WO2021111616A1 - 車両制御装置および車両制御方法 - Google Patents

車両制御装置および車両制御方法 Download PDF

Info

Publication number
WO2021111616A1
WO2021111616A1 PCT/JP2019/047807 JP2019047807W WO2021111616A1 WO 2021111616 A1 WO2021111616 A1 WO 2021111616A1 JP 2019047807 W JP2019047807 W JP 2019047807W WO 2021111616 A1 WO2021111616 A1 WO 2021111616A1
Authority
WO
WIPO (PCT)
Prior art keywords
vehicle
state
control device
switching hyperplane
target
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/JP2019/047807
Other languages
English (en)
French (fr)
Japanese (ja)
Inventor
翔太 亀岡
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Mitsubishi Electric Corp
Original Assignee
Mitsubishi Electric Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Mitsubishi Electric Corp filed Critical Mitsubishi Electric Corp
Priority to US17/762,741 priority Critical patent/US11780424B2/en
Priority to DE112019007942.5T priority patent/DE112019007942T5/de
Priority to PCT/JP2019/047807 priority patent/WO2021111616A1/ja
Priority to JP2021562416A priority patent/JP7229391B2/ja
Priority to CN201980102670.5A priority patent/CN114746319A/zh
Publication of WO2021111616A1 publication Critical patent/WO2021111616A1/ja
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/02—Control of vehicle driving stability
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/02—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to ambient conditions
    • B60W40/06—Road conditions
    • B60W40/068—Road friction coefficient
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/20—Conjoint control of vehicle sub-units of different type or different function including control of steering systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/02—Control of vehicle driving stability
    • B60W30/045—Improving turning performance
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/10—Path keeping
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18163—Lane change; Overtaking manoeuvres
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/02—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to ambient conditions
    • B60W40/06—Road conditions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W60/00—Drive control systems specially adapted for autonomous road vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D6/00—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/20—Steering systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/20—Steering systems
    • B60W2510/202—Steering torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/22—Suspension systems
    • B60W2510/222—Stiffness
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • B60W2520/105—Longitudinal acceleration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/14—Yaw
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/16—Pitch
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/18—Roll
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/20—Sideslip angle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/18—Steering angle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2555/00—Input parameters relating to exterior conditions, not covered by groups B60W2552/00, B60W2554/00
    • B60W2555/20—Ambient conditions, e.g. wind or rain
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2556/00—Input parameters relating to data
    • B60W2556/45—External transmission of data to or from the vehicle
    • B60W2556/50—External transmission of data to or from the vehicle of positioning data, e.g. GPS [Global Positioning System] data
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2556/00—Input parameters relating to data
    • B60W2556/45—External transmission of data to or from the vehicle
    • B60W2556/55—External transmission of data to or from the vehicle using telemetry
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/20—Steering systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2720/00—Output or target parameters relating to overall vehicle dynamics
    • B60W2720/10—Longitudinal speed

