JP7212538B2 - steering control system, steering system, vehicle, steering control method and program - Google Patents

Description

The present invention relates to a steering control system, a steering system, a vehicle, a steering control method, and a program.

As a steering method in the new transportation system, guide rails are installed along the track like AGT (Automated Guideway Transit), and the vehicle runs by pressing the guide wheels against the guide rails. There is a way. By pushing the guide wheels against the guide rails, the vehicle travels along the guide rails, that is, along the track.
In this way, in the method in which the vehicle travels by pressing the guide wheels against the guide rails, the unevenness of the surface of the guide rails may cause the vehicle to roll, resulting in a decrease in ride comfort.

On the other hand, in the traffic system described in Patent Document 1, a passive steering section and an active steering section are provided, and in the active steering section, the vehicle travels on the track by steering itself. In the active steering section, the vehicle measures the lateral displacement of the vehicle with a displacement sensor, and operates the steering link mechanism so that the left and right gaps are always constant. In the active steering section, there is no need to press the guide wheels against the guide rails, so that the vehicle can be prevented from rolling due to irregularities on the surface of the guide rails.

Further, the steering device for a track non-contact vehicle described in Patent Document 2 performs machine learning using a neural network, a genetic algorithm, or the like, and calculates a target steering angle using the results of the machine learning.

WO2013/094336 WO2004/040391

When the vehicle is automatically steered without pushing the guide wheels against the guide rails, if the direction of travel is repeatedly changed due to overshooting of the steering, the vehicle will sway due to repeated changes of direction of travel, resulting in poor ride comfort. end up On the other hand, if the feedback control gain is made smaller, it is possible to reduce the number of repetitions of changing the traveling direction, but the deviation from the planned traveling route increases and the width of the track needs to be increased. It leads to an increase in equipment costs.
When the vehicle is automatically steered, it is desirable to be able to both reduce the rolling of the vehicle and reduce the deviation from the planned travel route.

The present invention provides a steering control system, a steering system, a vehicle, a steering control method, and a steering control system that can reduce both the rolling of the vehicle and the reduction of deviation from a planned travel route when the vehicle automatically steers. Offer a program.

According to a first aspect of the present invention, a steering control system includes: a deviation amount detection unit that detects a deviation amount of a vehicle traveling on a track from a reference running route of the vehicle in the width direction of the track; and a frequency filter that removes or reduces the vibration of the natural frequency of the vehicle is applied to the steering command value in the feedback control to detect the deviation amount and the lateral vibration amount. a feedback control unit that feedback-controls the steering of the vehicle so as to minimize the amount of shaking.

a storage unit for storing steering pattern information indicating a steering command value for each kilometerage of the vehicle; a kilometerage detection unit for detecting the kilometerage of the vehicle; and the steering pattern for each kilometerage detected by the kilometerage detection unit. and a feedforward control unit that outputs a steering command value associated with the information.

The storage unit stores steering pattern information for each load of the vehicle. Alternatively, the steering command value associated with the steering pattern information may be output.

The feedback control unit may use the frequency filter that removes or reduces vibration of a predetermined frequency determined as a frequency likely to affect ride comfort.

According to a second aspect of the present invention, a steering system includes a vehicle and a vehicle control device, wherein the vehicle detects deviation of a vehicle traveling on a track from a reference travel route of the vehicle in the width direction of the track. and a rolling amount detecting section for detecting the amount of rolling of the vehicle. A feedback control unit is provided for feedback-controlling the steering of the vehicle so as to minimize the amount of deviation and the amount of rolling by applying a frequency filter that removes or reduces vibration .

According to the third aspect of the present invention, a vehicle includes: a deviation amount detection unit that detects a deviation amount of a vehicle traveling on a track from a reference running route of the vehicle in the width direction of the track; A rolling amount detection unit that detects the amount of rolling , and a frequency filter that removes or reduces the vibration of the natural frequency of the vehicle is applied to the steering command value in feedback control to detect the amount of deviation and the amount of rolling. a feedback control unit that feedback-controls the steering of the vehicle so as to minimize .

An actuator that operates according to the feedback control of the feedback control section and that is provided with a first-order lag element with respect to the steering command value may be provided.

According to a fourth aspect of the present invention, a steering control method includes detecting a deviation amount of a vehicle traveling on a track from a reference travel route of the vehicle in the width direction of the track; and applying a frequency filter that removes or reduces the vibration of the natural frequency of the vehicle to the steering command value in feedback control to minimize the amount of deviation and the amount of rolling. and feedback-controlling the running direction of the vehicle.

According to a fifth aspect of the present invention, the program acquires information on a deviation amount of a vehicle traveling on a track from a reference travel route of the vehicle in the width direction of the track; and applying a frequency filter that removes or reduces the vibration of the natural frequency of the vehicle to the steering command value in feedback control to obtain the amount of deviation and the amount of rolling. and feedback-controlling the running direction of the vehicle so as to minimize .

According to the steering control system, steering system, vehicle, steering control method, and program described above, when the vehicle is automatically steered, it is possible to reduce both the rolling of the vehicle and the deviation from the planned travel route. be able to.

1 is a schematic block diagram showing the functional configuration of a vehicle according to a first embodiment; FIG. It is a figure which shows the example of the installation position of the distance sensor in the vehicle which concerns on 1st embodiment. FIG. 4 is a block diagram showing an example of vehicle steering control performed by a control unit according to the first embodiment; It is a schematic block diagram showing the device configuration of a steering system according to a second embodiment. It is a schematic block diagram which shows the functional structure of the vehicle control server apparatus which concerns on 2nd embodiment. It is a schematic block diagram which shows the functional structure of the vehicle which concerns on 2nd embodiment. FIG. 11 is a block diagram showing an example of vehicle steering control performed by a control unit according to the third embodiment. It is a figure which shows the example of a structure of the vehicle used for the simulation which concerns on 3rd embodiment. FIG. 11 is a diagram showing an example of a vehicle trajectory in a simulation according to the third embodiment; FIG. 11 is a diagram showing an example of steering angles obtained by simulation according to the third embodiment; FIG. 11 is a diagram showing an example of lateral displacement obtained by simulation according to the third embodiment; FIG. 10 is a diagram showing an example of the amount of lateral vibration obtained by simulation according to the third embodiment; FIG. 11 is a diagram showing an example of arrangement of actuators in a vehicle according to a fourth embodiment; FIG.

Embodiments of the present invention will be described below, but the following embodiments do not limit the invention according to the claims. Also, not all combinations of features described in the embodiments are essential for the solution of the invention.

<First Embodiment>
FIG. 1 is a schematic block diagram showing the functional configuration of a vehicle 100 according to the first embodiment. As shown in FIG. 1, the vehicle 100 includes a deviation amount detection unit 110, a rolling amount detection unit 120, a kilometer range detection unit 130, a load detection unit 140, a steering unit 150, a storage unit 180, and a control unit. and a section 190 . The controller 190 includes a feedforward controller 191 and a feedback controller 192 .

The vehicle 100 has running tires, guide wheels and branch wheels, and can run as a vehicle of AGT (Automated Guideway Transit). However, the vehicle 100 differs from a general AGT vehicle in that it can autonomously steer and travel without using guide rails and branch rails. The steering referred to here is to control the traveling direction of a moving object such as the traveling direction of a vehicle.

