a motor 74B, and a rotation / translation conversion mechanism 75B. The rotation / translation conversion mechanisms 75A and 75B convert rotational motion into translational motion. The depression amount sensor 76A includes, for example, a stroke sensor. The depression amount sensor 76A detects and outputs an accelerator pedal depression amount A. The stepping amount sensor 76B includes, for example, a stroke sensor. The pedal drive device 77B detects and outputs the brake pedal depression amount B.

The vehicle speed controller 71 calculates an accelerator pedal target depression amount A * and a brake pedal target depression amount B * based on the vehicle speed Vr and the vehicle speed V. When the difference (Vr−V) between the vehicle speed Vr and the vehicle speed V is positive, the vehicle speed controller 71 calculates the accelerator pedal target depression amount A * from the following equation based on the difference (Vr−V) and the gain G71. The brake pedal target depression amount B * indicated by is obtained.

When the difference between the vehicle speed Vr and the vehicle speed V (Vr−V) is negative, the vehicle speed controller 71 obtains the accelerator pedal target depression amount A * shown by the following formula, and based on the difference (Vr−V) and the gain G71, The brake pedal target depression amount B * is calculated from the equation.

When the difference (Vr−V) between the vehicle speed Vr and the vehicle speed V is neither positive nor negative, the vehicle speed controller 71 obtains an accelerator pedal target depression amount A * and a brake pedal target depression amount B * represented by the following equations.

ブレーキ踏み込み量コントローラ７２Ｂは、ブレーキペダル目標踏み込み量Ｂ＊とブレーキペダル踏み込み量Ｂの差（Ｂ＊−Ｂ）と、ゲインＧ７２と、オフセットΔＢとに基づいて、下記式を用いてブレーキペダル踏み込み量制御値Ｂ＊＊を計算する。

Based on the difference (A * -A) between the accelerator pedal target depression amount A * and the accelerator pedal depression amount A, the gain G72, and the offset ΔA, the accelerator depression amount controller 72A uses the following equation to calculate the accelerator pedal depression amount. A control value A ** is calculated.

Based on the difference (B * -B) between the brake pedal target depression amount B * and the brake pedal depression amount B, the gain G72, and the offset ΔB, the brake depression amount controller 72B A control value B ** is calculated.

  The pedal drive device 77A operates the accelerator pedal 12B based on the accelerator pedal depression amount control value A ** (depresses the accelerator pedal 12B). The pedal drive device 77B operates the brake pedal 13B based on the brake pedal depression amount control value B ** (depresses the brake pedal 13B).

  The vehicle 1B travels on the test course by automatic driving. At this time, unmanned travel data 41 is acquired.

  Next, adjustment of the automatic driving control law will be described.

  FIG. 8 shows a steering angle controller adjustment unit 51 provided in the adjustment unit 50. The steering angle controller adjustment unit 51 includes a steering angle differentiation unit 511, a movement distance calculation unit 512, a detection unit 513, a steering time delay calculation unit 514, a comparison unit 515, and a steering angle offset adjustment value output unit 516. .

  FIG. 9 shows an accelerator depression amount controller adjustment unit 52 provided in the adjustment unit 50. The accelerator depression amount controller adjustment unit 52 includes a vehicle speed differentiation unit 521, a movement distance calculation unit 522, a detection unit 523, an accelerator time delay calculation unit 524, a comparison unit 525, and an accelerator offset adjustment value output unit 526.

  FIG. 10 shows a brake depression amount controller adjustment unit 53 provided in the adjustment unit 50. The brake depression amount controller adjustment unit 53 includes a vehicle speed differentiation unit 531, a movement distance calculation unit 532, a detection unit 533, a brake time delay calculation unit 534, a comparison unit 535, and a brake offset adjustment value output unit 536.

  The steering angle controller adjustment unit 51, the accelerator depression amount controller adjustment unit 52, and the brake depression amount controller adjustment unit 53 are realized using, for example, a CPU that operates according to a computer program recorded on a recording medium.

  FIG. 11 shows moving distance time series data 37, steering wheel steering differential value time series data 38, and vehicle speed target value differential value time series data 39 calculated based on the running pattern data 31.

  FIG. 12 shows travel distance time series data 47, steering wheel steering angle differential value time series data 48, and vehicle speed differential value time series data 49 calculated based on the unmanned travel data 41.

  The operation of the steering angle controller adjustment unit 51 will be described.