Definitions

  • the present invention relates to a vehicle control device and a vehicle control method for controlling the running of a vehicle.
  • a target route representing a target route and a target vehicle speed over a certain period in the future are generated, a target steering angle and a target acceleration / deceleration for making the vehicle follow the target track are calculated, and the target acceleration / deceleration is calculated.
  • a method has been proposed in which the actual steering angle and actual acceleration / deceleration of the vehicle are controlled according to the calculated target steering angle and target acceleration / deceleration.
  • Patent Document 1 describes a technique of applying a sliding mode control method to steering control by correcting a switching hyperplane according to a running state (vehicle speed, etc.) of a vehicle, thereby suppressing overshoot of the vehicle. ing.
  • the present invention has been made to solve the above problems, and an object of the present invention is to realize robust vehicle control not only for the running state of the vehicle but also for the running surface state.
  • the vehicle control device includes a switching superplane generating unit that generates a switching superplane based on the traveling state of the vehicle and the cornering stiffness according to the traveling surface condition which is the state of the road surface on which the vehicle travels. , A deviation calculation unit that calculates the deviation of the target track of the vehicle from the actual track, and a state quantity estimation unit that estimates the state quantity to be controlled by the vehicle based on the deviation calculated by the deviation calculation unit. Control for controlling at least one of the steering of the vehicle and the vehicle speed based on the switching superplane generated by the switching superplane generation unit and the state estimation amount which is the state amount estimated by the state amount estimation unit. It is equipped with a control input calculation unit that calculates the input.
  • FIG. 1 It is a figure which shows the configuration example of the control system of the vehicle which carries the vehicle control device. It is a figure which shows the example of the target path calculated by an orbit generator. It is a figure for demonstrating the lateral deviation and declination of a vehicle with respect to a target route. It is a figure which shows the example of the case where a vehicle becomes unstable. It is a graph which shows the relationship between a tire skid angle and a cornering force. It is a functional block diagram of the vehicle control device which concerns on Embodiment 1.
  • FIG. It is a figure which shows the table which shows the correspondence of the index of the running surface state, and the cornering stiffness. It is a figure which shows the switching hyperplane which changes according to the traveling state and the traveling surface state.
  • FIG. It is a figure which shows the example of the structure of the switching hyperplane generation part. It is a functional block diagram of the vehicle control device which concerns on Embodiment 2. FIG. It is a functional block diagram of the vehicle control device which concerns on Embodiment 3. FIG. It is a functional block diagram of the vehicle control device which concerns on Embodiment 4. FIG. It is a figure which shows the hardware configuration example of a vehicle control device. It is a figure which shows the hardware configuration example of a vehicle control device.
  • the steering wheel 1 for the driver (that is, the driver) to steer the vehicle 100 is coupled to the steering shaft 2.
  • the steering shaft 2 is connected to the pinion shaft 14 of the rack and pinion mechanism 4.
  • the rack shaft 15 of the rack and pinion mechanism 4 can be reciprocated in response to the rotation of the pinion shaft 14, and front knuckles 6 are connected to both left and right ends thereof via tie rods 5.
  • the front knuckle 6 rotatably supports the front wheel 102 as a steering wheel, and is rotatably supported by the vehicle body frame.
  • the torque generated by the driver operating the steering wheel 1 rotates the steering shaft 2, and the rack and pinion mechanism 4 moves the rack shaft 15 in the left-right direction according to the rotation of the steering shaft 2.
  • the movement of the rack shaft 15 causes the front knuckle 6 to rotate about a kingpin shaft (not shown), whereby the front wheels 102 are steered in the left-right direction. Therefore, the driver can change the lateral movement amount of the vehicle 100 by operating the steering wheel 1 when the vehicle 100 moves forward and backward.
  • the vehicle 100 includes a vehicle speed sensor 20, an inertial measurement unit 21 (hereinafter referred to as "IMU (Inertial Measurement Unit) sensor 21"), a steering angle sensor 22, and steering as an internal sensor 31 for recognizing the traveling state of the vehicle 100.
  • IMU Inertial Measurement Unit
  • a torque sensor 23 and the like are installed.
  • the vehicle speed sensor 20 includes a pulse sensor that detects the rotational speed of the wheels of the vehicle 100, and converts the output of the pulse sensor into a vehicle speed value and outputs it.
  • the IMU sensor 21 is installed on the roof or indoor of the vehicle 100 and detects the acceleration and the angular velocity of the vehicle 100 in the vehicle coordinate system.
  • Some IMU sensors 21 incorporate, for example, a MEMS (Micro Electrical Mechanical System) or an optical fiber gyro (Fiber Optic Gyroscope).
  • the vehicle coordinate system is a coordinate system fixed to the chassis or body of the vehicle.
  • the center of gravity of the vehicle is the origin
  • the front in the longitudinal direction of the vehicle is the x-axis
  • the left-hand direction of the vehicle is the y-axis
  • the right-hand screw that rotates in the y-axis direction from the x-axis advances.
  • the z-axis is taken.
  • the steering angle sensor 22 is a sensor that measures the rotation angle of the steering shaft 2, and is composed of, for example, a rotary encoder or the like.
  • the steering torque sensor 23 is a sensor that measures the rotational torque of the steering shaft 2, and is composed of, for example, a strain gauge.
  • a camera 24, a radar 25, a GNSS (Global Navigation Satellite System) sensor 26, a navigation device 27, and the like are installed as an outside world sensor 30 for recognizing the situation around the vehicle 100.
  • GNSS Global Navigation Satellite System
  • the camera 24 is installed at a position where the front of the vehicle 100 can be photographed, and from the captured image, for example, information on a lane, a lane marking, an obstacle (another vehicle, a pedestrian, etc.) in front of the vehicle 100, etc. 100 Acquire information indicating the environment ahead.
  • the camera 24 outputs the result of expressing the lane marking with a polynomial, a spline curve, or the like as the lane marking information.
  • the radar 25 irradiates the front of the vehicle 100 with radar, detects the reflected wave, measures the relative distance and the relative velocity of an obstacle existing in front of the vehicle 100, and outputs the measurement result.
  • Other vehicles detected by the camera 24 and the radar 25 include not only a vehicle traveling in front of the vehicle 100 (preceding vehicle) but also a vehicle stopped around the vehicle 100 (stopped vehicle).
  • a GNSS antenna (not shown) is connected to the GNSS sensor 26.
  • the GNSS sensor 26 receives a positioning signal from a positioning satellite orbiting the satellite orbit with the GNSS antenna, analyzes the received positioning signal, and analyzes the received positioning signal. Outputs information on the position of the phase center of the GNSS antenna (latitude, longitude, altitude, orientation, etc.).
