WO2023013105A1 - Dispositif d'estimation de trajet et procédé d'estimation de trajet - Google Patents

Dispositif d'estimation de trajet et procédé d'estimation de trajet Download PDF

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Publication number
WO2023013105A1
WO2023013105A1 PCT/JP2022/004728 JP2022004728W WO2023013105A1 WO 2023013105 A1 WO2023013105 A1 WO 2023013105A1 JP 2022004728 W JP2022004728 W JP 2022004728W WO 2023013105 A1 WO2023013105 A1 WO 2023013105A1
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Prior art keywords
parameter
vehicle
course
value
yaw rate
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PCT/JP2022/004728
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English (en)
Japanese (ja)
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嵩雅 浅倉
幸修 田中
浩司 黒田
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日立Astemo株式会社
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Priority to JP2023539606A priority Critical patent/JPWO2023013105A1/ja
Priority to DE112022002744.4T priority patent/DE112022002744T5/de
Publication of WO2023013105A1 publication Critical patent/WO2023013105A1/fr

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    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
    • G01C21/00—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00
    • G01C21/26—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00 specially adapted for navigation in a road network
    • G01C21/28—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00 specially adapted for navigation in a road network with correlation of data from several navigational instruments
    • 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
    • B60W40/10—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 vehicle motion
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/16—Anti-collision 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
    • 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
    • B60W2520/14—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
    • 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
    • B60W2554/00—Input parameters relating to objects
    • B60W2554/40—Dynamic objects, e.g. animals, windblown objects

Definitions

  • the present invention relates to a course estimation device and a course estimation method for estimating the course of a vehicle necessary for detecting and determining the possibility of collision between the own vehicle and another moving body at an intersection or the like, and more particularly, to diagnosis of the estimated course of the vehicle.
  • the present invention relates to a route estimation device and a route estimation method having functions.
  • ADAS advanced driver assistance systems
  • automated driving systems that warn the driver or activate emergency automatic braking if there is a possibility of a collision are becoming widespread.
  • a function to detect the movement of other moving bodies (b) a function to estimate the course of the own vehicle, and (c) a collision prediction from the estimated course of the own vehicle and the other moving body. function is required.
  • one of the prerequisites is a diagnostic function for judging the validity of the estimated course of the vehicle.
  • Patent Document 1 As a prior art document for diagnosing the validity of an estimated value, for example, Patent Document 1 is known.
  • a turning characteristic estimating device for estimating a certain stability factor and a steering response time constant coefficient which is calculated using the estimated values of the stability factor and the steering response time constant coefficient estimated by the turning characteristic estimating device.
  • the validity of the estimated value is determined based on a reference yaw rate of the vehicle and an actual yaw rate of the vehicle.”
  • Japanese Patent Laid-Open No. 2002-200000 discloses the estimated values (stability factor and steering response time constant coefficient, which are parameter values relating to vehicle turning characteristics) used to calculate the reference yaw rate based on the result of comparison between the calculated reference yaw rate and the actual yaw rate. estimated value), and does not estimate the future course of the vehicle or diagnose the validity of the estimated course of the vehicle.
  • an object of the present invention is to provide a course estimation device and a course estimation method that can diagnose the validity of the estimation result of the course of the vehicle without using GPS.
  • the course estimation device of the present invention includes a course estimation unit that estimates the course of the vehicle by calculating parameters based on output values from a steering angle sensor and a vehicle speed sensor, and an actual measurement of the parameters.
  • a sensor that detects a value or a measured value for calculating the parameter, a parameter estimated by the course estimation unit, and a measured value of the parameter detected by the sensor or a measured value for calculating the parameter an actual measured value of the parameter detected by the sensor at a first time or an actual measured value for calculating the parameter, which is accumulated in the parameter recording unit; and the course estimation.