The deviation amount detection unit 110 detects the deviation amount of the position of the vehicle 100 on the track in the lateral direction (the width direction of the track) from the reference travel route. The track referred to here is an area in which the vehicle 100 can travel. For example, when left and right guide rails are installed on the road surface and the vehicle 100 can travel between the left and right guide rails, the area between the left and right guide rails corresponds to an example of the track.
The reference travel route referred to here is a route set in advance as the travel route of the vehicle 100 within the range of the track.
Hereinafter, the deviation amount of the lateral position of the vehicle 100 on the track from the reference travel route is referred to as the lateral deviation amount of the vehicle 100 .

For example, when the reference travel route is set to a route passing through the center of the track, the deviation amount detection unit 110 may include distance sensors installed on the left and right sides of the vehicle. Then, the deviation amount detection unit 110 may detect the difference between the distance from the vehicle 100 to the left end of the track and the distance from the vehicle 100 to the right end of the track as the deviation amount. An example of the installation position of the distance sensor of the shift amount detection unit 110 in this case will be described with reference to FIG.

FIG. 2 is a diagram showing an example of installation positions of distance sensors in vehicle 100. As shown in FIG.
As shown in FIG. 2, the vehicle 100 includes a vehicle body 210, a front running tire 221, a rear running tire 222, a support 231, and a guide wheel 232 in addition to the components described with reference to FIG. , a branch wheel 233, a distance sensor 111 configured as part of the shift amount detection unit 110 (FIG. 1), a front side acceleration sensor 241 configured as part of the roll amount detection unit 120 (FIG. 1), and a rear and a side acceleration sensor 242 .

Also shown in FIG. 2 is track 900 , and road surface 910 and sidewalls 920 are shown as part of track 900 . FIG. 2 shows an example of an autonomous travel section in which the vehicle 100 itself travels, and the track 900 does not include guide rails and branch rails. The vehicle 100 and facilities for the vehicle 100 to travel, such as the track 900, are collectively referred to as a transportation system.
Further, the running direction of the vehicle 100 in the example of FIG. 2 is indicated by an arrow A11. The front, rear, left, and right referred to here are the front, rear, left, and right as seen from the running direction of the vehicle 100 . That is, the right and left referred to here are the right and left in the running direction of the vehicle 100, respectively. The front or front side is the traveling direction side of the vehicle 100 . The rear or rear side is the side opposite to the direction of travel of the vehicle 100 .

A front acceleration sensor 241 is installed on the front side of the vehicle 100 and a rear acceleration sensor 242 is installed on the rear side of the vehicle 100 .
The front acceleration sensor 241 and the rear acceleration sensor 242 output measured values of lateral acceleration, for example, with the right side being positive and the left side being negative. Alternatively, both the front side acceleration sensor 241 and the rear side acceleration sensor 242 may output measured values of lateral acceleration with the left side being positive and the right side being negative.
The front side acceleration sensor 241 and the rear side acceleration sensor 242 are collectively referred to as an acceleration sensor 240 .

A front running tire 221 is installed on the front side of the vehicle 100 , and a rear running tire 222 is installed on the rear side of the vehicle 100 .
Both the front running tire 221 and the rear running tire 222 are provided so as to change their orientation, and are used for driving and steering the vehicle 100 . In particular, the running direction of the vehicle 100 changes by changing the direction of one or both of the front running tires 221 and the rear running tires 222 . The front running tires 221 and the rear running tires 222 are collectively referred to as running tires 220 .
The distance sensors 111 are installed on the left and right side surfaces of the vehicle body 210 as shown in FIG. Thereby, the position of the vehicle 100 in the width direction of the track 900 (lateral direction of the vehicle 100) can be detected.

Guide wheels 232 and branch wheels 233 are used in a guidance section in which vehicle 100 is steered using guide rails and branch rails, in the same manner as in a general AGT. The guide wheels 232 are pressed against the guide rails, and the vehicle 100 travels along the guide rails. At the branch point, the branch wheel on either the left or the right to turn is fitted into the U-shaped branch rail, and the vehicle 100 travels along the branch rail.

The rolling amount detection unit 120 detects the rolling amount of the vehicle 100 . For example, the rolling amount detection unit 120 includes an acceleration sensor, and detects lateral acceleration of the vehicle 100 or an integrated amount of acceleration as the rolling amount. For example, in the example of FIG. 2, the rolling amount detection unit 120 uses the sum of the acceleration measurement value of the front side acceleration sensor 241 and the acceleration measurement value of the rear side acceleration sensor 242 as a value indicating the rolling amount of the vehicle 100. calculate. Specifically, the total magnitude (absolute value) of the acceleration measurement value of the front acceleration sensor 241 and the acceleration measurement value of the rear acceleration sensor 242 indicates the amount of rolling of the vehicle 100 .
However, the method for detecting the amount of rolling of vehicle 100 by rolling amount detection unit 120 is not limited to this. For example, the vehicle 100 is provided with one acceleration sensor, and the rolling amount detection unit 120 detects the lateral acceleration of the vehicle 100 measured by the acceleration sensor as the rolling amount of the vehicle 100. may

The rolling amount detection unit 120 may calculate the amount of change in the yaw angle of the vehicle 100 in addition to the rolling amount of the vehicle 100 . The yaw angle referred to here is an angle formed by the running direction of the vehicle 100 with respect to a reference direction such as the east direction. For example, the roll amount detection unit 120 detects the amount of change per unit time of the difference obtained by subtracting the acceleration measurement value of the front side acceleration sensor 241 or the acceleration measurement value of the rear side acceleration sensor 242 from the change amount of the yaw angle. You may make it calculate as.
However, the method by which the rolling amount detection unit 120 acquires the amount of change in the yaw angle of the vehicle 100 is not limited to this. For example, the rolling amount detection unit 120 may include a gyroscope to detect the yaw angle of the vehicle 100 and calculate the magnitude of change in the yaw angle per unit time.
Also, it is not essential to use the amount of change in the yaw angle for controlling the vehicle 100 . Therefore, it is not essential for the rolling amount detection unit 120 to acquire the amount of change in the yaw angle.

The kilometer detection unit 130 detects the kilometer of the vehicle 100 . For example, the kilometer detector 130 includes an odometer that converts the number of revolutions of the running tires 220 into a traveled distance, and detects the traveled distance from the starting station as a kilometer. A marker is provided on the orbit, and the kilometerage at the position of the marker is measured in advance. The kilometerage detection unit 130 knows the kilometerage at the position of the marker, and when the marker is detected, updates the kilometerage being measured to the kilometerage at the marker position, thereby reducing the measurement error of the kilometerage by the odometer. to fix.

Note that the kilometerage detection unit 130 may be provided on the track 900 side. For example, an object detection sensor may be provided for each position (kilometer) on the track 900 to detect the vehicle 100 passing through that position. In this case, the object detection sensor may notify (transmit) the vehicle 100 of the mileage of the sensor when detecting the vehicle 100 passing the position of the sensor.