  • Positioning satellites include GPS (Global Positioning System) in the United States, GLONASS (Global Navigation Satellite System) in Russia, Galileo in Europe, QZSS (Quasi-Zenith Satellite System) in Japan, Beidou in China, and Navigation Indian Constellation in India. )and so on.
  • the GNSS sensor 26 may use any of them.
  • the navigation device 27 has a function of calculating an optimum travel route from the current position of the vehicle 100 to a destination set by the driver, and a function of storing road information on the travel route.
  • Road information is map node data that expresses road alignment, and the map node data incorporates information such as the absolute position (latitude, longitude, altitude), lane width, cant angle, and inclination angle of each node. ..
  • the outside world sensor 30 and the inside world sensor 31 are connected to a network (not shown) such as CAN (Controller Area Network) included in the vehicle 100, and other devices connected to the network are the outside world sensor 30 and the outside world sensor 31. It is possible to acquire the information output by the internal sensor 31. In the present embodiment, it is assumed that all the sensors included in the outside world sensor 30 and the inside world sensor 31 are connected to the network and can transmit and receive data to and from each other.
  • CAN Controller Area Network
  • the track generator 13 calculates the target route that the vehicle 100 should travel and the target vehicle speed that the vehicle 100 should follow over a certain period in the future, and calculates the target vehicle speed that the vehicle 100 should follow.
  • the calculation result is output to the vehicle control device 101.
  • the target route and the target vehicle speed are collectively referred to as a target track. That is, the target trajectory is information representing the target route and the target vehicle speed at each point on the target route.
  • the track generator 13 calculates a target route of the vehicle 100 as shown in FIG. 2, for example, based on the detection result. ..
  • the target route of FIG. 2 causes the vehicle 100 to change lanes in order to avoid a stopped vehicle.
  • the track generating device 13 calculates the target vehicle speed of the vehicle 100 so that the lane change of the vehicle 100 is performed while decelerating, considering the possibility that the stopped vehicle suddenly starts to move.
  • the vehicle control device 101 calculates a target steering angle and a target acceleration / deceleration based on the outputs of the inner world sensor 31 and the outer world sensor 30 so that the vehicle 100 follows the target path and the target vehicle speed acquired from the track generator 13. ..
  • the vehicle control device 101 outputs the calculated target steering angle to the steering control device 12, and outputs the calculated target acceleration / deceleration to the acceleration / deceleration control device 9.
  • the vehicle 100 includes an electric motor 3 for realizing the lateral movement (lateral movement) of the vehicle 100, a vehicle drive device 7 for controlling the front-rear movement (front-back movement) of the vehicle 100, and a brake 11. Actuators such as are installed.
  • the electric motor 3 is generally composed of a motor and a gear, and the steering shaft 2 can be freely rotated by applying torque to the steering shaft 2. That is, the electric motor 3 can freely steer the front wheels 102 independently of the operation of the driver's steering wheel 1.
  • the steering control device 12 is an electric motor for making the steering of the vehicle 100 follow the target steering angle based on the outputs of the steering angle sensor 22, the steering torque sensor 23, and the target steering angle output by the vehicle control device 101.
  • the current value to be supplied to 3 is calculated, and the current corresponding to the calculated current value is applied to the electric motor 3.
  • the vehicle drive device 7 is an actuator for driving the vehicle 100 in the front-rear direction.
  • the vehicle driving device 7 transmits the driving force obtained from a driving source such as an engine or a motor to the front wheels 102 or the rear wheels 103 via the transmission and the shaft 8 to transmit the driving force to the front wheels 102 or the rear wheels 103. Rotate. As a result, the vehicle driving device 7 can freely control the driving force of the vehicle 100.
  • the brake control device 10 is an actuator for braking the vehicle 100, and controls the amount of braking of the brakes 11 installed on the front wheels 102 and the rear wheels 103 of the vehicle 100, respectively.
  • the general brake 11 generates a braking force by pressing a pad against a disc rotor that rotates together with the front wheels 102 and the rear wheels 103 by using flood control.
  • the acceleration / deceleration control device 9 calculates the driving force and braking force of the vehicle 100 required to make the acceleration of the vehicle 100 follow the target acceleration / deceleration output by the vehicle control device 101, and calculates the calculation result of the driving force and the braking force of the vehicle 100. Output to 7 and the brake control device 10.
  • Sliding mode control is controlled by maintaining the amount of state you want to control (eg, distance or angle from the target path, their time derivative, etc.) by reaching a switching hyperplane with pre-designed stable dynamics. It is a method to control.
  • the switching hyperplane is usually designed using an equation of state that indicates the dynamics of the controlled object.
  • the sliding mode control method determines the control input so that the state quantity is maintained in the sliding mode, i.e., on the switching hyperplane.
  • the switching hyperplane is designed using the equation of state of equation (1) and controlled so that e y , e ⁇ , e y ', and e ⁇ 'are 0, the vehicle 100 will follow the target path. Become.
  • the equation (2) is used to express the equation (1) as the equation (3).
  • lateral movement (lateral movement) of the vehicle 100 is dependent on the vehicle speed v x is the longitudinal movement of the vehicle 100 (seesaw motion), a low speed when the high-speed
  • the dynamics of the vehicle 100 differ from time to time.
  • the switching hyperplane is designed with v x constant, but when the vehicle speed changes, the control performance can be improved by changing the switching hyperplane according to the vehicle speed.
  • overshoot of the vehicle is suppressed by changing the switching hyperplane according to the vehicle speed.
  • FIG. 5 is a graph showing the relationship between the side slip angle of the tire and the cornering force.
  • the vehicle 100 realizes lateral motion by the cornering force generated on the front wheels 102 and the rear wheels 103.
  • the cornering force is related to the skid angle of the tire, and is a dry road surface (dry surface), a damp road surface (wet surface), or a frozen road surface (frozen surface) as shown in FIG. This makes a difference in the cornering force.
  • C f and C r of the equation (1) are cornering stiffness
  • the cornering stiffness is defined as the inclination of the cornering force when the tire skid angle is 0 (that is, the rate of change of the cornering force with respect to the tire skid angle). Therefore, as shown in FIG. 5, the value of cornering stiffness changes depending on the condition of the road surface. Therefore, for example, when the vehicle 100 controlled by using C f and C r when the road surface is a dry surface travels on a frozen surface, the state quantity cannot reach the switching hyperplane and the vehicle 100 becomes unstable. There is a possibility of becoming. This point was not taken into consideration in Patent Document 1.
