JPH03109611A - Automatic drive controller for vehicle - Google Patents

Abstract

PURPOSE:To attain and smooth running of a vehicle with the driving sense approximate to the actual drive of a driver by using a reference position signal received from a guide path information transmission means like a position beacon, etc., set on a guide path to eliminate the discontinuous changes of the steering value due to the correction of the present position of the vehicle. CONSTITUTION:The teaching data used by a driver to drive a vehicle on a guide path are stored in a target course map 30 and a steering value map 32. Then the automatic drive control is carried out based on the teaching data. Under such condition, the teaching data value is gradually changed by a teach ing data correction means 33. As a result, it is possible to eliminate the discontin uous changes of the teaching data value due to the step changes which are caused when the present position error of the vehicle due to a correction error, etc., is corrected with use of the reference position signal received from a posi tion beacon. Thus the vehicle is automatically and smoothly driven on a target course with high accuracy.

Description

[Detailed Description of the Invention] [Industrial Application Field] The present invention relates to a vehicle automatic pilot control system, in particular, a vehicle automatic pilot control system that uses a reference position signal from a taxiway information transmitting means such as a position beacon installed on a predetermined taxiway. The present invention relates to an automatic steering control device for a vehicle that automatically travels along a target course while calibrating the current position in a timely manner.

[Prior Art] Automated vehicles that automatically travel along a predetermined course are well known and are used in automatic guided vehicles in factories, durability tests, and the like. In this type of automated vehicle, for example, a guide cable is installed on a predetermined course, and the position of the guide cable is detected by a magnetic field sensor while the steering, accelerator, brakes, etc. Autonomous driving has been realized.

Alternatively, it is also considered that the driver actually drives the taxiway, stores the target course and actuator operation amount in synchronization with the position signal, and sequentially reads out this teaching data to perform automatic driving.

FIG. 8 is a configuration diagram shown in Japanese Patent Application No. 1-53347 as an example of this type of automatic steering control system for a vehicle. A lateral deviation detection circuit 12, a rear magnetic field sensor 14, and a rear lateral deviation detection circuit 16 are provided, and these sensors detect the magnetic field output from the induction cable installed on the taxiway to determine the lateral deviation and yaw angle. is required.

Also, magnetic pickup 1 for detecting vehicle speed
8 is provided, and the vehicle speed is determined from the rotation speed of the magnet rotary plate 20. An antenna 22 and a reference position detection circuit 24 are provided for detecting the position of the vehicle on the taxiway, and the antenna 22 receives a reference position signal from a position beacon installed in advance at a predetermined point on the taxiway. and is supplied to the reference position detection circuit 24. An arithmetic processing circuit (ECU) 26 inputs detection signals from these various sensors and performs various calculation processes, and a feedback processing circuit 28 performs predetermined processing by feeding back operation amounts of various actuators that operate the vehicle. is provided, and the actuator operation amount is calculated.

The arithmetic processing circuit (ECU) 2B is provided with a teaching data storage means for storing teaching data during teaching operation, and the data is calculated from the reference position signal and traveling speed from the position beacon provided on the taxiway. The vehicle's lateral deflection *y and yaw angle θ are synchronized with the vehicle's position X. and steering Eiu are stored.

Then, during automatic piloting, desired teaching data is extracted from these teaching data stored in the teaching data storage means in the arithmetic processing circuit (ECU) 26 according to the current position X of the vehicle, and the target is determined based on this teaching data. It can run automatically on the course.

[Problems to be Solved by the Invention] However, the conventional vehicle autopilot control device described above has several problems. As mentioned above, the teaching data taught by the driver while driving on the taxiway is stored in the teaching data storage means in the arithmetic processing circuit (ECU) 2B in synchronization with the position X of the vehicle, and this teaching data is stored during automatic pilot control. Desired teaching data corresponding to the position of the vehicle is read out from the data storage means, and various actuators are operated based on this teaching data to automatically travel along the target course.

However, during automatic pilot control, the vehicle does not necessarily follow the travel trajectory during taught driving due to course deviation from the target course. In this case, the distance traveled during teaching operation and the distance traveled during automatic pilot control are different values, so the value of the teaching data at this point differs from the value during original teaching operation.