The steering angle differential unit 511 calculates steering wheel steering angle differential value time series data 38 based on the steering wheel angle time series data 34. Steering wheel steering angle differential value time-series data 38 represents a change in the differential value (dθ / dt) r of the steering angle θr, and the steering angle differential value (dθ / dt) r at time 0, t _i , t _{i + 1} , t _n . ₀ describes _{(dθ / dt) r i,} (dθ / dt) r i + 1, the (dθ / dt) _{r n.} The steering angle differentiator 511 calculates steering wheel angle differential value time series data 48 based on the steering wheel angle time series data 44. Steering angle differential value time series data 48 represents a change in the differential value of the steering angle θ (dθ / dt), time _{0, t i, t i +} 1, t steering angle differential value at _n (dθ / _dt) 0, (Dθ / dt) _i , (dθ / dt) _{i + 1} , (dθ / dt) _n are described.

移動距離算出部５１２は、移動距離時系列データ３７の場合と同様に、車両位置時系列データ４２に基づいて移動距離時系列データ４７を計算する。移動距離時系列データ４７は、移動距離Ｍの変化を表し、時刻０、ｔ_ｉ、ｔ_ｉ＋１、ｔ_ｎにおける移動距離Ｍ_０、Ｍ_ｉ、Ｍ_ｉ＋１、Ｍ_ｎを記述している。 The travel distance calculation unit 512 calculates travel distance time series data 37 based on the vehicle position target value time series data 32. The movement distance time series data 37 represents a change in the movement distance Mr, and describes the movement distances Mr ₀ , Mr _i , Mr _{i + 1} , and Mr _n at time 0, t _i , t _{i + 1} , and t _n . For example, the moving distance Mr _i from time 0 to time t _i is calculated using the following equation.

Similarly to the case of the movement distance time series data 37, the movement distance calculation unit 512 calculates the movement distance time series data 47 based on the vehicle position time series data 42. The movement distance time series data 47 represents a change in the movement distance M, and describes the movement distances M ₀ , M _i , M _{i + 1} , and M _n at times 0, t _i , t _{i + 1} , and t _n .

  FIG. 13 shows a preset steering angle offset evaluation section. The steering angle offset evaluation section is, for example, a section corresponding to the curve portion of the test course.

The detection unit 513 detects the moving distance Mr when the differential value of the steering angle θr exceeds the steering speed threshold Ahdth within the steering angle offset evaluation section. For example, when the position (Xr, Yr) is included in the steering angle offset evaluation section between the time t _i and the time t _n , the time t _k1 (t where the differential value of the steering angle θr first exceeds the steering speed threshold Ahth) _{i <t} k1 detects _{<t n),} for detecting a moving distance _{Mr k1} at time _{t k1.} Further, the detection unit 513 detects the moving distance M and the vehicle speed V when the differential value of the steering angle θ exceeds the steering speed threshold Ahdth within the steering angle offset evaluation section. For example, when the position (X, Y) is included in the steering angle offset evaluation section between the time t _i and the time t _n , the time t ₁₁ (t when the differential value of the steering angle θ first exceeds the steering speed threshold Ahth) _{i <t} l1 detects _{<t n),} for detecting a moving distance _{M l1} and the vehicle speed _{V l1} at time _{t l1.}

The steering time delay calculation unit 514 calculates the steering time delay ΔThd using the following formula based on the difference in travel distance (Mr _k1 −M ₁₁ ) and the vehicle speed V ₁₁ .

  The comparison unit 515 compares the steering time delay ΔThd with a preset steering angle offset correction threshold Thdth.

  The steering angle offset adjustment value output unit 516 outputs + δθ as the steering angle offset adjustment value when the steering time delay ΔThd is equal to or greater than the steering angle offset correction threshold Thdth. The steering angle controller 62 uses the new offset Δθ obtained by adding δθ to the old offset Δθ in the next automatic driving control.

  The steering angle offset adjustment value output unit 516 does not output the steering angle offset adjustment value when the steering time delay ΔThd is larger than −Thdth and smaller than + Thdth. The steering angle controller 62 does not adjust the offset Δθ.

  The steering angle offset adjustment value output unit 516 outputs -δθ as the steering angle offset adjustment value when the steering time delay ΔThd is equal to or less than -Thdth. The steering angle controller 62 uses the new offset Δθ obtained by subtracting δθ from the old offset Δθ in the next automatic driving control.