  • the switching hyperplane is changed in consideration of not only the change in the running state such as the vehicle speed but also the change in the road surface (running surface) on which the vehicle runs, so that the running state and the running surface of the vehicle can be changed.
  • a vehicle control device 101 capable of realizing robust sliding mode control.
  • FIG. 6 is a functional block diagram of the vehicle control device 101 according to the first embodiment. As shown in FIG. 6, the vehicle control device 101 is connected to the track generation device 13, the outside world sensor 30, the inside world sensor 31, the steering control device 12, and the acceleration / deceleration control device 9.
  • the track generator 13 calculates the target track (target route and target vehicle speed) of the vehicle 100.
  • the outside world sensor 30 includes a camera 24, a radar 25, a GNSS sensor 26, and the like, and outputs, for example, position information of the vehicle 100 to the vehicle control device 101.
  • the internal sensor 31 includes a vehicle speed sensor 20, an IMU sensor 21, a steering angle sensor 22, a steering torque sensor 23, and the like, and outputs their output values (sensor values) to the vehicle control device 101.
  • the vehicle control device 101 includes a deviation calculation unit 201, a traveling surface state estimation unit 202, a state quantity estimation unit 203, a switching hyperplane generation unit 204, and a target steering angle / acceleration / deceleration calculation unit 205.
  • the running surface state estimation unit 202 estimates the state of the running surface of the vehicle 100 (hereinafter referred to as "running surface state"), and estimates the cornering stiffness of the vehicle 100 from the running surface state.
  • the traveling surface state referred to here represents a state of a traveling surface portion where the front wheels 102 and the rear wheels 103 of the vehicle 100 come into contact with each other, and as described with reference to FIG. 5, the cornering stiffness is set to the traveling surface state. It will be a different value depending on it.
  • the traveling surface state estimation unit 202 outputs the estimated cornering stiffness as the estimation result of the traveling surface state to the state quantity estimation unit 203 and the switching hyperplane generation unit 204.
  • the running surface state is classified into three types: a frozen surface, a wet surface, and a dry surface, but the classification method is not limited to this.
  • the traveling surface state may be classified into an asphalt surface, a concrete surface, a brick surface, or the like based on the material of the traveling surface.
  • the traveling surface state may be classified as a marble surface, a carpet surface, a wood surface, or the like based on the material of the traveling surface.
  • the cornering force F c is related to the side slip angle ⁇ of the vehicle 100, and the relationship is modeled as a linear tire model, a Magic Formula model, etc., and these models are called tire models.
  • the cornering force F c is a function of the skid angle ⁇ , and the tire model is expressed by the following equation (4).
  • each of the front wheels 102 and the rear wheels 103 can be calculated using the formulas (4) and (5), those values can be used as C f and C r of the formula (1).
  • the tire model can be estimated using the inner world sensor 31, the outer world sensor 30, the Kalman filter, and the particle filter. For example, “Tire-Stiffness Optimization by Marginalized Adaptive Particle Filter” (Karl Berntorp1 and Stefano Di Cairano1, The specific method is disclosed in the 2016 IEEE 55th Conference on Decision and Control).
  • Another method for estimating cornering stiffness is to use an index of the running surface condition.
  • the outside world sensor 30 analyzes the image in front of the vehicle 100 taken by the camera 24 to estimate the traveling surface state, and if the estimation result is a frozen surface, it is "1", and if it is a wet surface, it is "2". If it is a dry surface, it may have a function of outputting an index, such as "3".
  • the switching hyperplane generation unit 204 generates a switching hyperplane using the traveling surface state estimation result (cornering stiffness estimation result) from the traveling surface state estimation unit 202.
  • x is an n ⁇ 1 vector in which n state quantities to be controlled are vertically arranged, and this is called a state vector.
  • u is an m ⁇ 1 vector in which control inputs are arranged vertically, and this is called an input vector.
  • y is a p ⁇ 1 vector in which p observable quantities are arranged vertically, and this is called an observation vector.
  • a and B are matrices expressing the dynamics of the state quantity, A is an n ⁇ n matrix, and B is an n ⁇ m matrix.
  • C is a p ⁇ n matrix representing the relationship between the state vector and the observation vector.
  • Equation (1) can be used as the equation of state for the lateral motion of the vehicle 100, but the following equation of state can be used for the front-rear direction of the vehicle 100. That is, the equation of state from the target acceleration u a until the vehicle speed v x, when modeled as a first-order lag time constant T a, the longitudinal direction of the state equation of the vehicle 100 uses the longitudinal acceleration a x, the following Can be modeled as in Eq. (7).
  • equations (7) will be expressed as (11) using equations (8) to (10).
  • Am and B m in the equation (12) can be expressed as in the equation (13) by using the parameters ⁇ n and ⁇ , for example, if the desired response is designed as a second-order lag system.
  • the state vector is set to the following equation (15), and an equation of state that integrates lateral motion and anteroposterior motion is used using equations (2) and (14).
  • the switching hyperplane ⁇ is defined as in Eq. (18) using the state vector x.
  • S is a coefficient vector related to the switching hyperplane and is a matrix of m ⁇ n.
  • Designing a switching hyperplane means designing S.
  • Various methods have been proposed as the design method of S, but here, a method of finding the optimum switching hyperplane that minimizes the fluctuation of the state will be described.
  • t s is the time that the sliding mode occurs
  • Q is a matrix that satisfies equation (20).
  • the state variable can be written as in equation (24) using the above auxiliary variable and the following equation (23).
  • the optimum switching hyperplane is the solution of the optimum control problem using the following equation (25).
  • the optimum S can be obtained in this way, but as described above, the motion of the vehicle 100 depends on the traveling state (vehicle speed, etc.) and the traveling surface (cornering stiffness, etc.) of the vehicle 100. Therefore, if S is designed with these constant, the state vector x cannot reach the sliding mode, and in the worst case, the vehicle 100 may become unstable. In the present embodiment, robust vehicle 100 control is realized by changing S when the traveling state and traveling surface of the vehicle 100 change.
  • FIG. 8 shows how the switching hyperplane is changed depending on the traveling state and the traveling surface.
  • the horizontal axis of FIG. 8 represents the state quantity, and the vertical axis represents the time derivative of the state quantity.
  • a diagram such as FIG. 8 is called a phase space and is used in the design of sliding mode control. In the sliding mode control, the mode from the initial state (the state at the start of control) to the arrival of the sliding mode is called the arrival mode.