  • a correlation calculation unit that calculates a correlation between parameters at the first time in the course of the vehicle estimated at a second time before the first time, and a correlation calculation unit that determines the correlation within a predetermined distribution range; and an abnormality determination unit that determines whether the estimation of the course of the vehicle is abnormal when it is not within the range of the distribution.
  • the route estimation device and route estimation method of the present invention it is possible to diagnose the validity of the result of estimating the route of the vehicle without using GPS or the like.
  • FIG. 1 is a schematic configuration diagram of a vehicle system according to a first embodiment
  • FIG. FIG. 2 is a functional block diagram of the vehicle system according to the first embodiment
  • FIG. An example of the relationship between the yaw rate estimated value and the yaw rate actual measurement value in the first embodiment
  • 4A and 4B are schematic diagrams of recorded data of a yaw rate recording unit in the first embodiment.
  • FIG. 4 is a flow chart of course accuracy determination processing by the course estimation device of the first embodiment; An example of the correlation between the yaw rate estimated value and the yaw rate actual value when the estimation reliability is high. An example of the correlation between the yaw rate estimated value and the yaw rate measured value when the reliability of the estimation is low.
  • FIG. 2 is a functional block diagram of a vehicle course estimation unit according to the first embodiment
  • FIG. 2 is a functional block diagram of a vehicle system according to a second embodiment
  • FIG. 10 is a schematic diagram of recorded data of a yaw rate recording unit according to the second embodiment
  • 10 is a flow chart of course accuracy determination processing by the course estimation device of the second embodiment
  • FIG. 11 is a functional block diagram of a vehicle course estimation unit according to the second embodiment
  • Explanatory drawing of another diagnostic method Explanatory drawing of the setting policy of a correction coefficient.
  • FIG. 1 the route estimation device and the route estimation method according to the first embodiment of the present invention will be explained using FIGS. 1 to 10.
  • FIG. 1 the route estimation device and the route estimation method according to the first embodiment of the present invention will be explained using FIGS. 1 to 10.
  • FIG. 1 is a schematic configuration diagram of a vehicle system equipped with the route estimation device of this embodiment.
  • the vehicle 1 hereinafter also referred to as "own vehicle" of this embodiment mainly includes external sensors 2 (left external sensor 2L, right external sensor 2R), vehicle speed sensor 3, steering angle A sensor 4, a yaw rate sensor 5, a course estimation device 6, and an ECU 7 are mounted.
  • the route estimation device 6 is an independent computer unit.
  • the external sensor 2 is a sensor that acquires information (hereinafter referred to as "moving object information") on moving objects (pedestrians, bicycles, other vehicles, etc.) in front of the vehicle 1, mainly when turning left or right at an intersection.
  • moving object information information
  • a millimeter wave radar (MRR) an ultrasonic sensor
  • LiDAR LiDAR
  • a monocular camera a stereo camera, etc.
  • the external sensor 2 may be installed on the left and right rear of the vehicle 1 so that a moving object behind the vehicle 1 can be detected when the vehicle 1 moves backward.
  • the vehicle speed sensor 3 is a sensor that acquires the speed of the vehicle 1 (hereinafter referred to as "vehicle speed VS").
  • vehicle speed VS a sensor that acquires the speed of the vehicle 1
  • a known means such as a wheel speed sensor may be applied.
  • the vehicle speed VS may be obtained by differentiating the obtained position information.
  • the steering angle sensor 4 is a sensor that acquires the steering angle of the steering of the vehicle 1 (hereinafter referred to as "steering angle SA"), and a known means such as an angle sensor attached to the steering can be applied.
  • the yaw rate sensor 5 is a sensor that acquires a parameter of the rate of change of the rotation angle of the vehicle 1 in the turning direction (hereinafter referred to as "measured yaw rate value YR"), and known means can be applied.
  • Information on moving bodies around the vehicle acquired by the external sensor 2 can be obtained by CAN ( It is transmitted to the route estimation device 6 and the ECU 7 via a communication line such as a Controller Area Network.
