JP7064001B2 - Vehicle control unit - Google Patents

Description

The present invention relates to a vehicle control device.

Currently, technologies for automatically driving vehicles are being actively developed. In automatic driving control, route information that a vehicle (own vehicle) should travel is generated with high accuracy including its traveling lane, and the vehicle is automatically driven to a destination according to the route information (for example, Patent Document 1). reference). As an example, high-precision route information can be generated by receiving rough route information from a navigation system and data-matching the rough route information with high-precision map data. Further, the vehicle's own vehicle position is estimated according to sensor information such as a gyro sensor, and the estimated own vehicle position is provided to the automatic driving ECU together with route information to be used for automatic driving control.

However, the gyro sensor generally also has an offset, and even when the angular velocity is zero, the sensor outputs an output voltage of a certain magnitude. The amount of the offset is a value unique to each sensor, and its magnitude varies depending on the temperature.

In particular, when highly accurate vehicle position estimation is required, it is necessary to integrate the angular velocity to calculate the vehicle orientation. Therefore, it is necessary to specify the size of the offset with high accuracy. However, in order to acquire offset information over the entire temperature range of the vehicle's usage environment, a constant temperature bath is prepared, the environmental temperature is set over a wide range, and then the sensor offset is measured by the ECU equipped with the sensor. And you need to get that data. Such a process is very time consuming and costly.

International Publication No. 2016/042978

An object of the present invention is to provide a vehicle control device capable of reducing the time and cost required for an inspection process.

In order to solve the above problems, the vehicle control device according to the present invention includes a GNSS receiver that acquires information on the position of the vehicle, a sensor that detects the speed, angular speed, and acceleration of the vehicle, and a sensor that stores unique information. The GNSS receiver and the own vehicle position estimation unit that estimates the position of the vehicle based on the output of the sensor are provided, and the own vehicle position estimation unit acquires the unique information from the sensor and is unique to the sensor. It is further provided with a temperature characteristic learning unit that acquires a temperature characteristic parameter and learns the temperature characteristic based on the temperature characteristic parameter, and is configured to correct the position based on the learned temperature characteristic. ..

According to the present invention, it is possible to provide a vehicle control device capable of reducing the time and cost required for the inspection process.

It is a block diagram explaining the structure of the vehicle control device which concerns on 1st Embodiment. It is a schematic diagram explaining the effect of the 1st Embodiment. It is a schematic diagram explaining the operation of the vehicle control device which concerns on 2nd Embodiment. It is a flowchart explaining the operation of the vehicle control device which concerns on 2nd Embodiment. It is a block diagram explaining the structure of the vehicle control device which concerns on 3rd Embodiment. It is a schematic diagram explaining the operation of the vehicle control device which concerns on 3rd Embodiment. It is a flowchart explaining the operation of the vehicle control device which concerns on 4th Embodiment.

Hereinafter, the present embodiment will be described with reference to the accompanying drawings. In the attached drawings, functionally the same elements may be displayed with the same number. The accompanying drawings show embodiments and implementation examples in accordance with the principles of the present disclosure, but these are for the purpose of understanding the present disclosure and are never used for the limited interpretation of the present disclosure. is not. The description of the present specification is merely a typical example, and does not limit the scope of claims or application examples of the present disclosure in any sense.

In this embodiment, the description is given in sufficient detail for those skilled in the art to implement the present disclosure, but other implementations and embodiments are also possible and do not deviate from the scope and spirit of the technical idea of the present disclosure. It is necessary to understand that it is possible to change the structure and structure and replace various elements. Therefore, the following description should not be construed as limited to this.

[First Embodiment]
FIG. 1 is a block diagram illustrating a configuration of a vehicle control device according to the first embodiment. This vehicle control device includes a high-precision map ECU 10, an automatic driving ECU 20 that controls various controls related to automatic driving, and a communication module 30. The high-precision map ECU 10 is an arithmetic control unit that is mounted on a vehicle (not shown) that is the target of automatic driving and functions as a route generation device that generates information about the route.