  • the state of the vehicle 100 can easily reach the switching hyperplane by changing the inclination of the switching hyperplane according to the traveling state and the traveling surface.
  • a method of changing the switching hyperplane according to the traveling state and the traveling surface will be described.
  • the switching hyperplane generation unit 204 can acquire the estimation result of the current traveling surface state from the traveling surface state estimation unit 202 and the current traveling state of the vehicle 100 output by the internal sensor 31 in real time. Therefore, it is possible to obtain the switching hyperplane in real time by using the above-mentioned calculation method of the switching hyperplane.
  • Another method of changing the switching hyperplane is to use a switching hyperplane map.
  • a plurality of switching hyperplanes according to the combination of the running surface state and the running state are obtained in advance from the cornering stiffness for each running surface state and the range of the running state of the vehicle 100, and these are obtained.
  • the switching hyperplane generation unit 204 holds the map as a map.
  • the switching hyperplane generation unit 204 is divided into a switching hyperplane map 301 for a frozen surface, which is a map of the switching hyperplane for the frozen surface, and a wet surface, which is a map of the switching hyperplane for the wet surface.
  • the configuration may include a switching hyperplane map 302 for switching, a switching hyperplane map 303 for drying surfaces, which is a map of switching hyperplanes for drying surfaces, and a map selection unit 304 for selecting any of them.
  • the map selection unit 304 determines the switching hyperplane map 301 for the frozen surface and the wet surface based on the estimation result of the traveling surface state obtained in real time. From the switching hyperplane map 302 and the switching hyperplane map 303 for dry surfaces, a map corresponding to the current traveling surface state is selected.
  • the switching hyperplane generation unit 204 generates a switching hyperplane by referring to the selected map and reading the switching hyperplane corresponding to the current traveling state of the vehicle 100 from the map. As a result, the switching hyperplane generation unit 204 can generate a switching hyperplane suitable for the traveling state and the traveling surface state of the vehicle 100 in real time.
  • the vehicle control device 101 changes the switching hyperplane according to the traveling state and the traveling surface state of the vehicle 100, so that the vehicle 100 state can easily reach the sliding mode. As a result, it is possible to realize the control of the robust vehicle 100.
  • the state quantity estimation unit 203 uses the state quantity to be controlled (target steering angle / acceleration / deceleration) of the vehicle 100 based on the deviation between the actual track of the vehicle 100 and the target track calculated by the deviation calculation unit 201.
  • the state quantity of the vehicle 100 used by the calculation unit 205) is estimated. That is, the state vector x of the state equation is obtained.
  • an observer, a Kalman filter, and a particle filter are often used as a method for obtaining the state vector x.
  • the state quantity estimation unit 203 outputs the estimated state quantity as a state estimation quantity to the target steering angle / acceleration / deceleration calculation unit 205.
  • the target steering angle / acceleration / deceleration calculation unit 205 uses the state estimation amount input from the state amount estimation unit 203 and the switching hyperplane generated by the switching hyperplane generation unit 204 to control the vehicle 100, that is, the target. It functions as a control input calculation unit that obtains the steering angle and target acceleration / deceleration.
  • the control input u in the sliding mode control can be calculated by the following equation (28).
  • the unl is an input for reaching the sliding mode of the state, and is called an arrival rule input.
  • the u eq is an input for maintaining the state in the sliding mode, and is called an equivalent control input.
  • G is a coefficient matrix and sgn is a sign function.
  • the target steering angle / acceleration / deceleration calculation unit 205 calculates the control input u by adding the arrival rule input unl and the equivalent control input u eq.
  • the control input u obtained by the equation (28) includes the target steering angle ⁇ and the target acceleration / deceleration speed u a as in the equation (16). Therefore, the target steering angle ⁇ is the steering control unit 12, the target acceleration u a are respectively transmitted to the deceleration control device 9, the steering control apparatus 12 and a deceleration control unit 9, the desired motion of the vehicle 100 is implemented Rudder.
  • the vehicle control device 101 As described above, according to the vehicle control device 101 according to the first embodiment, it is possible to realize the control of the vehicle 100 that is robust with respect to the traveling state and the traveling surface.
  • the equation of state that integrates the lateral motion and the back-and-forth motion of the vehicle 100 is used.
  • the equation of state (1) which is the equation of state of the lateral motion of the vehicle 100, and the state of the front-back motion of the vehicle 100
  • a switching hyperplane may be designed separately for each of the equations (14) to calculate the control input.
  • FIG. 10 is a functional block diagram of the vehicle control device 101 according to the second embodiment.
  • the traveling surface state estimation unit 202 provided in the vehicle control device 101 in the first embodiment (FIG. 6) is replaced with a traveling surface state estimation device 32 externally connected to the vehicle control device 101.
  • the traveling surface state estimation device 32 has a function of estimating the traveling surface state in the same function as the traveling surface state estimation unit 202 of the first embodiment, and provides the estimation result to the vehicle control device 101 from the outside. ..
  • the vehicle control device 101 does not need to estimate the traveling surface state, so that the calculation load of the vehicle control device 101 can be reduced. can get.
  • FIG. 11 is a functional block diagram of the vehicle control device 101 according to the third embodiment.
  • the configuration of FIG. 11 is a configuration in which the target steering angle / acceleration / deceleration calculation unit 205 as the control input calculation unit is replaced with the target steering angle calculation unit 206 with respect to the configuration of the first embodiment (FIG. 6). Further, the acceleration / deceleration control device 9 is not connected to the vehicle control device 101.
  • the target steering angle / acceleration / deceleration calculation unit 205 of the first embodiment calculates both the target steering angle and the target acceleration / deceleration as the control input of the vehicle 100, but the target steering angle calculation unit 206 of the third embodiment calculates the target steering angle / acceleration / deceleration. Only the target steering angle is calculated and output to the steering control device 12.
  • the present embodiment considers the case where the output of the track generating device 13 is only the target route, and in this case, the vehicle control device 101 controls only the lateral motion of the vehicle 100.
  • the calculation of the state quantity estimation unit 203 and the switching hyperplane generation unit 204 is performed using the equation (1) which is the equation of state of the lateral motion of the vehicle 100.