  • the course estimation device 6 is a device that estimates the course of the vehicle 1 and determines the accuracy of the estimated course of the own vehicle. Details of the route estimation device 6 will be described later.
  • the ECU 7 is a device that controls the driving system, braking system, steering system, etc. of the vehicle 1 and can control the driving system etc. based on the output of the route estimation device 6 .
  • the route estimation device 6 and the ECU 7 are specifically computer units having an arithmetic device such as a CPU and a storage device such as a semiconductor memory, and the arithmetic device executes a program stored in the storage device.
  • an arithmetic device such as a CPU
  • a storage device such as a semiconductor memory
  • the arithmetic device executes a program stored in the storage device.
  • the external sensor 2 or the ECU 7 is provided with a driving support function (for example, detecting and judging the possibility of a collision between the vehicle and another moving body, and if there is a possibility of collision, , a function to control the vehicle 1 such as issuing an alarm to the driver and activating an automatic emergency brake).
  • a driving support function for example, detecting and judging the possibility of a collision between the vehicle and another moving body, and if there is a possibility of collision, , a function to control the vehicle 1 such as issuing an alarm to the driver and activating an automatic emergency brake).
  • the left and right external world sensors 2 each have an external world sensing section 21 and an external world recognition section 22 .
  • the external sensing unit 21 is specifically a millimeter wave radar, an ultrasonic sensor, a LiDAR, a monocular camera, a stereo camera, or the like, and detects information on objects around the vehicle 1 .
  • the external world recognizing unit 22 recognizes the position, speed, angle, etc. of objects around the vehicle 1 based on the detection information of the external world sensing unit 21. If a moving object is detected, the position, speed, angle of the moving object is detected. etc. is output as mobile information.
  • the course estimation device 6 has a vehicle course estimation section 61 , a course accuracy determination section 62 and a driving support section 63 .
  • various vehicle information such as brake information, turn signal information, forward/reverse gear position information, side brake information, and accelerator pedal position information are also input to the route estimation device 6.
  • the vehicle course estimator 61 has a vehicle position estimator 61a and a yaw rate estimator 61b. Based on the vehicle speed VS, the steering angle SA, and the wheel base WB, the vehicle position estimator 61a estimates the vehicle position for a predetermined period (for example, two seconds from the current time to two seconds ahead), and calculates the estimated vehicle position. Output as VP. Note that the wheel base WB is specification data of the vehicle 1 registered in advance in a memory or the like of the route estimation device 6 .
  • the yaw rate estimator 61b outputs a yaw rate estimated value YR E for a predetermined period (for example, two seconds from the present to two seconds ahead) based on the vehicle speed VS, steering angle SA, and estimated vehicle position VP. .
  • a predetermined period for example, two seconds from the present to two seconds ahead
  • the yaw rate estimator 61b outputs a yaw rate estimated value YR E for a predetermined period (for example, two seconds from the present to two seconds ahead) based on the vehicle speed VS, steering angle SA, and estimated vehicle position VP.
  • the driving support unit 63 receives moving object information (position, speed, angle, etc.) from the external sensor 2, an estimated yaw rate value YRE and an estimated vehicle position VP from the own vehicle course estimation unit 61, and a course accuracy determination unit. Based on the self-diagnosis result from 62 and vehicle information such as brake information (not shown), the possibility of future collision between the own vehicle and the moving object is detected and judged, and if there is a possibility of collision, warning information is sent to ECU 7. introduce. Further, the driving support unit 63 itself may have a function of activating an automatic emergency brake to avoid a collision.
  • the driving assistance unit 63 switches between activation and non-activation of the driver assistance function according to the self-diagnosis result by the route accuracy determination unit 62 .
  • a correction coefficient may be calculated from the diagnosis result of the route accuracy determination unit 62 and used as a feedback signal for operating the driving support unit 63 .
  • the course accuracy determination unit 62 has a yaw rate recording unit 62a and a correlation determination unit 62b.