This deviation between the position during teaching operation and the position during automatic pilot control is calibrated by replacing the position during automatic pilot control with the position data passed during teaching operation using a reference position signal from a position beacon installed on the taxiway. However, since the position data before calibration and the position data after calibration are different values, the teaching data read out according to the position also changes discontinuously and significantly before and after calibration, making it difficult for the actual driver to Unlike the driving operation, there was a problem that it was unnatural.

The present invention has been made in view of the above-mentioned conventional problems, and its purpose is to prevent discontinuous changes in teaching data due to position calibration when automatically controlling a vehicle according to teaching data, and to improve the accuracy of actual driving operations. An object of the present invention is to provide an autopilot control device for a vehicle that enables near-smooth automatic driving.

[Means for Solving the Problems] In order to achieve the above object, the vehicle autopilot control device of the present invention is capable of controlling the operation of each actuator when the driver drives on a taxiway and follows a taught target course. a teaching data storage means for storing the amount, a position locating means for locating the position of the vehicle with respect to the taxiway from the reference position signal sent from the taxiway information transmitting means installed in advance and the traveling speed of the vehicle; teaching data correction means for reading teaching data from the teaching data storage means in accordance with the located position and correcting the read teaching data so as to reduce the difference from the current teaching data; and this teaching data correction means. The actuator operation amount calculation means calculates the operation amount of each actuator based on the corrected teaching data from the actuator operation amount calculation means.

[Function] The vehicle autopilot control system of the present invention has such a configuration, and the teaching data taught by the driver while driving on the taxiway during teaching driving is stored in the teaching data storage means.

Then, during automatic pilot control, desired teaching data is read out from the teaching data stored in the teaching data storage means according to the current position of the vehicle as determined by the position locating means. Instead of immediately controlling each actuator, the teaching data correction means changes the read teaching data value to the current teaching data in order to gradually change the teaching data value from the current teaching data value to the read teaching data value. Correct so that the difference with the value becomes smaller. Then, based on this corrected teaching data, the actuator operation amount calculation means calculates the operation amount of each actuator, and the vehicle automatically travels.

In this way, since the teaching data correction means gradually changes the current teaching data value to the read teaching data value, position errors caused by course deviation from the target course during teaching operation can be corrected on the taxiway. It is possible to prevent discontinuous changes in the teaching data due to stepwise changes in the mileage value when calibrating using the reference position signal from the taxiway information transmitting means such as the installed position beacon, resulting in smooth autopilot control. becomes possible.

[Embodiments] Hereinafter, preferred embodiments of the vehicle autopilot control device according to the present invention will be described with reference to the drawings.

The general configuration of this embodiment is similar to the conventional device shown in FIG. 8, and detection signals from various sensors that detect lateral deviation, yaw angle, steering amount, vehicle speed, position, etc.
) is entered. This arithmetic processing circuit (ECU) performs predetermined arithmetic processing, and each actuator is operated and controlled via a feedback processing circuit.

FIG. 1 is an arithmetic processing block diagram of an arithmetic processing circuit (ECU) in this embodiment. The target course map 30 and the steering amount map 32 are set in the memory of the arithmetic processing circuit (ECU), and the target course map 30 includes the vehicle's current position Lateral deviation Y and yaw angle θ of the vehicle during teaching operation at the current position X of the vehicle. are averaged and stored in the averaging section 34.

In addition, in the steering amount map 32, as in the target course map 30, the current position X of the vehicle determined based on the vehicle speed and reference position signal, and the steering ff1u* at the current position The data are averaged and stored in the unit 36.

After the teaching data taught by the driver while driving on the taxiway is stored in the target course map 30 and the steering amount map 32 in this way, automatic pilot control is performed based on this teaching data.

In this embodiment, as shown in FIG. 2, this automatic steering control is performed based on a prediction error predicted from the current position of the vehicle. That is, as shown in FIG.
If the difference in yaw angle from the teaching data of the vehicle 38 at this time is Δθ, then the predicted error ε0 from the teaching data that will occur Lm ahead is ε0maroΔ, J−LφΔθ. Become. And this prediction error ε. The final error correction amount ΔU to eliminate the gain is ΔU■Kp・ε0, and the steering based on this error correction amount ΔU, the teaching data steering read from the steering amount map 32, and it u * The original error εp and the predicted error ε from the target course are determined by the amount. can be resolved together.