  The automatic driving and the adjustment of the automatic driving control law are repeated until the steering time delay ΔThd is larger than −Thdth and smaller than + Thdth.

  By correcting the offset Δθ using the steering angle controller adjustment unit 51, the automatic driving control law is adjusted so as to correspond to the play amount inherent to the handle 11B. Therefore, the vehicle 1B can accurately reproduce the travel pattern represented by the vehicle position target value time-series data 32 and the vehicle speed target value time-series data 33.

  Next, the operation of the accelerator depression amount controller adjustment unit 52 will be described.

The vehicle speed differentiating unit 521 calculates vehicle speed target value differential value time series data 39 based on the vehicle speed target value time series data 33. Vehicle speed target value derivative value time series data 39 represents a change in the differential value (dV / dt) r of the vehicle speed Vr, time _{0, t i, t i +} 1, a vehicle speed differential value at _{t n (dV / dt) r} 0, _{(dV / dt) r i,} (dV / dt) r i + 1, describes a (dV / dt) _{r n.} The vehicle speed differentiation unit 521 calculates vehicle speed differential value time series data 49 based on the vehicle speed time series data 43. The vehicle speed differential value time-series data 49 represents a change in the differential value (dV / dt) of the vehicle speed V, and the vehicle speed differential values (dV / dt) ₀ and (dV / dt) at time 0, t _i , t _{i + 1} , and t _n . ) _I , (dV / dt) _{i + 1} , (dV / dt) _n are described.

  Similar to the movement distance calculation unit 512, the movement distance calculation unit 522 calculates the movement distance time series data 37 and the movement distance time series data 47.

  FIG. 14 shows a preset accelerator offset evaluation section. The accelerator offset evaluation section is defined as a range of travel distance. The accelerator offset evaluation section corresponds to, for example, the second half of the curve portion of the test course and the straight portion immediately thereafter.

The detection unit 523 detects the moving distance Mr when the differential value of the vehicle speed Vr exceeds the acceleration acceleration threshold Aacth within the accelerator offset evaluation section. For example, when the moving distance Mr is included in the accelerator offset evaluation section between the time t _i and the time t _n , the time t _k2 (t _i <t _k2 <) when the differential value of the velocity Vr first exceeds the acceleration acceleration threshold Aacth. detecting a t _n), for detecting a moving distance _{Mr k2} at time _{t k2.} Furthermore, the detection unit 523 detects the moving distance M and the vehicle speed V when the differential value of the vehicle speed V exceeds the acceleration acceleration threshold Aacth within the accelerator offset evaluation section. For example, when the moving distance M is included in the accelerator offset evaluation section between the time t _i and the time t _n , the time t _l2 (t _i <t _l2 <) when the differential value of the vehicle speed V first exceeds the fast acceleration threshold Aacth. detecting a t _n), for detecting a moving distance _{M l2} and the vehicle speed _{V l2} at time _{t l2.}

Calculator 524 delays the accelerator time based differential of the moving distance _(Mr k2 _{-M l2)} of the vehicle speed _{V l2,} calculates an accelerator time lag ΔTac using the following equation.

  The comparison unit 525 compares the accelerator time delay ΔTac with a preset accelerator offset correction threshold value Tacth.

  The accelerator offset adjustment value output unit 526 outputs + δA as the accelerator offset adjustment value when the accelerator time delay ΔTac is greater than or equal to the accelerator offset correction threshold value Tacth. The accelerator depression amount controller 72A uses the new offset ΔA obtained by adding δA to the old offset ΔA in the next automatic driving control.

  The accelerator offset adjustment value output unit 526 does not output the accelerator offset adjustment value when the accelerator time delay ΔTac is larger than −Tacth and smaller than + Tacth. The accelerator depression amount controller 72A does not adjust the offset ΔA.

  The accelerator offset adjustment value output unit 526 outputs -δA as the accelerator offset adjustment value when the accelerator time delay ΔTac is equal to or less than -Tacth. The accelerator depression amount controller 72A uses the new offset ΔA obtained by subtracting δA from the old offset ΔA in the next automatic driving control.

  The automatic operation and the adjustment of the automatic operation control law are repeated until the accelerator time delay ΔTac is larger than −Tacth and smaller than + Tacth.

  By correcting the offset ΔA using the accelerator depression amount controller adjustment unit 52, the automatic driving control law is adjusted so as to correspond to the depression amount until the beginning of the effect inherent to the accelerator pedal 12B. Therefore, the vehicle 1B can accurately reproduce the travel pattern represented by the vehicle position target value time-series data 32 and the vehicle speed target value time-series data 33.