The high-precision map ECU 10 and the automatic operation ECU 20 can be connected, for example, by Ethernet (Ethernet, a registered trademark), which is a well-known communication standard. Further, the automatic operation ECU 20 and the communication module 30 can be connected to an external device (not shown) by a communication standard such as CAN, LIN, MOST, FlexRay, or a combination thereof. The communication standards listed are examples and are not limited thereto.

The automatic operation ECU 20 outputs IVI (In-Vehicle Infotainment) route information for automatic operation to the high-precision map ECU 10, and is generated in the high-precision map ECU 10 based on the IVI route information and high-precision map data. It is a control unit that executes automatic operation control using more detailed route information. The IVI route information is generated in a navigation system (not shown) mounted on the vehicle and includes information on the latitude and longitude of a plurality of points along the route between the current location and the destination.

As an example, the high-precision map ECU 10 includes a gyro / acceleration sensor 11, a GNSS receiver 12, a wheel speed sensor 13, a map update unit 14, a high-precision map data storage unit 15, a vehicle position estimation unit 16, and the vehicle position estimation unit 16. A map information output unit 17 and a route information conversion unit 18 are included. The gyro / acceleration sensor 11, the GNSS receiver 12, and the wheel speed sensor 13 may be provided outside the high-precision map ECU 10.

The gyro / acceleration sensor 11 is a detector that measures the angular velocity and acceleration of the vehicle. The gyro / acceleration sensor 11 includes a temperature sensor 11A and a characteristic parameter storage unit 11B for storing temperature characteristic parameters. The gyro / acceleration sensor 11 can output an output signal related to angular velocity, an output signal related to acceleration, and an output signal of the temperature sensor 11A. The temperature characteristic parameter is, for example, a parameter related to the offset of the gyro / acceleration sensor 11. The offset has a temperature-dependent characteristic, and the parameters related to the offset stored here also include data indicating the relationship between the temperature and the offset value. The temperature sensor 11A may be mounted inside the gyro / acceleration sensor 11, or may be mounted outside the gyro / acceleration sensor 11 as long as the operating temperature of the gyro / acceleration sensor 11 can be read. May be good.

The GNSS receiver 12 is a receiver that acquires the absolute position coordinates of the vehicle from the GNSS system. The wheel speed sensor 13 is a sensor that detects the rotational speed of the wheels of the vehicle and / or the speed of the vehicle.
The map update unit 14 receives the update data of the high-precision map from the outside via the communication module 30, and updates the high-precision map data. The high-precision map data storage unit 15 is a data holding unit that stores updated high-precision map data.

The own vehicle position estimation unit 16 (locator) estimates the current absolute position of the vehicle based on the absolute position coordinates of the vehicle acquired by the GNSS receiver 12, and also estimates the angular velocity and acceleration acquired by the gyro / acceleration sensor 11 and the wheels. Using the vehicle speed information or the like acquired by the speed sensor 13, the relative position of the vehicle is estimated with reference to the absolute position coordinates. Then, the own vehicle position estimation unit 16 executes a map matching process for correcting the calculated vehicle position using the high-precision map data stored in the high-precision map data storage unit 15, and corrects the vehicle position. It is output to the map information output unit 17 and the automatic driving ECU 20 together with the direction of the vehicle and the detection information of the sensor. The own vehicle position estimation unit 16 also receives vehicle information about the vehicle to be automatically driven and image pickup information (camera recognition result) taken by a camera mounted on the vehicle from the automatic driving ECU 20 to estimate the relative position. It can also be used for.

The own vehicle position estimation unit 16 has a position / orientation estimation unit 161, a temperature characteristic learning unit 162, a driving road identification unit 163, and a lane determination unit 164 inside.

The position / orientation estimation unit 161 estimates the relative position and orientation of the vehicle based on the output of the gyro / acceleration sensor 11 with reference to the absolute position coordinates calculated based on the GNSS receiver 12. The temperature characteristic learning unit 162 has a function of taking in the temperature characteristic parameters stored in the gyro / acceleration sensor 11 and learning the temperature characteristics. Based on the learned temperature characteristics, the position of the vehicle is corrected in the position / orientation estimation unit 161.