  • the target steering angle calculation unit 206 calculates the target steering angle as a control input by using the state estimation amount output by the state quantity estimation unit 203 and the switching hyperplane designed by the switching hyperplane generation unit 204.
  • the vehicle control device 101 of the third embodiment it is possible to realize robust vehicle 100 control even when the output of the track generation device 13 is only the target route.
  • FIG. 12 is a functional block diagram of the vehicle control device 101 according to the fourth embodiment.
  • the configuration of FIG. 12 is a configuration in which the target steering angle / acceleration / deceleration calculation unit 205 as the control input calculation unit is replaced with the target acceleration / deceleration calculation unit 207 with respect to the configuration of the first embodiment (FIG. 6). Further, the steering control device 12 is not connected to the vehicle control device 101.
  • the target steering angle / acceleration / deceleration calculation unit 205 of the first embodiment calculates both the target steering angle and the target acceleration / deceleration as the control input of the vehicle 100, but the target acceleration / deceleration calculation unit 207 of the fourth embodiment calculates the target acceleration / deceleration calculation unit 207. Only the target acceleration / deceleration is calculated and output to the acceleration / deceleration control device 9.
  • the present embodiment considers the case where the output of the track generating device 13 is only the target vehicle speed. In this case, the vehicle control device 101 controls only the forward / backward movement of the vehicle 100.
  • the calculation of the state quantity estimation unit 203 and the switching hyperplane generation unit 204 is performed using the equation (14) which is the equation of state of the front-back motion of the vehicle 100.
  • the target acceleration / deceleration calculation unit 207 calculates the target acceleration / deceleration as a control input by using the state estimation amount output by the state quantity estimation unit 203 and the switching hyperplane designed by the switching hyperplane generation unit 204.
  • the vehicle control device 101 of the fourth embodiment it is possible to realize robust vehicle 100 control even when the output of the track generator 13 is only the target vehicle speed.
  • the output from the vehicle control device 101 to the steering control device 12 may be the target steering torque instead of the target steering angle.
  • the output from the vehicle control device 101 to the acceleration / deceleration control device 9 is not the target acceleration / deceleration, but the target acceleration / deceleration. It may be the target vehicle speed. In that case, the target vehicle speed can be calculated by integrating the target acceleration / deceleration.
  • the front wheels 102 are steered, but the rear wheels 103 may also be steered at the same time.
  • Each of the above embodiments can also be applied to steering control of the rear wheel 103.
  • ⁇ Hardware configuration example> 13 and 14 are diagrams showing an example of the hardware configuration of the vehicle control device 101, respectively.
  • Each function of the component of the vehicle control device 101 shown in FIGS. 6 and 10 to 12 is realized by, for example, the processing circuit 50 shown in FIG. That is, the vehicle control device 101 generates a switching hyperplane based on the traveling state of the vehicle 100 and the cornering stiffness according to the traveling surface condition which is the state of the road surface on which the vehicle 100 travels, and the target trajectory of the vehicle 100.
  • the amount of state to be controlled of the vehicle 100 is estimated based on the deviation from the actual track of the vehicle 100, and at least one of the steering and the vehicle speed of the vehicle 100 is controlled based on the generated switching hyperplane and the estimated amount of state.
  • the processing circuit 50 for calculating the control input for the operation is provided.
  • the processing circuit 50 may be dedicated hardware, or may be a processor (Central Processing Unit (CPU), processing unit, arithmetic unit, microprocessor, microprocessor, etc.) that executes a program stored in a memory. It may be configured by using a DSP (also called a Digital Signal Processor).
  • CPU Central Processing Unit
  • DSP Digital Signal Processor
  • the processing circuit 50 may be, for example, a single circuit, a composite circuit, a programmed processor, a parallel programmed processor, an ASIC (Application Specific Integrated Circuit), or an FPGA (Field-Programmable). GateArray), or a combination of these, etc.
  • the functions of the components of the vehicle control device 101 may be realized by individual processing circuits, or these functions may be collectively realized by one processing circuit.
  • FIG. 14 shows an example of the hardware configuration of the vehicle control device 101 when the processing circuit 50 is configured by using the processor 51 that executes the program.
  • the functions of the components of the vehicle control device 101 are realized by software (software, firmware, or a combination of software and firmware).
  • the software or the like is described as a program and stored in the memory 52.
  • the processor 51 realizes the functions of each part by reading and executing the program stored in the memory 52. That is, when the vehicle control device 101 is executed by the processor 51, the switching hyperplane is based on the traveling state of the vehicle 100 and the cornering stiffness according to the traveling surface state which is the state of the road surface on which the vehicle 100 travels.
  • a memory 52 for storing a program for calculating a control input for controlling at least one of the steering of the vehicle 100 and the vehicle speed and a program to be executed as a result is provided.
  • this program causes the computer to execute the procedure or method of operation of the components of the vehicle control device 101.
  • the memory 52 is a non-volatile or non-volatile memory such as a RAM (RandomAccessMemory), a ROM (ReadOnlyMemory), a flash memory, an EPROM (ErasableProgrammableReadOnlyMemory), or an EEPROM (ElectricallyErasableProgrammableReadOnlyMemory). Volatile semiconductor memory, HDD (Hard Disk Drive), magnetic disk, flexible disk, optical disk, compact disk, mini disk, DVD (Digital Versatile Disc) and its drive device, etc., or any storage medium used in the future. You may.
  • RAM RandomAccessMemory
  • ROM ReadOnlyMemory
  • flash memory an EPROM (ErasableProgrammableReadOnlyMemory), or an EEPROM (ElectricallyErasableProgrammableReadOnlyMemory).
  • Volatile semiconductor memory Volatile semiconductor memory, HDD (Hard Disk Drive), magnetic disk, flexible disk, optical disk, compact disk,
  • the present invention is not limited to this, and a configuration in which a part of the components of the vehicle control device 101 is realized by dedicated hardware and another part of the components is realized by software or the like may be used.
  • the function is realized by the processing circuit 50 as dedicated hardware, and for some other components, the processing circuit 50 as the processor 51 is stored in the memory 52. It is possible to realize the function by reading and executing it.
  • the vehicle control device 101 can realize each of the above-mentioned functions by hardware, software, or a combination thereof.
  • each embodiment can be freely combined, and each embodiment can be appropriately modified or omitted within the scope of the invention.