Here, the characteristic feature of this embodiment is that the steering amount u1 read from the steering amount map 32 as shown in FIG.
This is because a teaching data correction means 33 for correcting the data is provided. This teaching data correction means 33 calculates the difference between the steering amount 0 read from the steering amount map 32 and the current steering amount according to the current position X of the vehicle, which is located based on the vehicle speed and the reference position signal from the position beacon. The current steering amount is corrected so that it becomes smaller, and the current steering amount is gradually shifted to the read steering amount. In other words, the current steering amount is u
*(t-1), according to the vehicle position The difference between the issued steering ff1u*(1) and the current steering amount u* (t-1) is multiplied by a predetermined coefficient Ks smaller than 1, and the multiplied value is applied for a predetermined time (for example, 2
By sequentially adding in a loop of 5m5ec), it is gradually added to the current steering ff1u*(t-1).

u* (t)=u* (t-1) + fu (t)-u books (t-1)l ・Ks*
・ *- In this way, by correcting the read steering Mu (t) so that it gradually shifts according to the difference from the current steering amount u (t-1), the Even when the current position of the vehicle is calibrated in a timely manner using the reference position signal from the position beacon, it is possible to gradually shift from the current steering amount to the read steering amount. It is possible to suppress changes in the steering amount due to stepwise changes associated with calibration of the current position, thereby enabling smooth automatic pilot control.

Note that the coefficient Ks used when correcting the teaching data is a value that can sufficiently follow changes in the steering amount during teaching operation, and that does not result in steep changes in the steering amount even with stepwise changes accompanying calibration using the reference position signal (for example, 0.3 to 0.5), the desired purpose can be achieved.

FIG. 3 is a flowchart illustrating the operation of the control contents of this embodiment. The program starts when the control system is powered on. First, in step 61, it is determined whether or not there is a scheduled interrupt, and when the determination is YES, the sensor data is read in the next step 62.

FIG. 4 shows a flowchart for reading sensor data in step 62. Step 6
21 is the lateral deviation Yf of the vehicle front and rear.

In step 622, these lateral deviations Yf,
The yaw angle θ of the vehicle is calculated from Yr, and the next step 623
Now, calculate the lateral deviation Y of the center of the vehicle.

Further, in the next step 624, the vehicle speed is read.

After the vehicle's lateral deviation Y and yaw angle θ are read in this way, in the next step 625, a reference position signal from a position beacon installed at a predetermined point on the taxiway is read, and the vehicle's current position is located.

Then, the steering amount is read into an arithmetic processing circuit (ECU) according to the current position X of the vehicle.

FIG. 5 shows the vehicle's current position X, which is performed in step 625.
This figure shows a flowchart of the orientation. First, in step 62a, a reference position signal is acquired from a position beacon installed at a predetermined position on the taxiway, and in step 62b, it is determined whether or not it is the true reference position.If it is determined as YES, in step 62c, the reference position Point identification is performed.

After the reference point has been identified, a reference distance at this reference point is set in step 62d, and the next step 62e
The travel distance ΔX between position beacons is reset to 0 at .

On the other hand, when it is determined No in step 62b, the vehicle speed is acquired in the next step 62f, and in step 62g, the traveling distance ΔX for each predetermined period is calculated from the previously calculated traveling distance ΔX−i, ΔX■Δx− 1+vΦτ However, it is calculated using the formula where V2 is the vehicle speed, and τ is the period.

Then, in step 62h, the final current position of the vehicle
is calculated based on the distance traveled from the basic position.

After the sensor data is read in step 62 in FIG. 3 in this manner, it is determined whether the teaching switch is on or off in the next step 63.

When the determination in step 63 is YES, the actuator control is turned off in step 64 and the teaching control in step 65 is performed. FIG. 6 shows a flowchart of this teaching control step 65.

First, in step 651, it is determined whether or not it is a data storage location, and if the determination is No, the process ends;
If the determination is YES, the process moves to step 652,
Determine the number of data storage times. That is, the teaching data stored in the teaching data storage means uses the average value of several times. For example, when using the average value of 5 times, it is set as a-5, and when it becomes n5-5, it is set as 1 bit. moves to the next step 653, the sensor data is read, and in step 654 the 5
The average value of the times is calculated. Then, in step 655, it is written into the memory of the arithmetic processing circuit (ECU). on the other hand,
If it is determined in step 652 that the predetermined number of times is No, that is, the predetermined number of times has not reached 5, the next step 65
6, the data up to the previous time is averaged. Then, in the next step 657, it is determined whether the currently detected data is appropriate by comparing it with the previously detected data, and if the difference from the previous average value is greater than a predetermined value, the data is The project will be terminated without being adopted.