The road identification unit 163 is based on the recognition results of the vehicle's relative position and direction data estimated by the position / orientation estimation unit 161, high-precision map data, the camera mounted on the vehicle, the radar sonar, the beacon, and the like. It has a function to identify the road on which the vehicle is traveling. The lane determination unit 164 has a function of specifying which of the plurality of lanes in the specified road the vehicle is traveling.

The map information output unit 17 has high-precision map data read from the high-precision map data storage unit 15, relative positions of the vehicle estimated by the own vehicle position estimation unit 16, and details obtained by the route information conversion unit 18. According to the route information, high-precision map information for automatic operation is generated and output to the automatic operation ECU 20. High-precision map information for autonomous driving includes, for example, vehicle position (own vehicle position), lane information, signboard / sign information, curve information, gradient information, and the like.

The route information conversion unit 18 is between the IVI route information (first route information) acquired from the automatic operation ECU 20 and the link / node data included in the high-precision map data obtained from the high-precision map data storage unit 15. Data matching is performed in the above, and according to the result, detailed route information (second route information), which is more accurate route information than IVI route information, is generated and output to the automatic operation ECU 20. The route information conversion unit 18 also acquires information on the position of the vehicle from the own vehicle position estimation unit 16 and reflects the information on the position of the vehicle in the detailed route information.

The effect of this first embodiment will be described with reference to FIG. The manufacturing process of the conventional vehicle control device is shown in the upper row, and the manufacturing process of the first embodiment is shown in the lower row.
In the conventional vehicle control device, the gyro / acceleration sensor 11 is manufactured by the sensor vendor, a screening process for inspecting whether or not it has a certain temperature characteristic is executed, and sensors that do not meet the criteria are excluded as nonconforming products. Will be discarded.

After that, the gyro / acceleration sensor 11 is shipped to the ECU vendor. The gyro / acceleration sensor 11 is mounted on the high-precision map ECU 10. After the assembly of the high-precision map ECU 10 is completed, the high-precision map ECU 10 is put into a constant temperature bath. The temperature of the constant temperature bath is controlled over the entire range of the operating environment temperature of the vehicle (for example, −40 ° C. to 85 ° C.), and the output signals of the gyro / acceleration sensor 11 at a plurality of temperatures are detected. Based on this detection result, the temperature characteristics of the gyro / acceleration sensor 11 are specified and written in the high-precision map ECU 10.

As described above, in the conventional manufacturing process of the vehicle control device, it is necessary to put the high-precision map ECU 10 after assembly into a constant temperature bath and measure the temperature characteristics in a situation where various temperatures are set, so that the measurement time is long. Therefore, there is a problem that the inspection cost is high.

On the other hand, in the first embodiment, the temperature characteristic parameter is stored in advance (at the stage of the sensor manufacturing process in the sensor vendor) in the characteristic parameter storage unit of the gyro / acceleration sensor 11. This temperature characteristic parameter is, for example, information regarding the offset of the sensor, and is a parameter indicating the relationship between the temperature and the offset value. This temperature characteristic parameter is acquired as data over the entire range of the operating environment temperature of the vehicle.
The own vehicle position estimation unit 16 in the high-precision map ECU 10 has a temperature characteristic learning unit 162. After manufacturing (assembling) the high-precision map ECU 10, the temperature characteristic learning unit 162 reads out the temperature characteristic parameter from the gyro / acceleration sensor 11, applies a predetermined data conversion to the temperature characteristic parameter, and learns it as the temperature characteristic.

As described above, in the first embodiment, the temperature characteristics can be reflected by incorporating the temperature characteristic parameters of the gyro / acceleration sensor 11 into the high-precision map ECU 10, so that a long-time inspection by a constant temperature bath is unnecessary. As a result, the time and cost required for the inspection process can be reduced.

[Second Embodiment]
Next, the vehicle control device according to the second embodiment will be described with reference to FIG. The second embodiment has the same overall configuration and basic operation (FIGS. 1 and 2) as the first embodiment, but incorporates the characteristic parameters of the gyro / acceleration sensor 11 and the temperature based on the characteristics parameters. The procedure for learning the characteristics is different from the first embodiment.