The load detection unit 140 detects the load (loaded weight) of the vehicle 100 . The load of the vehicle 100 is the total weight of the people and objects accommodated by the vehicle 100, such as the load of the passengers and their luggage on the vehicle 100. FIG. The load of vehicle 100 detected by load detection unit 140 is used for steering control of vehicle 100 . This is because even if the direction of the running tires 220 is the same, the degree of bending of the vehicle 100 differs depending on the load. The heavier the load, the more difficult it is for the vehicle 100 to bend.
The load of vehicle 100 detected by load detection unit 140 is not limited to the load of vehicle 100 as long as it indicates how easily vehicle 100 turns. For example, load detection unit 140 may measure the total weight of vehicle 100, which is the sum of the load of vehicle 100 and the weight of vehicle 100 itself.

The steering section 150 changes the orientation of the running tires 220 under the control of the control section 190 . Thereby, the steering unit 150 performs automatic steering of the vehicle 100 .
The storage unit 180 stores various data. In particular, the storage unit 180 stores steering pattern information. The steering pattern information here is information indicating a steering command value for each kilometer of the vehicle 100 . A steering angle, for example, can be used as the steering command value.

Steering pattern information is generated in advance because the vehicle 100 runs on the track 900 and a reference running route can be set on the track 900, and the operation schedule (speed pattern) for the speed of the vehicle 100 is determined. It is possible to keep
As described above, even if the orientation of the running tires 220 is the same, the degree of bending of the vehicle 100 differs depending on the load.

Control unit 190 controls each unit in vehicle 100 to perform various processes. In particular, control unit 190 outputs a steering command value to steering unit 150 . Thereby, the control unit 190 controls the steering unit 150 to change the orientation of the running tire 220 . Thereby, the control unit 190 automatically steers the vehicle 100 .
A feedforward control unit 191 outputs a steering command value through feedforward control. Specifically, the feedforward control unit 191 selects the steering pattern information associated with the load detected by the load detection unit 140 from among the steering pattern information stored by the storage unit 180 for each load of the vehicle 100. . Then, the feedforward control unit 191 outputs a steering command value associated with the kilometer detected by the kilometer detector 130 in the steering pattern information.

Feedback control unit 192 uses the amount of lateral deviation of vehicle 100 and the amount of rolling of vehicle 100 as control target values, and feeds back the traveling direction of vehicle 100 so as to minimize the amount of deviation and the amount of rolling. Control.
The feedback control unit 192 performs feedback control so as to minimize not only the amount of lateral deviation of the vehicle 100 but also the amount of lateral vibration of the vehicle 100 . It is possible to achieve both a reduction in shaking and a reduction in lateral deviation of the vehicle 100 .

The shift amount detection unit 110, the rolling amount detection unit 120, the kilometer range detection unit 130, the storage unit 180, and the control unit 190 (including the feedforward control unit 191 and the feedback control unit 192) are collectively referred to as It is written as steering control system 2 . The steering control system 2 steers the vehicle 100 by controlling the steering unit 150 .
The vehicle 100 also includes a steering control system 2 and a steering unit 150 and running tires 220 that are controlled by the steering control system 2 .

The storage unit 180 and the control unit 190 may be configured using an in-vehicle computer of the steering control system 2, for example. In this case, the storage unit 180 is configured using a storage device included in the vehicle-mounted computer. The control unit 190 is configured by reading a program from the storage unit 180 and executing it by a CPU (Central Processing Unit) provided in the vehicle-mounted computer.

Next, control of steering of vehicle 100 by control unit 190 will be described with reference to FIG.
FIG. 3 is a block diagram showing an example of steering control of the vehicle 100 performed by the control unit 190. As shown in FIG.
In the control shown in FIG. 3, the feedforward control unit 191 acquires the vehicle kilometerage detected by the kilometerage detection unit 130, and reads out the steering command value associated with the detected kilometerage in the steering pattern information. output (element E11).

Therefore, the feedforward control unit 191 associates the load of the vehicle 100 detected by the load detection unit 140 with the load of the vehicle 100 detected by the load detection unit 140 among the plurality of steering pattern information stored in the storage unit 180 each time the vehicle 100 departs from the station. read the steering pattern information.
For example, the storage unit 180 stores the steering pattern information when the vehicle 100 is empty, when the vehicle 100 is between empty and full, and when the vehicle 100 is full. The feedforward control unit 191 uses two preset thresholds for the load of the vehicle 100 to classify the load of the vehicle 100 detected by the load detection unit 140 into three stages of "light", "medium", and "heavy". classified into any of When the load is classified as "light", the feedforward control unit 191 selects the steering pattern information when the vehicle 100 is empty. When the load is classified as "medium", the feedforward control unit 191 selects the steering pattern information when the vehicle 100 is between empty and full. When the load is classified as "heavy", the feedforward control unit 191 selects the steering pattern information when the vehicle 100 is full.
The load of the vehicle 100 does not change until the vehicle 100 departs from the station and arrives at the next station. Therefore, the feedforward control unit 191 continues to use the selected steering pattern information until the vehicle 100 arrives at the next station.

In the example of FIG. 3, the storage unit 180 stores steering pattern information in which the mileage, the steering command value for the front tire 221, and the steering command value for the rear tire 222 are associated. Then, the feedforward control unit 191 reads and outputs the steering command value for the front running tire 221 and the steering command value for the rear running tire 222, which are associated with the kilometerage detected by the kilometerage detection unit 130. do.
The processing in which the feedforward control unit 191 outputs a steering command value in response to an input of kilometerage corresponds to an example of feedforward control.

Further, the deviation amount detection unit 110 subtracts the target position from the position of the vehicle 100 in the width direction of the track to detect the amount of deviation of the position of the vehicle 100 in the width direction of the track (element E21). The target position here is a position of about a kilometer detected by the kilometer detection unit 130 on the reference travel route.
Feedback control unit 192 feedback-controls the steering of vehicle 100 based on the amount of lateral deviation of vehicle 100, the amount of rolling of vehicle 100, and the amount of change in the yaw angle of vehicle 100 (element E31). However, it is not essential for the feedback control section 192 to use the amount of change in the yaw angle for control. The feedback control unit 192 may feedback-control the steering of the vehicle 100 based on the amount of lateral deviation of the vehicle 100 and the amount of rolling of the vehicle 100 without using the amount of change in the yaw angle. .

Specifically, the feedback control unit 192 uses an objective function including the amount of lateral deviation of the vehicle 100 and the amount of rolling of the vehicle 100, and performs optimal control to minimize the value of the objective function. I do. The feedback control unit 192 acquires and outputs a steering command value for the front running tire 221 and a steering command value for the rear running tire 222 through optimum control.
Equation (1), for example, can be used as the objective function that the feedback control unit 192 uses for optimum control.

Here, f denotes an objective function. a indicates the amount of deviation of the vehicle 100 in the lateral direction. b indicates the amount of rolling of the vehicle 100; However, the objective function of the optimum control of feedback control section 192 is not limited to that shown in Equation (1). Various objective functions can be used in which the value of the objective function increases as the amount of lateral displacement of the vehicle 100 increases, and the value of the objective function increases as the amount of lateral vibration of the vehicle 100 increases.
The feedback control performed by the feedback control section 192 is used in the form of correcting the steering command value by the feedforward control performed by the feedforward control section 191 . Therefore, the feedback control performed by the feedback control section 192 is also called correction control.