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Physics & Mathematics (AREA)
  • Mathematical Physics (AREA)
  • Human Computer Interaction (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Steering Control In Accordance With Driving Conditions (AREA)
PCT/JP2019/047807 2019-12-06 2019-12-06 車両制御装置および車両制御方法 Ceased WO2021111616A1 (ja)

Priority Applications (5)

Application Number Priority Date Filing Date Title
US17/762,741 US11780424B2 (en) 2019-12-06 2019-12-06 Vehicle control device and vehicle control method
DE112019007942.5T DE112019007942T5 (de) 2019-12-06 2019-12-06 Fahrzeug-steuerungseinrichtung und fahrzeug-steuerungsverfahren
PCT/JP2019/047807 WO2021111616A1 (ja) 2019-12-06 2019-12-06 車両制御装置および車両制御方法
JP2021562416A JP7229391B2 (ja) 2019-12-06 2019-12-06 車両制御装置および車両制御方法
CN201980102670.5A CN114746319A (zh) 2019-12-06 2019-12-06 车辆控制装置以及车辆控制方法

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/JP2019/047807 WO2021111616A1 (ja) 2019-12-06 2019-12-06 車両制御装置および車両制御方法

Publications (1)

Publication Number Publication Date
WO2021111616A1 true WO2021111616A1 (ja) 2021-06-10

Family

ID=76221143

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/JP2019/047807 Ceased WO2021111616A1 (ja) 2019-12-06 2019-12-06 車両制御装置および車両制御方法

Country Status (5)

Country Link
US (1) US11780424B2 (https=)
JP (1) JP7229391B2 (https=)
CN (1) CN114746319A (https=)
DE (1) DE112019007942T5 (https=)
WO (1) WO2021111616A1 (https=)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN115525019A (zh) * 2022-10-13 2022-12-27 长春工业大学 基于操纵稳定性概率分布的复合工况底盘集成控制方法

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN116075454A (zh) * 2021-08-31 2023-05-05 株式会社斯巴鲁 行驶控制装置
US12060068B2 (en) * 2022-04-28 2024-08-13 Toyota Research Institute, Inc. Low speed cornering stiffness derate using a dynamic vehicle model
CN118991915A (zh) * 2024-10-23 2024-11-22 吉林大学 一种基于预稳定性的后轮转向控制方法