  Next, the operation of the brake depression amount controller adjustment unit 53 will be described.

  Similar to the vehicle speed differentiator 521, the vehicle speed differentiator 531 calculates the vehicle speed target value differential value time series data 39 and the vehicle speed differential value time series data 49.

  Similar to the movement distance calculation unit 512, the movement distance calculation unit 532 calculates the movement distance time series data 37 and the movement distance time series data 47.

  FIG. 15 shows a preset brake offset evaluation section. The brake offset evaluation section is defined as a moving distance range. The brake offset evaluation section corresponds to, for example, a straight line portion immediately before the curve portion of the test course.

The detection unit 533 detects the movement distance Mr when the differential value of the vehicle speed Vr exceeds the deceleration acceleration threshold Abkth within the brake offset evaluation section. For example, when the moving distance Mr is included in the brake offset evaluation section between the time t _i and the time t _n , the time t _k3 (t _i <t _k3 <) where the differential value of the speed Vr first exceeds the deceleration acceleration threshold Abkth. detecting a t _n), for detecting a moving distance _{Mr k3} at time _{t k3.} Further, the detection unit 533 detects the movement distance M and the vehicle speed V when the differential value of the vehicle speed V exceeds the deceleration acceleration threshold Abkth within the brake offset evaluation section. For example, if the moving distance M between the time point _{t n} from the time _{t i} is included in the brake offset estimation interval, time _t l3 the differential value of the vehicle speed V exceeds the first deceleration speed threshold Abkth _(t i _{<t l3 <} detecting a t _n), for detecting a moving distance _{M l3} and the vehicle speed _{V l3} at time _{t l3.}

Calculator 534 delays braking time based differential of the moving distance _(Mr k3 _{-M l3)} of the vehicle speed _{V l3,} to calculate the braking time delay ΔTbk using the following equation.

  The comparison unit 535 compares the brake time delay ΔTbk with a preset brake offset correction threshold value Tbkth.

  The brake offset adjustment value output unit 536 outputs + δB as the brake offset adjustment value when the brake time delay ΔTbk is equal to or greater than the brake offset correction threshold Tbkth. The brake depression amount controller 72B uses the new offset ΔB obtained by adding δB to the old offset ΔB in the automatic operation control from the next time.

  The brake offset adjustment value output unit 536 does not output the brake offset adjustment value when the brake time delay ΔTbk is larger than −Tbkth and smaller than + Tbkth. The brake depression amount controller 72B does not adjust the offset ΔB.

  When the accelerator time delay ΔTbk is −Tbkth or less, the brake offset adjustment value output unit 536 outputs −δB as the brake offset adjustment value. The brake depression amount controller 72B uses the new offset ΔB obtained by subtracting δB from the old offset ΔB in the automatic operation control from the next time.

  The automatic operation and the adjustment of the automatic operation control law are repeated until the brake time delay ΔTbk is larger than −Tbkth and smaller than + Tbkth.

  By correcting the offset ΔB using the brake depression amount controller adjustment unit 53, the automatic operation control law is adjusted so as to correspond to the depression amount until the beginning of the effect inherent to the brake pedal 13B. Therefore, the vehicle 1B can accurately reproduce the travel pattern represented by the vehicle position target value time-series data 32 and the vehicle speed target value time-series data 33.

  The adjustment unit 50 according to the present embodiment preferably includes all of the steering angle controller adjustment unit 51, the accelerator depression amount controller adjustment unit 52, and the brake depression amount controller adjustment unit 53, but the steering angle controller adjustment unit 51, accelerator What is necessary is just to provide at least one selected from the depression amount controller adjustment part 52 and the brake depression amount controller adjustment part 53.

(Second Embodiment)
The adjusting unit 50 according to the second embodiment of the present invention is obtained by adding a steering control gain adjusting unit 54 and a vehicle speed control gain adjusting unit 55 to the adjusting unit 50 according to the first embodiment. The adjustment unit 50 according to the present embodiment includes a steering control gain adjustment unit 54 and a vehicle speed control gain adjustment unit 55 instead of the steering angle controller adjustment unit 51, the accelerator depression amount controller adjustment unit 52, and the brake depression amount controller adjustment unit 53. You may prepare. The adjustment unit 50 according to the present embodiment may include both the steering control gain adjustment unit 54 and the vehicle speed control gain adjustment unit 55, or may include only one of them. The steering control gain adjustment unit 54 and the vehicle speed control gain adjustment unit 55 are realized using, for example, a CPU that operates according to a computer program recorded on a recording medium.