On the other hand, when the data detected this time and the average value up to the previous time are smaller than the predetermined value, it is adopted as data and stored in the memory in the arithmetic processing circuit (ECU) in the next step 658, and the number of times is added by 1. be done. Then, in step 659, it is determined whether or not all courses have been memorized.
S, that is, when all courses are memorized, step 66
At step 661, the displayed lamp is turned on, and when the answer is No, that is, the entire course has not been memorized yet, the taught lamp is kept off at step 661, and the process ends.

After the teaching control is performed in this manner, the process returns to step 63 in FIG. 3, and in step 63 it is determined whether the teaching switch is on or off. Since teaching has already been performed, the determination in this step is NO, and the process moves to the next step 66. Then, in this step 66, it is determined whether the taught lamp is on or not.
When it is determined that there is an abnormality in the system, the actuator control is turned off in the next step 67, and an alarm is generated in step 68.

On the other hand, if the determination in step 66 is YES, the process moves to automatic pilot control in step 69.

FIG. 7 shows a flowchart of this automatic pilot control. First, in step 691, the sensor data described above is read, and then in step 692, and then in step 693, the target lateral direction is determined from the target course map and the steering amount map 32. Deviation Y. and yaw angle θ. is read out. Then, a prediction error at a predetermined distance is calculated from the difference between the current lateral deviation and yaw angle of the vehicle and the read lateral deviation and yaw angle, and the error correction amount ΔU to eliminate this prediction error is calculated in steps. 69
Calculated at 5.

On the other hand, the taught steering Hk u * is read out from the steering amount map 32 in accordance with the current position (1) ) is corrected so that it changes gradually. The steering amount u* corrected in this way is added to the error correction amount ΔU in step 698, and a correction ff1u is calculated. Finally, the autopilot lamp is turned on in step 699, and autopiloting is performed.

As described above, since the vehicle automatic steering control device of the present invention is configured to gradually change the taught data value by the taught data correction means, it is possible to correct errors in the current position of the vehicle caused by calibration deviation etc. from the position beacon. It is possible to eliminate discontinuous changes in the value of the teaching data due to stepwise changes that occur during calibration using the reference position signal, and it is possible to automatically drive the vehicle accurately and smoothly along the target course.

[Effects of the Invention] As explained above, according to the vehicle automatic pilot control device according to the present invention, the current position of the vehicle is determined by the reference position signal from the taxiway information transmitting means such as a position beacon provided on the taxiway. This has the effect of eliminating discontinuous changes in the amount of steering that occur when calibrating the steering wheel, and enabling smooth automatic driving that is close to the driver's actual driving sensation.

[Brief explanation of drawings]

Fig. 1 is a control block diagram of a vehicle autopilot control device according to the present invention, Fig. 2 is an explanatory diagram for explaining prediction error correction in autopilot control in the same embodiment, and Fig. 3 is a control block diagram in the same embodiment. FIG. 4 is a flowchart for reading sensor data in the same embodiment; FIG. 5 is a flowchart for locating the vehicle position in the embodiment; FIG. 6 is a flowchart for teaching control in the embodiment; FIG. 7 is a flowchart of automatic pilot control in the same embodiment, and FIG. 8 is a schematic block diagram of a conventional automatic pilot control device. 10... Front magnetic field sensor 14... Rear magnetic field sensor 18... Magnetic pickup antenna position beacon arithmetic processing circuit feedback processing circuit target course map steering amount map teaching data correction means

Claims (1)

[Scope of Claim] In a vehicle autopilot control device that measures the current position and running condition of a vehicle with respect to a predetermined taxiway and controls the operation of each actuator for autopilot based on this position and running condition. , a teaching data storage means for storing the amount of operation of each actuator when the driver drives on a taxiway and driving a taught target course, and a reference position signal and a vehicle sent from a pre-installed taxiway information transmission means. a position locating means for locating the position of the vehicle with respect to the taxiway based on the traveling speed of the vehicle, and reading teaching data from the teaching data storage means according to the position determined by the position locating means, and storing the read teaching data in the current state. The teaching data correction means corrects to reduce the difference from the teaching data, and the actuator operation amount calculation means calculates the operation amount of each actuator based on the corrected teaching data from the teaching data correction means. An autopilot control device for a vehicle characterized by the following.