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS61226368A (ja) * 1985-04-01 1986-10-08 Nissan Motor Co Ltd 車両用舵角制御装置
JPS6328763A (ja) * 1986-07-22 1988-02-06 Nippon Denso Co Ltd 車両用操舵装置
JPH04224425A (ja) * 1990-12-25 1992-08-13 Nippondenso Co Ltd 車両用定速走行制御装置
JP2009208587A (ja) * 2008-03-04 2009-09-17 Tokyo Metropolitan Univ 四輪車両及びプログラム
JP2013023051A (ja) * 2011-07-20 2013-02-04 Isuzu Motors Ltd 車両の自動走行制御装置

Family Cites Families (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4836319A (en) 1986-07-22 1989-06-06 Nippondenso Co., Ltd. Steering control apparatus for motor vehicles
JP3754150B2 (ja) 1996-10-21 2006-03-08 本田技研工業株式会社 車両走行制御装置
JP2004143974A (ja) 2002-10-23 2004-05-20 Daihatsu Motor Co Ltd 車両の走行制御装置及び制御方法
JP4830569B2 (ja) * 2006-03-22 2011-12-07 トヨタ自動車株式会社 車両の走行制御装置
JP2008081006A (ja) * 2006-09-28 2008-04-10 Mitsubishi Electric Corp 車両用走行制御装置
US8190330B2 (en) * 2009-03-06 2012-05-29 GM Global Technology Operations LLC Model based predictive control for automated lane centering/changing control systems
JP5582394B2 (ja) * 2010-06-16 2014-09-03 いすゞ自動車株式会社 車両の自動操舵制御装置
CN108082182B (zh) * 2017-12-18 2019-07-09 长春工业大学 一种拓宽汽车稳定域的主动后轮转向控制方法
US20200073405A1 (en) * 2018-09-05 2020-03-05 Ford Global Technologies, Llc Vehicle navigation and control
CN109466558B (zh) * 2018-10-26 2020-08-04 重庆邮电大学 一种基于ekf和bp神经网络的路面附着系数估计方法
US11372403B2 (en) * 2018-11-05 2022-06-28 Tusimple, Inc. Systems and methods for dynamic predictive control of autonomous vehicles

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS61226368A (ja) * 1985-04-01 1986-10-08 Nissan Motor Co Ltd 車両用舵角制御装置
JPS6328763A (ja) * 1986-07-22 1988-02-06 Nippon Denso Co Ltd 車両用操舵装置
JPH04224425A (ja) * 1990-12-25 1992-08-13 Nippondenso Co Ltd 車両用定速走行制御装置
JP2009208587A (ja) * 2008-03-04 2009-09-17 Tokyo Metropolitan Univ 四輪車両及びプログラム
JP2013023051A (ja) * 2011-07-20 2013-02-04 Isuzu Motors Ltd 車両の自動走行制御装置

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN115525019A (zh) * 2022-10-13 2022-12-27 长春工业大学 基于操纵稳定性概率分布的复合工况底盘集成控制方法

Also Published As

Publication number Publication date
CN114746319A (zh) 2022-07-12
US20220340123A1 (en) 2022-10-27
US11780424B2 (en) 2023-10-10
JP7229391B2 (ja) 2023-02-27
DE112019007942T5 (de) 2022-11-10
JPWO2021111616A1 (https=) 2021-06-10

Similar Documents

Publication Publication Date Title
JP6594589B1 (ja) 走行計画生成装置および自動運転システム
US11427247B2 (en) Steering determination device and autonomous driving system
CN106476883B (zh) 车辆的行驶控制装置
JP7229391B2 (ja) 車両制御装置および車両制御方法
CN110799399B (zh) 车辆运动控制装置及其方法、和目标轨道生成装置及其方法
US11042133B2 (en) Apparatus and method for controlling a vehicle using a first model and a second model
US20180188031A1 (en) System and method for calibrating vehicle dynamics expectations for autonomous vehicle navigation and localization
US10421463B2 (en) Automatic steering control reference adaption to resolve understeering of autonomous driving vehicles
JP2000302055A (ja) 車線追従制御装置
CN110426011B (zh) 车辆转向角测量系统及方法
US20240103540A1 (en) Remote control device
KR102183204B1 (ko) 차량 및 차량의 제어 방법
CN116080754A (zh) 一种车辆自主驾驶横向控制方法
Lee et al. Multirate active steering control for autonomous vehicle lateral maneuvering
JP2017030396A (ja) 車両の走行制御装置
JP7341334B2 (ja) 走行経路生成装置および走行経路生成方法
JP7036284B1 (ja) 制御演算装置および制御演算方法
JP7231517B2 (ja) 追従走行システム
Gao et al. Vehicle localization with vehicle dynamics during gnss outages
CN116022234B (zh) 用于保持机动车辆的稳定性的系统和方法
JP7724119B2 (ja) 操舵制御方法及び操舵制御装置
CN112550449B (zh) 车辆无线充电引导的横向控制
JP7241800B2 (ja) 車両制御装置及び車両制御方法
EP4200177B1 (en) Apparatus and method for controlling a process
CN113870316B (zh) 一种无gps跟车场景下前车路径重建方法

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 19955109

Country of ref document: EP

Kind code of ref document: A1

ENP Entry into the national phase

Ref document number: 2021562416

Country of ref document: JP

Kind code of ref document: A

122 Ep: pct application non-entry in european phase

Ref document number: 19955109

Country of ref document: EP

Kind code of ref document: A1