  Referring to FIG. 16, steering control gain adjustment unit 54 outputs gain adjustment value δG61 based on a comparison between unmanned travel data 41 and travel pattern data 31. The gain adjustment value δG61 may take a positive value or a negative value. The steering steering controller 61 uses the new gain G61 obtained by adding the gain adjustment value δG61 to the old gain G61 in the next automatic driving control. Automatic operation and adjustment of the automatic driving control law until the error between the vehicle position target value time-series data 32 and the vehicle speed target value time-series data 33 and the vehicle position time-series data 42 and the vehicle speed time-series data 43 falls within the set range. And repeat.

  The automatic driving control law is adjusted by correcting the gain G61 by the steering control gain adjusting unit 54. Therefore, the vehicle 1B can accurately reproduce the travel pattern represented by the vehicle position target value time-series data 32 and the vehicle speed target value time-series data 33.

  Referring to FIG. 17, vehicle speed control gain adjustment unit 55 outputs gain adjustment value δG71 based on a comparison between unmanned travel data 41 and travel pattern data 31. The gain adjustment value δG71 may take a positive value or a negative value. The vehicle speed controller 71 uses the new gain G71 obtained by adding the gain adjustment value δG71 to the old gain G71 in the next automatic driving control. Automatic operation and adjustment of the automatic driving control law until the error between the vehicle position target value time-series data 32 and the vehicle speed target value time-series data 33 and the vehicle position time-series data 42 and the vehicle speed time-series data 43 falls within the set range. And repeat.

  The automatic driving control law is adjusted by correcting the gain G71 by the vehicle speed control gain adjusting unit 55. Therefore, the vehicle 1B can accurately reproduce the travel pattern represented by the vehicle position target value time-series data 32 and the vehicle speed target value time-series data 33.

(Third embodiment)
The vehicle 1B according to the third embodiment of the present invention is different from the vehicle 1B according to the first embodiment or the second embodiment in the following points, and the other points are the same.

  As illustrated in FIG. 18, the storage unit 30 according to the third embodiment stores inclination data 80 in addition to the traveling pattern data 31 and the unmanned traveling data 41.

  As shown in FIG. 19, the slope data 80 describes a flat section 81 and a slope section 82 of the test course. The vehicle position target value time-series data 32, the steering wheel steering angle time-series data 34, the vehicle position time-series data 42, and the steering wheel steering angle time-series data 44 are flat section traveling data acquired based on traveling in the flat section 81. And slope section travel data acquired based on travel within the slope section 82. During traveling in the inclined section, factors other than the operation of the accelerator pedal and the brake pedal (for example, the inclination of the road surface) greatly affect the vehicle speed of the vehicle 1A and the vehicle 1B.

  Referring to FIG. 18, accelerator depression amount controller adjustment unit 52 outputs accelerator offset adjustment value δA based on flat section travel data and not based on slope section travel data.

  Referring to FIG. 20, the brake depression amount controller adjustment unit 53 outputs the brake offset adjustment value δB based on the flat section travel data and not based on the slope section travel data.

  Referring to FIG. 21, vehicle speed control gain adjustment unit 55 outputs gain adjustment value δG71 based on the flat section travel data and not based on the slope section travel data.

  In the present embodiment, since the automatic driving control law is adjusted without being based on the slope section traveling data, the number of times that the automatic driving and the adjustment of the automatic driving control law are repeated is small.

(Fourth embodiment)
The adjustment unit 50 according to the fourth embodiment of the present invention includes a steering angle controller adjustment unit 51, an accelerator depression amount controller adjustment unit 52, a brake depression amount controller adjustment unit 53, a steering control gain adjustment unit 54, and a vehicle speed control. A travel pattern data adjustment unit 56 is provided instead of the gain adjustment unit 55. The traveling pattern data adjustment unit 56 is realized using, for example, a CPU that operates according to a computer program recorded on a recording medium.