The control unit 190 adds the steering command value for the front tire 221 output by the feedback control unit 192 to the steering command value for the front tire 221 output by the feedforward control unit 191 (element E41).
The control unit 190 outputs a steering command value for the front running tire 221 to the steering unit 150, and the steering unit 150 controls the orientation of the front running tire 221 according to the obtained steering command value (element E43).

The control unit 190 also adds the steering command value for the rear tire 222 output by the feedback control unit 192 to the steering command value for the rear tire 222 output by the feedforward control unit 191 (element E51).
The control unit 190 outputs a steering command value for the rear running tire 222 to the steering unit 150, and the steering unit 150 controls the direction of the rear running tire 222 according to the obtained steering command value (element E53).

The vehicle 100 runs in a running direction according to the direction of the front running tires 221 and the direction of the rear running tires 222. Further, the running direction of the vehicle 100 depends on various factors such as the road surface 910, the load of the vehicle 100, and the wind. A disturbance is added (element E61).

Note that the steering pattern information may be acquired through simulation and stored in the storage unit 180 .
For example, a model of the vehicle 100 and the track 900 is constructed in a simulation computer. Also, a reference travel route is set within the range of the track 900, such as a route running in the center of the track 900, for example. Then, a simulation of the running of the vehicle 100 is performed for each of a plurality of cases of the load of the vehicle 100, such as when the vehicle 100 is empty, between empty and full, and when full.
In the simulation, the control unit 190 controls the vehicle 100 so that it travels along the reference route according to the scheduled operation schedule, and the steering command value from the control unit 190 to the steering unit 150 is recorded in association with the kilometer. Keep Thus, steering pattern information for each load of the vehicle 100 can be obtained.
For example, using both the amount of rolling and the amount of lateral deviation as evaluation values, or using an evaluation value that includes the amount of rolling and the amount of deviation in the lateral direction, the simulation is repeated, and the amount of rolling and the amount of deviation in the lateral direction are You may make it acquire the steering pattern information which minimizes.

As described above, the deviation amount detection unit 110 detects the deviation amount of the vehicle 100 traveling on the track 900 from the reference running route of the vehicle 100 in the width direction of the track 900 . The rolling amount detection unit 120 detects the rolling amount of the vehicle 100 . Feedback control unit 192 feedback-controls the steering of vehicle 100 so as to minimize the amount of deviation of vehicle 100 and the amount of rolling of vehicle 100 .
The feedback control unit 192 performs feedback control so as to minimize not only the amount of lateral deviation of the vehicle 100 but also the amount of lateral vibration of the vehicle 100 . It is possible to achieve both a reduction in shaking and a reduction in lateral deviation of the vehicle 100 .

The storage unit 180 also stores steering pattern information indicating a steering command value for each kilometer of the vehicle 100 . The kilometer detection unit 130 detects the kilometer of the vehicle 100 . The feedforward control unit 191 outputs a steering command value associated with the kilometerage detected by the kilometerage detection unit 130 in the steering pattern information.
Steering pattern information is generated in advance because the vehicle 100 runs on the track 900 and a reference running route can be set on the track 900, and the operation schedule (speed pattern) for the speed of the vehicle 100 is determined. It is possible to keep By pre-storing the steering pattern information in the storage unit 180 , the feedforward control unit 191 can feedforward control the steering of the vehicle 100 . The feedforward control unit 191 feedforward-controls the steering of the vehicle 100 according to the steering pattern information generated based on the reference travel route, thereby controlling the vehicle 100 to travel based on the reference travel route. . In this regard, the feedforward control unit 191 can control the steering of the vehicle 100 with high accuracy.

Moreover, the load detection unit 140 detects the load of the vehicle 100 . Storage unit 180 stores steering pattern information for each load of vehicle 100 . The feedforward control unit 191 outputs a steering command value associated with the kilometer of the vehicle 100 by steering pattern information corresponding to the load of the vehicle 100 .
Accordingly, the feedforward control unit 191 can feedforward control the steering of the vehicle 100 by reflecting the load of the vehicle 100 . In this regard, the feedforward control unit 191 can feedforward control the steering of the vehicle 100 with high accuracy.

Further, since the processing for steering control is closed within the vehicle 100, there is no need for communication for steering control. In this respect, the amount of communication by the vehicle 100 can be reduced. In addition, delay in processing time for control can be avoided in that it is not affected by communication time.

The control unit 190 performs the control shown in FIG. 3 in the autonomous driving section, which is a section without guide rails, so that the vehicle 100 can travel in the autonomous driving section. In addition, vibration due to overshoot and the like is reduced as compared with the case where the control unit 190 only performs feedback control, and in this respect, the ride comfort of the vehicle 100 is good.
In addition, it is expected that the vehicle 100 can travel without the guide wheels 232 contacting the guide rail by the control unit 190 performing the control of FIG. 3 in a section of the guide rail. As a result, it is possible to prevent or reduce the deterioration of the ride comfort of the vehicle 100 due to the transmission of vibration to the vehicle 100 caused by the guide wheels 232 contacting the guide rail from a state where they are not in contact with the guide rail. can. In addition, the guide wheels 232 are in contact with the guide rails to pick up unevenness on the surface of the guide rails, and vibration due to the unevenness is transmitted to the vehicle 100 to prevent the deterioration of the ride comfort of the vehicle 100, or prevent the deterioration of the ride comfort. can be reduced.

<Second embodiment>
FIG. 4 is a schematic block diagram showing the configuration of the steering system according to the second embodiment. As shown in FIG. 4 , the steering system 3 includes a vehicle control server device 300 and a vehicle 400 . The number of vehicles 400 provided in the steering system 3 may be one or more.
The steering system 3 is a system for allowing the vehicle 400 to travel autonomously.

Vehicle control server device 300 transmits a steering command value to vehicle 400 . The vehicle control server device 300 and the vehicle 400 constitute a server client. Each information is acquired and a steering command value is transmitted for each vehicle 400 .
Vehicle control server device 300 is configured using a computer such as a workstation, for example. The vehicle control server device 300 corresponds to an example of a vehicle control device.
Vehicle 400 travels by performing automatic steering according to the steering command value from vehicle control server device 300 .

FIG. 5 is a schematic block diagram showing the functional configuration of vehicle control server device 300. As shown in FIG. As shown in FIG. 5 , vehicle control server device 300 includes server-side communication device 310 , storage unit 380 , and server-side control unit 390 . The server-side controller 390 includes a feedforward controller 191 and a feedback controller 192 .
5, the same reference numerals (191, 192) are given to the parts having the same functions as those in FIG. 1, and the description thereof is omitted. Also, the track in the autonomous driving section is the same as described with reference to FIG. 2, and the reference numerals shown in FIG. 2 are used in the second embodiment as well.