In the second embodiment, as shown in FIG. 3, the difference ΔV (Ti) between the temperature characteristic parameter C1 stored in the gyro / acceleration sensor 11 and the actual offset is determined, and based on the difference. , The necessity of correction of the temperature characteristic parameter is determined. Based on the difference, it is also determined whether or not the gyro / acceleration sensor 11 needs to be replaced. In this determination, the high-precision map ECU 10 (gyro / acceleration sensor 11) sets a plurality of temperatures in a simple constant temperature bath, and the temperature characteristics at the plurality of temperatures are acquired. Although it is necessary to set the temperature, the number of set temperatures can be reduced as compared with the conventional case, so that the measurement time can be shortened and the cost can be reduced. The number of set temperatures may be sufficient as long as it is sufficient for correction, and can be set to 3 to 4 points as an example.
If it is determined that correction is necessary, the temperature characteristic parameter is corrected based on the difference ΔV (Ti) and other values calculated based on the difference ΔV (Ti), and the corrected parameter is adjusted according to the corrected parameter. The temperature characteristic learning unit 162 learns the temperature characteristics. If the difference ΔV (Ti) is larger than a predetermined value, it is determined that the gyro / acceleration sensor 11 is defective, and it is determined that the gyro / acceleration sensor 11 needs to be replaced.

An example of the operation of the second embodiment will be described with reference to the flowchart of FIG.
When the assembly of the high-precision map ECU 10 including the mounting of the gyro / acceleration sensor 11 is completed, the temperature characteristic parameters stored in the gyro / acceleration sensor 11 are taken in and acquired by the own vehicle position estimation unit 16 (S11). ). Then, after setting the temperature T of the constant temperature bath to a predetermined temperature Ti (S12), the output signal Sg (Ti) of the gyro / acceleration sensor 11 in the state of the temperature Ti is received (S13). Then, the difference ΔV (Ti) between the obtained output signal Sg (Ti) and the temperature characteristic parameter C1 is acquired (S14). The steps S12 to S14 are repeatedly executed for a plurality of temperature Tis (S15, S16).

When a plurality of differences ΔV (Ti) (i = 1 to n) are obtained in this way, the mean value Σ | ΔV (Ti) | / n of the absolute values is calculated, and the mean value of the absolute values and the threshold Th1 (provided that this is the case). , Th1> 0), and the magnitude is determined (S17). When it is determined that the average value of the absolute values is equal to or greater than the threshold value Th1, the gyro / acceleration sensor 11 is regarded as defective and its replacement is urged (S19). On the other hand, when it is determined that the average value of the absolute values is less than the threshold value Th1, the temperature characteristic parameter is corrected based on the average value of the difference ΔV (Ti) (i = 1 to n) (S18). ), The temperature characteristic learning unit 162 learns the temperature characteristic based on the corrected temperature characteristic parameter.

As described above, according to the second embodiment, the temperature characteristics are reflected by incorporating the temperature characteristic parameters of the gyro / acceleration sensor 11 into the high-precision map ECU 10 side as in the first embodiment. be able to. By comparing the temperature characteristic parameter with the output signal of the gyro / acceleration sensor 11 obtained by setting the temperature in a simple constant temperature bath, the temperature characteristic parameter can be corrected and then taken in. A temperature setting means such as a simple constant temperature bath is required, but instead, the temperature characteristic parameter of the gyro / acceleration sensor 11 can be corrected. Therefore, according to the second embodiment, it is possible to reduce the time and cost required for the inspection step as in the first embodiment, and the temperature can be reduced with higher accuracy than in the first embodiment. It becomes possible to make corrections based on characteristic parameters.

[Third Embodiment]
Next, the vehicle control device according to the third embodiment will be described with reference to FIGS. 5 to 6. In the above-described embodiment, the gyro / acceleration sensor 11 stores the temperature characteristic parameter in the characteristic parameter storage unit, and the temperature characteristic parameter is used for learning the temperature characteristic in the temperature characteristic learning unit 162 of the high-precision map ECU 10. Be done. On the other hand, in the vehicle control device of the third embodiment, as shown in FIG. 5, the gyro / acceleration sensor 11 does not have the characteristic parameter storage unit 11B, but instead has sensor-specific information. It has a unique information storage unit 11C that stores unique information (for example, a serial number (identification number), etc.). In other words, in the above-described embodiment, the gyro / acceleration sensor 11 stores the temperature characteristic parameter as unique information, whereas in the third embodiment, the information (serial number) that identifies the sensor is stored. Etc.), and stores the unique information associated with the temperature characteristic parameter.