  Referring to FIG. 22, travel pattern data adjustment unit 56 determines vehicle position target value time series data 32 and vehicle speed target value time series of travel pattern data 31 based on a comparison between travel pattern data 31 and unmanned travel data 41. The data 33 is corrected to generate travel pattern data 31-1. The traveling pattern data 31-1 includes vehicle position target value time-series data 32-1 in which the vehicle position target value time-series data 32 is corrected, and vehicle speed target value time-series data 33- in which the vehicle speed target value time-series data 33 is corrected. 1. In the next automatic driving, the driving pattern data 31-1 is used instead of the driving pattern data 31.

  Referring to FIG. 23, unmanned travel data 41-N is acquired in automatic driving using travel pattern data 31-N. Here, N is an arbitrary natural number. The traveling pattern data adjustment unit 56, based on the comparison between the traveling pattern data 31 and the unmanned traveling data 41-N, the vehicle position target value time-series data 32-N and the vehicle speed target value time-series data of the traveling pattern data 31-N. 33-N is corrected to generate travel pattern data 31- (N + 1). In the traveling pattern data 31- (N + 1), the vehicle position target value time-series data 32-N and the vehicle speed target value time-series data 33-N are corrected. Vehicle speed target value time-series data 33- (N + 1) is provided. In the next automatic driving, the running pattern data 31- (N + 1) is used.

  Automatic driving and correction of the running pattern data are repeated until the error between the running pattern data 31 and the unmanned running data 41-N falls within a predetermined range.

  Also in the present embodiment, the vehicle 1B can accurately reproduce the travel pattern represented by the vehicle position target value time-series data 32 and the vehicle speed target value time-series data 33.

  In the above embodiments, the vehicle 1A and the vehicle 1B may be the same vehicle.

FIG. 1 is a block diagram of a vehicle according to a first embodiment of the present invention. FIG. 2 shows the data structure of the running pattern data. FIG. 3 is a block diagram of another vehicle according to the first embodiment. FIG. 4 shows the data structure of unmanned travel data. FIG. 5 is a block diagram illustrating the handle driving system according to the first embodiment. FIG. 6 is an explanatory diagram for explaining the angle α. FIG. 7 is a block diagram showing the pedal drive system according to the first embodiment. FIG. 8 is a block diagram illustrating the steering angle controller adjustment unit according to the first embodiment. FIG. 9 is a block diagram illustrating the accelerator depression amount controller adjustment unit according to the first embodiment. FIG. 10 is a block diagram illustrating a brake depression amount controller adjustment unit according to the first embodiment. FIG. 11 shows travel distance time series data, steering wheel steering angle differential value time series data, and vehicle speed target value differential value time series data. FIG. 12 shows movement distance time series data, steering wheel steering angle differential value time series data, and vehicle speed differential value time series data. FIG. 13 is an explanatory diagram for explaining a method of outputting the steering angle offset adjustment value. FIG. 14 is an explanatory diagram for explaining a method of outputting an accelerator offset adjustment value. FIG. 15 is an explanatory diagram for explaining a method of outputting a brake offset adjustment value. FIG. 16 shows a steering control gain adjustment unit according to the second embodiment of the present invention. FIG. 17 shows a vehicle speed control gain adjusting unit according to the second embodiment. FIG. 18 shows an accelerator depression amount controller adjustment unit according to the third embodiment of the present invention. FIG. 19 is an explanatory diagram for explaining an inclination section and a flat section represented by inclination data. FIG. 20 shows a brake depression amount controller adjustment unit according to the third embodiment. FIG. 21 shows a vehicle speed control gain adjusting unit according to the third embodiment. FIG. 22 shows a travel pattern data adjustment unit according to the fourth embodiment of the present invention. FIG. 23 shows a travel pattern data adjustment unit according to the fourth embodiment.