The server-side communication device 310 communicates with other devices. In particular, the server-side communication device 310 communicates with the vehicle 400, receives information on the amount of lateral deviation, the amount of rolling, the kilometer, and the load of the vehicle 400, and transmits the steering command value for each vehicle 400. do.
The storage unit 380 stores various information. In particular, storage unit 380 stores steering pattern information for each load of vehicle 400, as in storage unit 180 (FIG. 1). As in the storage unit 180, a steering angle, for example, can be used as the steering command value.
Storage unit 380 is configured using a storage device included in vehicle control server device 300 .

The server-side control section 390 controls each section of the vehicle control server device 300 to perform various processes. In particular, the server-side control unit 390 outputs a steering command value to the steering unit 150, like the control unit 190 (FIG. 1). The steering control of the vehicle 400 performed by the server-side control unit 390 is the same as the server-side control unit 390 described with reference to FIG.

FIG. 6 is a schematic block diagram showing the functional configuration of vehicle 400. As shown in FIG. As shown in FIG. 6, the vehicle 400 includes a displacement amount detection unit 110, a rolling amount detection unit 120, a kilometer range detection unit 130, a load detection unit 140, a steering unit 150, and a vehicle side communication unit 410. , and a vehicle-side control unit 490 .
6, the same reference numerals (110, 120, 130, 140, 150) are given to the parts having the same functions as those in FIG. 1, and the description thereof is omitted.

Vehicle-side communication unit 410 communicates with other devices. In particular, vehicle-side communication unit 410 communicates with server-side communication device 310 of server-side control unit 390 . The vehicle-side communication unit 410 transmits to the server-side control unit 390 information on the amount of deviation in the lateral direction, the amount of rolling, the kilometer, and the load of the vehicle 400 including the vehicle-side communication unit 410 itself. Receive the command value.
Vehicle-side control section 490 controls each section in vehicle 400 . In particular, the vehicle-side control unit 490 transmits various information detected by the deviation amount detection unit 110, the rolling amount detection unit 120, the kilometer range detection unit 130, and the load detection unit 140 via the vehicle-side communication unit 410 to server-side control. Send to unit 390 . Vehicle-side control unit 490 also controls steering unit 150 according to a steering command value from vehicle control server device 300 that vehicle-side communication unit 410 receives.

Server-side communication device 310 of vehicle control server device 300, storage unit 380, server-side control unit 390 (including feedforward control unit 191 and feedback control unit 192), and deviation amount detection unit of vehicle 400 A combination of 110, rolling amount detection unit 120, kilometer range detection unit 130, load detection unit 140, vehicle-side communication unit 410, and vehicle-side control unit 490 corresponds to an example of a steering control system.

In the first embodiment, the entire steering control system 2 was provided within the vehicle 100 . On the other hand, in the second embodiment, a server-side control section 390 that calculates the steering command value is provided on the vehicle control server device 300 side. Along with this, the vehicle control server device 300 is provided with the server-side communication device 310 , and the vehicle 400 is provided with the vehicle-side communication section 410 . Otherwise, the second embodiment is the same as the first embodiment.
Thus, by providing the vehicle control server device 300 with a portion for calculating the steering command value, a plurality of vehicles 400 can share one vehicle control server device 300 . In this regard, the steering system 3 can simplify the configuration of the facility and the device configuration.

<Third embodiment>
As described in the first embodiment, when the vehicle 100 is used as a vehicle that can autonomously travel with AGT, from the viewpoint of minimizing the area of the road surface secured for the vehicle 100 to travel, the lateral direction of the vehicle 100 It is preferable that the deviation amount is as small as possible. For example, while it is said that the allowable amount of deviation in automatic driving of a vehicle is about 200 millimeters (mm), it is conceivable to set the allowable amount of lateral deviation of the vehicle 100 to 50 millimeters. However, the allowable value of 50 millimeters is an example and is not limited to this.

In this way, it is conceivable to set the permissible value of the amount of lateral deviation of vehicle 100 to a relatively small value. On the other hand, if the control unit 190 performs relatively sensitive control so as to satisfy a relatively small allowable value, the ride comfort of the vehicle 100 becomes relatively poor, such as vibration of the vehicle 100 due to control overshoot. there is a possibility.
In the third embodiment, a method of applying a frequency filter to the steering command value will be described as a method of ensuring ride comfort when the allowable value of the amount of lateral deviation of the vehicle 100 is relatively small. Ensuring ride comfort here means making ride comfort relatively good.
The third embodiment is the same as the first embodiment except for the control method of the vehicle 100, so the description is omitted here and the same reference numerals as in the first embodiment are used.

FIG. 7 is a block diagram showing an example of steering control of the vehicle 100 performed by the control unit 190 according to the third embodiment.
In the control shown in FIG. 7, the feedback control unit 192 filters the steering command value for the front tire 221 and the steering command value for the rear tire 222 calculated in element E31 (element E32). This is different from the case of FIG. 3 in that feedback is provided. Otherwise, the control shown in FIG. 7 is the same as in FIG. 3, and the same reference numerals as in FIG. 3 are used here to omit the description.

As the filter that the feedback control unit 192 applies to the steering command value in the element E32, a frequency filter that reduces frequency vibration that tends to affect ride comfort may be used. Reducing here includes setting to zero. That is, reducing here includes removing. Reducing here is also described as removing or reducing.
For example, referring to the standards of the American Automobile Association, it is conceivable to use a frequency filter that reduces vibrations from 4 hertz (Hz) to 15 hertz.
Specifically, the feedback control unit 192 may apply a band-stop filter or a notch filter that reduces vibrations from 4 Hz to 15 Hz to the steering command value. A bandstop filter is a filter that reduces certain frequencies. A notch filter is a type of band-stop filter, and in particular is a filter that has a narrow range of frequencies to be reduced.

Alternatively, the feedback control unit 192 may apply a high-pass filter that reduces vibrations of 15 Hz or less to the steering command value.
In particular, the feedback control unit 192 is expected to improve the ride comfort of the vehicle 100 by reducing the vibration of the frequency that tends to affect the ride comfort. In addition, since the feedback control unit 192 does not reduce relatively high-frequency vibrations, it is possible to perform feedback control that quickly responds to disturbances such as gusts of wind. As a result, it is possible to prevent the guide wheels 232 from colliding with the guide rails and to generate vibrations, thereby preventing the deterioration of the ride comfort of the vehicle 100, or reducing the deterioration of the ride comfort.

Alternatively, the feedback control unit 192 may apply a low-pass filter that reduces vibrations of 4 Hz or more to the steering command value. A low-pass filter is represented by a first-order lag element.
Alternatively, referring to ISO2631, the feedback control unit 192 may apply a low-pass filter that reduces vibrations of 2 Hz or more to the steering command value.

Simulation results of the operation of vehicle 100 when feedback control unit 192 applies the frequency filter to the steering command value will be described with reference to FIGS. 8 to 12 .
FIG. 8 is a diagram showing an example of the configuration of vehicle 100 used for simulation. In the example of FIG. 8 , vehicle 100 includes truck 250 , air springs 260 and vehicle body 270 .
The truck 250 is provided with running tires 220 . Car 250 rotates running tires 220 while changing the direction of running tires 220 under the control of control unit 190, so that vehicle 100 runs. Here, a configuration is used in which the carriage 250 is divided into a front carriage 250 including front running tires 221 and a rear carriage 250 including rear running tires 222 .