In the case of this third embodiment, the temperature characteristic parameters are supplied from the sensor vendor to the ECU vendor by the system shown in FIG. The server installed on the ECU vendor side receives the serial number information from the transmission / reception unit 19 (FIG. 5) of the gyro / acceleration sensor 11 mounted on the high-precision map ECU 10, and sends this to the sensor vendor via the network NW. It sends to a server installed on the side and requests the transmission of the temperature characteristic parameter obtained for the gyro / acceleration sensor 11 of the serial number.

The server on the sensor vendor side has a database of paired data of the serial number of the shipped gyro / acceleration sensor 11 and the temperature characteristic parameter of the sensor. The server on the sensor vendor side refers to the database based on the serial number received from the server on the ECU vendor side, and transmits the value of the corresponding temperature characteristic parameter to the server on the ECU vendor side. The server on the ECU vendor side inputs the received temperature characteristic parameter to the temperature characteristic learning unit 162 in the high-precision map ECU 10.

As described above, according to the third embodiment, the information of the temperature characteristic parameter of the gyro / acceleration sensor 11 can be acquired based on the unique information (serial number or the like) stored in the gyro / acceleration sensor 11. As a result, the same effect as that of the above-described embodiment can be obtained. Temperature characteristic parameters are highly confidential information and should be strictly controlled. In the third embodiment, only the serial number is stored in the gyro / accelerometer 11, the temperature characteristic parameter is not stored in the gyro / accelerometer 11, and instead the sensor vendor is based on the serial number. It is provided from the server on the side to the server on the ECU vendor side via the network. Therefore, according to this third embodiment, the same effect as that of the above-described embodiment can be obtained while ensuring the confidentiality of the temperature characteristic parameter.

[Fourth Embodiment]
Next, the vehicle control device according to the fourth embodiment will be described with reference to FIG. 7. The fourth embodiment is the same as the above-described embodiment in the overall configuration and basic operation, but is different from the above-mentioned embodiment in the following points.
In the above-described embodiment, the temperature characteristic parameters stored in the gyro / acceleration sensor 11 or other places are taken into the temperature characteristic learning unit 162 to learn the temperature characteristics. In the fourth embodiment, the learning of the temperature characteristics is not limited to after the manufacture of the high-precision map ECU 10, but is periodically, irregularly, or by the user in response to changes in the characteristics of the gyro / acceleration sensor 11 over time. It is supposed to be executable according to the instruction.

The operation of the fourth embodiment (correction of the temperature characteristic parameter corresponding to the change with time) will be described with reference to the flowchart of FIG. 7.
Similar to the above-described embodiment, after the high-precision map ECU 10 is manufactured, the temperature characteristic parameter is taken into the temperature characteristic learning unit 162 from the gyro / acceleration sensor 11, and the temperature characteristic learning unit 162 is made to learn the temperature characteristic. After that, the high-precision map ECU 10 is mounted on the vehicle to be used together with the automatic driving ECU 20 and the like. After that, the procedure of FIG. 7 is executed periodically, irregularly, or in response to a user's command in response to changes in the characteristics of the gyro / acceleration sensor 11 over time.

When correcting the temperature characteristic parameters after mounting the high-precision map ECU 10 on the vehicle, first of all, whether or not the vehicle is in a stopped state or another operating state where acceleration is not applied (for example, constant speed straight running). Confirmed (S21). The stopped state of the vehicle can be confirmed, for example, by detecting whether or not the shift lever of the vehicle is in the "P" (parking) state. In addition, the stop of the vehicle can be confirmed based on the output of the wheel speed sensor 13, the recognition result of the camera mounted on the vehicle, and the output of other detection means.