Explanation of symbols

1A, 1B ... Vehicle 10 ... Automatic driving device 11A, 11B ... Handle 12A, 12B ... Accelerator pedal 13A, 13B ... Brake pedal 14A, 14B ... GPS device 15A, 15B ... Gyro 16A, 16B ... Wheel encoder 17A, 17B ... Steering wheel steering Angle sensors 18A, 18B ... Depression amount sensors 19A, 19B ... Depression amount sensors 20A, 20B ... Vehicle position calculation devices 21A, 21B ... Vehicle speed calculation devices 30A, 30B ... Storage unit 31 ... Traveling pattern data 32 ... Vehicle position target value time series Data 33 ... Vehicle speed target value time series data 34 ... Steering wheel steering angle time series data 35 ... Accelerator pedal depression amount time series data 36 ... Brake pedal depression amount time series data 37 ... Travel distance time series data 38 ... Steering wheel steering angle differential value Series data 39 ... Vehicle speed target value differential value Series data 41 ... Unmanned travel data 42 ... Vehicle position time series data 43 ... Vehicle speed time series data 44 ... Steering wheel steering angle time series data 45 ... Accelerator pedal depression amount time series data 46 ... Brake pedal depression amount time series data 47 ... Travel distance Time series data 48 ... Steering steering angle differential value time series data 49 ... Vehicle speed differential value time series data 50 ... Adjustment section 51 ... Steering angle controller adjustment section 511 ... Steering angle differentiation section 512 ... Travel distance calculation section 513 ... Detection section 514 ... Steering time delay calculation unit 515 ... Comparison unit 516 ... Steering angle offset adjustment value output unit 52 ... Accelerator depression amount controller adjustment unit 521 ... Vehicle speed differentiation unit 522 ... Movement distance calculation unit 523 ... Detection unit 524 ... Acceleration time delay calculation unit 525 ... Comparison unit 526 Accelerator offset adjustment value output unit 53 Brake depression amount Troller adjustment section 531 ... vehicle speed differentiation section 532 ... movement distance calculation section 533 ... detection section 534 ... brake time delay calculation section 535 ... comparison section 536 ... brake offset adjustment value output section 54 ... steering control gain adjustment section 55 ... vehicle speed control gain adjustment Unit 56 ... Traveling pattern data adjustment unit 60 ... Steering wheel drive system 61 ... Steering wheel steering controller 62 ... Steering angle controller 63 ... Servo driver 64 ... Motor 65 ... Steering wheel steering angle sensor 67 ... Steering wheel drive device 70 ... Pedal driving system 71 ... Vehicle speed controller 72A ... accelerator pedal depression amount controller 72B ... brake pedal depression amount controllers 73A, 73B ... servo drivers 74A, 74B ... motors 75A, 75B ... rotation / translation conversion mechanisms 76A, 76B ... depression amount sensors 77A, 77B ... pedals Driving device 80 ... inclination data 81 ... flat section 82 ... inclination section

Claims (12)