A vehicle body 270 is loaded on a truck 250 , and an air spring 260 is provided between the truck 250 and the vehicle body 270 . The vehicle body 270 accommodates passengers. That is, the passenger gets on the vehicle body 270 . The air spring 260 adjusts the hardness of the air spring 260 itself by changing the amount of air according to the change in the weight caused by the passenger getting on the vehicle body 270 .
The portion of the truck 250 excluding the running tires 220, the air spring 260, and the vehicle body 270 correspond to an example of the vehicle body.
The configuration of FIG. 8 may be applied to either or both of the first embodiment and the second embodiment.

FIG. 9 is a diagram showing an example of the trajectory of the vehicle 100. As shown in FIG. Line L11 indicates the target trajectory of vehicle 100 used in the simulation. The running trajectory of the vehicle 100 in the simulation results is also substantially the same trajectory as the line L11. Arrow A21 indicates the traveling direction of vehicle 100 .
FIG. 9 shows an example in which the track of the vehicle 100 enters a curved section from a straight section, the vehicle 100 turns to the left, and then the track of the vehicle 100 enters a straight section.

FIG. 10 is a diagram showing an example of steering angles obtained by simulation. The horizontal axis of FIG. 10 indicates time. The unit of the horizontal axis is seconds. The vertical axis indicates the steering angle. Although detailed numerical values are not shown on the vertical axis of FIG. 10, degrees can be used as the unit of the steering angle. FIG. 10 shows an example of the steering angle of the front running tire 221 .
A line L21 indicates an example of the steering amount when the feedback control unit 192 does not apply a frequency filter to the steering command value. A line L22 indicates an example of the steering angle when the feedback control unit 192 applies a frequency filter to the steering command value.

Comparing the line L21 and the line L22, in the line L21, the steering angle abruptly changes in the section of time T21 after the vehicle 100 enters the curved section from the straight section. In the section of time T22, vibration due to control overshoot occurs.
On the other hand, in the line L22, the change in steering angle in the section of time T21 is relatively gentle. In addition, the overshoot of the control in the section of time T22 is suppressed.

FIG. 11 is a diagram showing an example of lateral displacement obtained by simulation. The horizontal axis of FIG. 11 indicates time. The unit of the horizontal axis is seconds. The vertical axis indicates lateral deviation of the vehicle 100 . Specifically, the vertical axis indicates the deviation of the position of the front carriage 250 from the reference position. Although detailed numerical values are not shown on the vertical axis of FIG. 11, meters (m) can be used as the unit of deviation. The absolute value of this deviation indicates the amount of deviation.
A line L31 represents an example of the amount of deviation in the lateral direction when the feedback control unit 192 does not apply a frequency filter to the steering command value. A line L32 represents an example of the amount of deviation in the lateral direction when feedback control section 192 applies a frequency filter to the steering command value.

Comparing the line L31 and the line L32, the line L31 can be controlled to have a smaller shift amount. On the other hand, line L32 shows a relatively gradual change in the deviation amount. Specifically, in the line L32, the amount of deviation increases relatively gently in the section of time T21. Then, in the section of time T22, the amount of deviation decreases relatively slowly.
In the simulation, the permissible value for the amount of deviation in the lateral direction is set to 5 millimeters, and both the line L31 and the line L32 satisfy this permissible value.

FIG. 12 is a diagram showing an example of the amount of lateral vibration obtained by simulation. The horizontal axis of FIG. 12 indicates time. The unit of the horizontal axis is seconds. The vertical axis indicates the horizontal sway. Specifically, the vertical axis indicates acceleration in the lateral direction of the vehicle body. Although detailed numerical values are not shown on the vertical axis of FIG. 12, Gee (G) can be used as the unit of acceleration. The absolute value of this acceleration indicates the amount of rolling.
A line L41 represents an example of the amount of lateral vibration when the feedback control unit 192 does not apply a frequency filter to the steering command value. A line L42 represents an example of the amount of lateral vibration when the feedback control unit 192 applies a frequency filter to the steering command value.

Comparing the line L41 and the line L42, the amount of rolling is smaller in the line L42. Especially in the section of time T31, line L42 has a smaller amount of rolling, and the change in rolling is gentler. Therefore, the ride comfort of the vehicle 100 is improved by the feedback control unit 192 applying a frequency filter to the steering command value.

In addition to or instead of reducing vibrations at frequencies that are likely to affect ride comfort, feedback control 192 may reduce natural frequency vibrations in rolling of vehicle 100 by filtering in element E32. .
For example, in the configuration shown in FIG. 8 in which the bogie 250 and the vehicle body 270 are coupled with the air spring 260 interposed therebetween, the natural frequency of the rolling of the vehicle body 270 is used as the natural frequency of the rolling of the vehicle 100 . In this configuration, the natural frequency in rolling of the vehicle body 270 is a function of the load of the vehicle body 270 and the stiffness of the air spring 260 as input parameters. The load of vehicle body 270 is the same as the load of vehicle 100 described above.
For example, if the total weight of the vehicle body 270, which is the sum of the load of the vehicle body 270 and the weight of the vehicle body 270 itself, is m, and the stiffness of the air spring 260 is k, the natural frequency nf of the rolling of the vehicle body 270 is expressed by the formula (2 ).

Since the load of the vehicle body 270 itself is represented by a constant, Equation (2) is a function with the load of the vehicle body 270 and the stiffness of the air spring 260 as input parameters.
In vehicle 100, the vibration of the natural frequency tends to increase. Feedback control unit 192 is expected to reduce the vibration of the natural frequency in the rolling of vehicle 100 , thereby reducing the rolling of vehicle 100 .

For example, the control unit 190 acquires the load of the vehicle 100 detected by the load detection unit 140 . Further, the rigidity of air spring 260 is known by control unit 190 controlling the amount of air in air spring 260 according to the load of vehicle 100 . Therefore, control unit 190 calculates the natural frequency of rolling of vehicle 100 based on the load of vehicle 100 and the rigidity of air spring 260 . The feedback control unit 192 sets a band stop filter or a notch filter that reduces vibration in the band containing the obtained natural frequency as the filter for the element E32.

Passengers get on and off at stations, and the load of the vehicle 100 is constant between stations. Therefore, after the passenger has finished boarding and alighting at the station and the door of the vehicle 100 is closed, the control unit 190 obtains the load of the vehicle 100 and determines and controls the air amount of the air spring 260 . Furthermore, the control unit 190 calculates the natural frequency of the rolling of the vehicle 100 . The feedback control section 192 sets the filter for the element E32 each time the control section 190 calculates the natural frequency. The feedback control unit 192 maintains the filter settings between stations.
Note that when the vehicle 100 is configured as a connected vehicle, the load of the vehicle 100 at the source of movement and the load of the vehicle 100 at the destination change as the passenger moves from one vehicle 100 to another vehicle 100. It is negligible in relation to the weight of 100 itself.