When the stop of the vehicle is confirmed, the output signal Sg is received from the gyro / acceleration sensor 11 (S22), and the difference ΔV between the output signal Sg and the temperature characteristic parameter is obtained (S23). Then, the absolute value | ΔV | of this difference is compared with the threshold value Th2 (S24), and if the former is greater than or equal to the latter (Th2 ≦ | ΔV |), the temperature characteristic parameter is corrected (S25). If the absolute value | ΔV | of the difference is less than the threshold value Th2, no correction is performed. The method of correction may be the same as the correction of the temperature characteristic parameter after the high-precision map ECU 10 is mounted on the vehicle.

As described above, according to the fourth embodiment, the correction of the temperature characteristic parameter is performed not only immediately after the assembly of the high-precision map ECU 10, but also periodically, irregularly, or by the user in response to the change with time. It can be executed as appropriate according to the instruction. Therefore, it becomes possible to incorporate more accurate temperature characteristic parameters corresponding to changes over time.

The present invention is not limited to the above embodiment, and includes various modifications. For example, the above-described embodiment has been described in detail in order to explain the present invention in an easy-to-understand manner, and is not necessarily limited to the one including all the described configurations. Further, it is possible to replace a part of the configuration of one embodiment with the configuration of another embodiment, and it is also possible to add the configuration of another embodiment to the configuration of one embodiment. Further, it is possible to add / delete / replace a part of the configuration of each embodiment with another configuration.

Each of the above configurations, functions, processing units, processing means, and the like may be realized by hardware, for example, by designing a part or all of them by an integrated circuit. Further, each of the above configurations, functions, and the like may be realized by software by the processor interpreting and executing a program that realizes each function. Information such as programs, tables, and files that realize each function can be placed in a memory, a hard disk, a recording device such as an SSD (Solid State Drive), or a recording medium such as an IC card or an SD card. In addition, the control lines and information lines indicate what is considered necessary for explanation, and do not necessarily indicate all the control lines and information lines in the product. In practice, it can be considered that almost all configurations are interconnected.

10 ... High-precision map ECU, 20 ... Automatic operation ECU, 30 ... Communication module, 11 ... Gyro / acceleration sensor, 11A ... Temperature sensor, 11B ... Characteristic parameter storage unit, 11C ... Unique information storage unit, 12 ... GNSS receiver, 13 ... Wheel speed sensor, 14 ... Map update unit, 15 ... High-precision map data storage unit, 16 ... Own vehicle position estimation unit, 17 ... Map information output unit, 18 ... Route information conversion unit, 161 ... Position orientation estimation unit, 162 ... Temperature characteristic learning unit, 163 ... Driving road identification unit, 164 ... Lane determination unit.

Claims (4)

A GNSS receiver that obtains information about the position of the vehicle,
A sensor that detects the speed, angular velocity, and acceleration of the vehicle and stores unique information.
A vehicle position estimation unit that estimates the position of the vehicle based on the output of the GNSS receiver and the sensor.
A transmission / reception unit that transmits the unique information to the outside and receives temperature characteristic parameters unique to the sensor corresponding to the unique information from the outside.
Equipped with
The own vehicle position estimation unit further includes a temperature characteristic learning unit that acquires the unique information , acquires the temperature characteristic parameter, and learns the temperature characteristic based on the temperature characteristic parameter. It is configured to correct the position based on the temperature characteristics.
The unique information is a vehicle control device including a unique identification number for each sensor . The temperature characteristic parameter includes a parameter relating to the temperature characteristic of the offset of the sensor.
The vehicle control device according to claim 1, wherein the temperature characteristic includes the entire range of the operating environment temperature of the vehicle. The own vehicle position estimation unit acquires the output signal of the sensor with the temperature of the sensor set to a predetermined value, and corrects the temperature characteristic parameter according to the comparison result between the output signal and the temperature characteristic parameter. The vehicle control device according to claim 1, which is configured as described above. The own vehicle position estimation unit takes in the output of the sensor while the vehicle is stopped, and corrects the temperature characteristic parameter based on the difference between the output of the sensor and the temperature characteristic parameter. The vehicle control device described in.

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