A storage unit for storing position target value time-series data, vehicle speed target value time-series data, and steering angle target value time-series data representing a position change of the first vehicle, a vehicle speed change, and a steering wheel steering angle change ;
A position acquisition unit for acquiring the position of the second vehicle;
A vehicle speed acquisition unit for acquiring the vehicle speed of the second vehicle;
A steering wheel drive system for controlling a steering angle of a steering wheel of the second vehicle based on a position target value described by the position target value time-series data and the position;
A pedal drive system that controls the depression amount of the accelerator pedal and the brake pedal of the second vehicle based on the vehicle speed target value described by the vehicle speed target value time-series data and the vehicle speed;
An adjustment unit,
The pedal drive system includes:
A vehicle speed controller for calculating a target depression amount based on the vehicle speed target value and the vehicle speed;
A depression amount sensor for detecting a first depression amount as a depression amount of one of the accelerator pedal and the brake pedal;
A depression amount controller that calculates a depression amount control value based on a difference between the target depression amount and the first depression amount, a pedal gain, and a pedal offset;
A pedal drive device for operating the one based on the depression amount control value,
The storage unit stores position time-series data representing the change in the position and vehicle speed time-series data representing the change in the vehicle speed,
The adjustment unit has a pedal offset adjustment value for adjusting the pedal offset based on the position time series data, the vehicle speed time series data, the position target value time series data, and the vehicle speed target value time series data. Output,
The handle driving system includes :
A steering wheel controller for calculating a target steering angle based on the position target value and the position ;
A steering wheel steering angle sensor for detecting the steering angle ;
A steering angle controller that calculates a steering angle control value based on a difference between the target steering angle and the steering angle, a steering wheel gain, and a steering wheel offset ;
A handle driving device for operating the handle based on the steering angle control value ,
The storage unit stores position time-series data representing a change in the position and steering angle time-series data representing a change in the steering angle ,
The adjustment unit adjusts the steering wheel offset based on the steering angle target value time-series data of the first vehicle, the steering angle time-series data, the position target value time-series data, and the position time-series data. Automatic operation system that outputs the steering wheel offset adjustment value . The storage unit stores inclination data describing an inclination section,
The position time-series data, the vehicle speed time-series data, the position target value time-series data, and the vehicle speed target value time-series data include slope section travel data acquired based on travel in the slope section,
The automatic operation system according to claim 1, wherein the adjustment unit outputs the pedal offset adjustment value without being based on the slope section traveling data. The steering wheel steering controller includes a vector having a past position (Xn-1, Yn-1) of the second vehicle as a start point and a current position (Xn, Yn) of the second vehicle as an end point, and the position (Xn , Yn) and an angle α formed with a vector having the position target value (Xrn, Yrn) to which the second vehicle should be present as an end point is calculated, and the target steering angle is calculated based on the angle α. The automatic driving system according to claim 1 or 2 . When the difference (Vr−V) between the vehicle speed Vr of the first vehicle and the vehicle speed V of the second vehicle is positive, the vehicle speed controller calculates the target depression amount of the accelerator pedal based on the difference (Vr−V). 4. The automatic driving system according to claim 1, wherein when the difference (Vr−V) is negative, the target depression amount of the brake pedal is calculated based on the difference (Vr−V) . The automatic driving system according to any one of claims 1 to 4, wherein the first vehicle and the second vehicle are separate vehicles. The automatic driving system according to any one of claims 1 to 4, wherein the first vehicle and the second vehicle are the same vehicle. A person driving the first vehicle;
Automatically driving the second vehicle based on an automatic driving control law;
Adjusting the automatic driving control law,
The step of driving by the person obtains position target value time-series data, vehicle speed target value time-series data, and steering angle target value time-series data representing the position change, vehicle speed change, and steering wheel steering angle change of the first vehicle. Comprising the steps of
The automatic driving step includes:
Obtaining the position and vehicle speed of the second vehicle;
Controlling the steering angle of the steering wheel of the second vehicle based on the position target value described by the position target value time-series data and the position;
Controlling the amount of depression of an accelerator pedal and a brake pedal of the second vehicle based on a vehicle speed target value described by the vehicle speed target value time-series data and the vehicle speed;
Obtaining position time-series data representing a change in the position, vehicle speed time-series data representing a change in the vehicle speed, and steering angle time-series data representing a change in the steering angle,
The step of controlling the amount of depression is as follows:
Calculating a target depression amount based on the vehicle speed target value and the vehicle speed;
Detecting a first depression amount as a depression amount of one of the accelerator pedal and the brake pedal;
Calculating a depression amount control value based on a difference between the target depression amount and the first depression amount, a pedal gain, and a pedal offset;
Operating the one based on the stepping amount control value,
The step of controlling the steering angle includes :
Calculating a target steering angle based on the position target value and the position ;
Detecting the steering angle ;
Calculating a steering angle control value based on a difference between the target steering angle and the steering angle, a steering wheel gain, and a steering wheel offset ;
Operating the steering wheel based on the steering angle control value ,
The adjusting step includes a pedal offset adjustment value for adjusting the pedal offset based on the position time series data, the vehicle speed time series data, the position target value time series data, and the vehicle speed target value time series data. A step of outputting
Outputting a steering wheel offset adjustment value for adjusting the steering wheel offset based on the steering angle target value time series data, the steering angle time series data, the position target value time series data, and the position time series data; And automatic driving method. The position time-series data, the vehicle speed time-series data, the position target value time-series data, and the vehicle speed target value time-series data include slope section travel data acquired based on travel in the slope section,
The automatic driving method according to claim 7, wherein, in the outputting step, the pedal offset adjustment value is output without being based on the slope section traveling data. The step of calculating the target steering angle includes a vector having a past position (Xn-1, Yn-1) of the second vehicle as a start point and a current position (Xn, Yn) of the second vehicle as an end point; An angle α formed with a vector having the position (Xn, Yn) as a start point and the position target value (Xrn, Yrn) to which the second vehicle should be present as an end point is calculated, and based on the angle α, the target The automatic driving method according to claim 7 or 8, wherein the steering angle is calculated . The step of calculating the target depression amount is performed when the difference (Vr−V) between the vehicle speed Vr of the first vehicle and the vehicle speed V of the second vehicle is positive, based on the difference (Vr−V). The automatic driving method according to any one of 7 to 9, wherein a target depression amount is calculated, and when the difference (Vr-V) is negative, the target depression amount of the brake pedal is calculated based on the difference (Vr-V). . The automatic driving method according to any one of claims 7 to 10, wherein the first vehicle and the second vehicle are separate vehicles. The automatic driving method according to any one of claims 7 to 10, wherein the first vehicle and the second vehicle are the same vehicle.

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