Alternatively, the feedback control section 192 may set the frequency filter based on the natural frequency calculated from the fixed assumed load value. For example, the control unit 190 may calculate the natural frequency of the rolling of the vehicle 100 based on the load that frequently appears on the vehicle 100 . Then, the feedback control section 192 may set a band cut filter that cuts a relatively wide frequency band around the calculated natural frequency.

The feedback control unit 192 may stop applying the filter to the steering command value when the amount of lateral deviation of the vehicle 100 approaches the limit of the allowable value. For example, if the maximum allowable amount of lateral deviation of the vehicle 100 is 50 mm, the feedback control unit 192 stops applying the filter to the steering command value when the lateral deviation of the vehicle 100 becomes 40 mm or more. You may make it stop.

For example, it is conceivable that the deterioration of the ride comfort of the vehicle 100 due to the contact of the guide wheels 232 against the guide rails is greater than the deterioration of the ride comfort of the vehicle 100 due to turning off the filter. In this case, the feedback control unit 192 temporarily turns off the filter so that the guide wheels 232 can be prevented from coming into contact with the guide rails, and it is expected that the deterioration of the ride comfort of the vehicle 100 can be minimized.
In addition, in an autonomous driving section without guide rails, if the amount of lateral deviation of the vehicle 100 exceeds the allowable value, the vehicle 100 deviates from the track or contacts another object. Such situations may lead to unfavorable situations. In this case, it is expected that the feedback control unit 192 temporarily turns off the filter so that the amount of lateral deviation of the vehicle 100 can be prevented from becoming larger than the allowable value, thereby avoiding an undesirable situation. .

If feedback control unit 192 is performing both filtering of frequency vibrations that are likely to affect the ride comfort of vehicle 100 and filtering of vibrations of natural frequency due to rolling of vehicle 100, only one of them is suspended. You may make it carry out, and you may make it stop both.

Load detection unit 140 may calculate the load of vehicle 100 from the air pressure of air spring 260 . It is common practice to constantly measure the pressure of air springs in a vehicle, and this eliminates the need for load detection unit 140 to provide a dedicated sensor for detecting the load of vehicle 100 . Alternatively, load detection unit 140 may include a sensor such as a load cell for detecting the load of vehicle 100 .
You may make it apply the load detection method of the load detection part 140 demonstrated here to either one or these both among 1st embodiment and 2nd embodiment.

As described above, the feedback control section 192 applies a frequency filter to the steering command value in feedback control.
By applying this frequency filter, a predetermined frequency component can be reduced from the steering command value, and the vibration of the frequency component in the vibration of the vehicle 100 can be reduced. By reducing the vibration of the predetermined frequency component in the vibration of the vehicle 100, it is expected that the ride comfort of the vehicle 100 will be relatively improved.
Further, the feedback control unit 192 selectively reduces a specific frequency component from the steering command value, thereby improving the ride comfort of the vehicle 100 and controlling the travel of the vehicle 100 with relatively high accuracy. It is possible to achieve compatibility with

Further, the feedback control unit 192 uses a frequency filter that removes or reduces vibration of a predetermined frequency that is determined as a frequency that tends to affect ride comfort.
As a result, of the vibrations of the vehicle 100, vibrations of frequency components that are likely to affect ride comfort are removed or reduced, and in this respect, it is expected that the ride comfort of the vehicle 100 will be improved.

Feedback control unit 192 also uses a frequency filter that removes or reduces the vibration of the natural frequency of vehicle 100 . As a result, the effect of reducing the vibration of the vehicle 100 is relatively large, and in this respect, it is expected that the ride comfort of the vehicle 100 will be improved.

Note that when a plurality of vehicles 100 are connected and operated, the third embodiment may be applied to each vehicle 100 . In particular, when the load difference between the vehicles 100 is relatively small, it is expected that each vehicle 100 performs the same operation and moves in the same manner as when one vehicle 100 operates alone.
In the above, the case where the third embodiment is implemented using the first embodiment has been described as an example, but the third embodiment may be implemented using the second embodiment.

<Fourth embodiment>
In addition to or instead of the feedback control unit 192 applying a frequency filter to the steering command value, the actuator provided in the vehicle 100 may be provided with a first-order lag element with respect to the steering command value. This point will be described in the fourth embodiment.
The fourth embodiment is the same as the first embodiment except that the actuator is provided with a first-order lag element with respect to the steering command value, and the same reference numerals as in the first embodiment are used.

FIG. 13 is a diagram showing an arrangement example of actuators in vehicle 100. As shown in FIG. FIG. 13 shows an example of the vehicle 100 viewed from below (from the track 900 side). The example of FIG. 13 shows a configuration in which vehicle 100 includes two carriages 250 , front carriage 251 and rear carriage 252 , and vehicle body 270 . The front carriage 251 includes front running tires 221 , supports 231 , guide wheels 232 , branch wheels 233 and front actuators 281 . The rear carriage 252 includes rear running tires 222 , supports 231 , guide wheels 232 , branch wheels 233 and rear actuators 282 . The front side actuator 281 and the rear side actuator 282 are collectively referred to as an actuator 280 .
In addition, in the example of FIG. 13 , the vehicle body 270 is provided with the distance sensors 111 , and an arrangement is shown in which the distance sensors 111 are installed on the side surfaces of the four corners of the vehicle body 270 .

Arrow A31 indicates the traveling direction of vehicle 100 . Also shown in FIG. 13 is a guide rail 930 . However, the fourth embodiment can also be applied to autonomous driving sections of the vehicle 100 .
The arrangement of FIG. 13 may be applied to any one or more of the first to third embodiments.

Actuator 280 changes the direction of running tire 220 to the direction indicated by the steering command value according to the steering command value from control unit 190 . However, the actuator 280 is provided with a first-order lag element for the steering command value, and functions as a low-pass filter for the steering command value. As a result, when the vehicle 100 operates according to the steering command value, the vibration of frequency components equal to or higher than the predetermined frequency in the lateral movement of the vehicle 100 is reduced. The ride comfort of the vehicle 100 is expected to be relatively high in that vibrations are reduced from lateral motion of the vehicle 100 .

The first-order lag element of the actuator 280 may be configured as a hydraulic first-order lag element, for example, the actuator 280 may be provided with a hydraulic cylinder. Alternatively, if the actuator 280 is configured using an electric motor, a first-order lag element, such as a flywheel, that increases the inertia of the electric motor may be provided. Alternatively, if the actuator 280 includes a ball screw, a first-order lag element that increases the resistance of the ball screw may be provided, such as using relatively high-viscosity oil as lubricating oil for the ball screw.

As described above, the actuator 280 that operates according to the feedback control of the feedback control section 192 is provided with the first-order lag element with respect to the control command value.
As a result, the vibration of the vehicle 100 is suppressed, and in this respect, it is expected that the ride comfort of the vehicle 100 is good.
In the above, the case of implementing the fourth embodiment using the first embodiment has been described as an example, but the fourth embodiment is implemented using either the second embodiment or the third embodiment. You may make it Alternatively, both the second embodiment and the third embodiment may be used to implement the fourth embodiment.

The difference between the present invention and the invention described in Patent Document 2 will be further described.
Document 2 describes that when determining the optimum target steering angle used as the target value of the steering angle, it is determined so as to minimize the vibration caused by the steering of the vehicle. By controlling the steering angle based on the optimal target steering angle determined in this way, it is expected that the vibration caused by the steering of the vehicle can be minimized.
On the other hand, in one aspect of the present invention, the feedback control unit 192 uses the amount of lateral deviation of the vehicle 100 and the amount of rolling of the vehicle 100 as control target values to minimize the amount of deviation and the amount of rolling. In addition, the running direction of the vehicle 100 is feedback-controlled. Accordingly, in one aspect of the present invention, it is possible to reduce not only the vibration caused by the steering of the vehicle, but also the vibration such as lateral displacement and rolling of the vehicle.
Further, in one aspect of the present invention, the feedback control unit 192 uses the natural frequency of the rolling of the vehicle body 270 as the natural frequency of the rolling of the vehicle 100 to reduce the vibration of the natural frequency. Accordingly, in one aspect of the present invention, the vibration of the vehicle body on which passengers ride can be reduced, and in this respect, the ride comfort is greatly affected.

Further, Patent Document 2 describes that machine learning is performed using a neural network, a genetic algorithm, or the like, and a target steering angle is calculated using the results of the machine learning. This machine learning makes it possible to automatically calculate the target steering angle.
On the other hand, in one aspect of the present invention, the feedback control unit 192 performs control by a method other than machine learning, such as performing optimal control for minimizing the value of the objective function. Accordingly, in one aspect of the present invention, control can be performed without the need to collect learning data by repeatedly traveling on the same route or the like.

Further, Patent Document 2 describes that a position detection sensor is arranged at the leading portion of the upper portion of the vehicle to detect the distance deviation in the width direction of the running rail surface. By detecting this distance deviation, it is possible to detect a deviation obtained by synthesizing the amount of lateral deviation of the vehicle with respect to the track and the amount of lateral vibration of the vehicle due to vibration, and to reflect the deviation in steering control.
On the other hand, in one aspect of the present invention, the deviation amount detection unit 110 detects the amount of deviation of the position of the vehicle 100 on the track in the lateral direction (the width direction of the track) from the reference travel route. The rolling amount detection unit 120 includes, for example, an acceleration sensor, and detects lateral acceleration of the vehicle 100 or an integrated amount of acceleration as the rolling amount. In this way, by detecting the amount of lateral deviation of the vehicle 100 and the amount of rolling of the vehicle 100, it is possible to perform correct control corresponding to each. For example, when the vehicle 100 automatically steers, the feedback control unit 192 performs feedback control so as to minimize not only the amount of lateral deviation of the vehicle 100 but also the amount of rolling of the vehicle 100. It is possible to achieve both the reduction of the lateral vibration of the vehicle 100 and the reduction of the lateral displacement of the vehicle 100 .

A program for realizing all or part of the functions of the control unit 190 and the server-side control unit 390 is recorded on a computer-readable recording medium, and the program recorded on this recording medium is read by the computer system. , the processing of each section may be performed by executing. It should be noted that the "computer system" referred to here includes hardware such as an OS and peripheral devices.
The "computer system" also includes the home page providing environment (or display environment) if the WWW system is used.
The term "computer-readable recording medium" refers to portable media such as flexible discs, magneto-optical discs, ROMs and CD-ROMs, and storage devices such as hard discs incorporated in computer systems. Further, the program may be for realizing part of the functions described above, or may be capable of realizing the functions described above in combination with a program already recorded in the computer system.

Although the embodiment of the present invention has been described in detail with reference to the drawings, the specific configuration is not limited to this embodiment, and design changes and the like are included within the scope of the present invention.

Reference Signs List 1, 3 steering system 2 steering control system 100, 400 vehicle 110 deviation amount detection unit 120 rolling amount detection unit 130 kilometer range detection unit 140 load detection unit 150 steering unit 180, 380 storage unit 190 control unit 191 feedforward control unit 192 Feedback control unit 300 vehicle control server device 310 server side communication device 390 server side control unit 410 vehicle side communication unit 490 vehicle side control unit

Claims (9)

a deviation amount detection unit that detects a deviation amount of a vehicle traveling on a track from a reference travel route of the vehicle in the width direction of the track;
a rolling amount detection unit that detects the rolling amount of the vehicle;
A frequency filter that removes or reduces the vibration of the natural frequency of the vehicle is applied to the steering command value in feedback control, and the steering of the vehicle is fed back so as to minimize the amount of deviation and the amount of rolling. a feedback controller for controlling;
steering control system. a storage unit that stores steering pattern information indicating a steering command value for each kilometer of the vehicle;
a kilometer detection unit that detects the kilometer of the vehicle;
a feedforward control unit that outputs a steering command value associated with the kilometer detected by the kilometer detector in the steering pattern information;
The steering control system of claim 1, comprising: Equipped with a load detection unit that detects the load of the vehicle,
The storage unit stores steering pattern information for each load of the vehicle,
3. The steering control system according to claim 2, wherein said feedforward control unit outputs a steering command value associated with said steering pattern information corresponding to the load of said vehicle according to the kilometer of said vehicle. 4. The steering control system according to claim 3 , wherein said feedback control section uses said frequency filter to remove or reduce vibrations of a predetermined frequency defined as frequencies that are likely to affect ride comfort. comprising a vehicle and a vehicle control device,
The vehicle is
a deviation amount detection unit that detects a deviation amount of a vehicle traveling on a track from a reference travel route of the vehicle in the width direction of the track;
a rolling amount detection unit that detects the rolling amount of the vehicle;
with
The vehicle control device includes:
A frequency filter that removes or reduces the vibration of the natural frequency of the vehicle is applied to the steering command value in feedback control, and the steering of the vehicle is fed back so as to minimize the amount of deviation and the amount of rolling. comprising a feedback controller that controls
steering system. a deviation amount detection unit that detects a deviation amount of a vehicle traveling on a track from a reference travel route of the vehicle in the width direction of the track;
a rolling amount detection unit that detects the rolling amount of the vehicle;
A frequency filter that removes or reduces the vibration of the natural frequency of the vehicle is applied to the steering command value in feedback control, and the steering of the vehicle is fed back so as to minimize the amount of deviation and the amount of rolling. a feedback controller for controlling;
vehicle equipped with 7. The vehicle according to claim 6 , further comprising an actuator that operates according to the feedback control of the feedback control unit and that is provided with a first-order lag element with respect to the steering command value. Detecting a deviation amount of a vehicle traveling on a track from a reference travel route of the vehicle in the width direction of the track;
detecting an amount of rolling of the vehicle;
A frequency filter that removes or reduces the vibration of the natural frequency of the vehicle is applied to the steering command value in feedback control, and the traveling direction of the vehicle is adjusted so as to minimize the amount of deviation and the amount of rolling. feedback control;
steering control method including to the computer,
Acquiring information about a deviation amount of a vehicle traveling on a track from a reference travel route of the vehicle in the width direction of the track;
obtaining information on the amount of rolling of the vehicle;
A frequency filter that removes or reduces the vibration of the natural frequency of the vehicle is applied to the steering command value in feedback control, and the traveling direction of the vehicle is adjusted so as to minimize the amount of deviation and the amount of rolling. feedback control;
program to run the

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