  • the yaw rate recording unit 62a stores the yaw rate estimated value YRE for a predetermined period estimated by the yaw rate estimating unit 61b, and sequentially records the yaw rate actual measurement values YR obtained by the yaw rate sensor 5 during the predetermined period.
  • the correlation determination unit 62b determines the accuracy of the yaw rate estimation value YR E by determining the correlation between the yaw rate estimation value YR E recorded in the yaw rate recording unit 62a and the yaw rate actual measurement value YR after a predetermined period of time.
  • the details of the course accuracy determination unit 62 will be described below with reference to FIGS. 3 to 9. FIG.
  • FIG. 3 shows the yaw rate estimated value YR E for a predetermined period (for example, two seconds from the present to two seconds ahead) estimated by the yaw rate estimation unit 61b at time 0 seconds, and the yaw rate actual measurement obtained by the yaw rate sensor 5.
  • It is a diagram showing an example of the relationship of the value YR, in which the horizontal axis is time (unit: seconds [s]) and the vertical axis is yaw rate (unit: [rad/s]).
  • FIG. 4 is a schematic diagram showing an example of transition between the yaw rate estimated value YRE and the yaw rate actual measurement value YR recorded in the yaw rate recording section 62a.
  • the yaw rate estimating section 61b of the vehicle course estimating section 61 calculates the yaw rate from the current time (0 s) to 2 s ahead at time 0 s. This is estimated and recorded in the yaw rate recording unit 62a.
  • the time interval between the yaw rate estimation values YR E estimated by the yaw rate estimating section 61b may be appropriately set in consideration of the computation performance of the course estimation device 6.
  • the yaw rate estimated value YR E may be estimated every 1 second, or if the computational performance is relatively low, the yaw rate estimated value YR E may be estimated every 1.0 second, for example.
  • the correlation determining section 62b can compare the yaw rate estimated value YRE and the yaw rate actual measured value YR at the same time, and can diagnose the validity of the estimated value.
  • step S1 the yaw rate recording section 62a confirms whether or not the number of data recordings of the yaw rate estimated value YR E and the yaw rate actual measured value YR is t seconds or more (for example, 2 seconds or more). If the number of data recordings is t seconds or more, the process proceeds to step S2; otherwise, the process proceeds to step S3.
  • step S2 the yaw rate recording unit 62a deletes the records of the yaw rate estimated value YR E and the yaw rate actual measurement value YR older than t seconds from the current time. Through this processing, old data in the yaw rate recording section 62a, which is unnecessary for this diagnostic processing, is deleted.
  • step S3 the yaw rate estimator 61b estimates the yaw rate estimated value YR E from now to t seconds ahead. Then, in step S4, the yaw rate recording unit 62a acquires and records the yaw rate estimation value YRE for t seconds from the yaw rate estimation unit 61b (see the second row of the upper table in FIG. 4).
  • step S5 the yaw rate sensor 5 acquires the current yaw rate actual measurement value YR. Then, in step S6, the yaw rate recording unit 62a acquires and records the current yaw rate actual measurement value YR from the yaw rate sensor 5 (see the third row in the upper, middle, and lower tables in FIG. 4).
  • step S7 the correlation determination unit 62b confirms whether or not the number of data records of the yaw rate actual measurement value YR is t seconds or more. If the number of data records is t seconds or more, the process proceeds to step S8, otherwise, the process returns to step S5. Therefore, steps S5 and S6 are repeated until the number of data records of the yaw rate actual measurement value YR is sufficient.
  • step S8 the correlation determination unit 62b uses the yaw rate estimated value YRE and the yaw rate actual measurement value YR for t seconds to calculate a correlation value between the two. Details of the correlation value will be described later.
  • step S9 the correlation determination unit 62b determines whether the calculated correlation value is less than a threshold value (eg, 0.5). Then, if the correlation value is less than the threshold, the process proceeds to step S10, otherwise the process of FIG. 5 ends.
  • a threshold value eg, 0.5
  • step S10 the correlation determination unit 62b sets an error flag indicating an abnormality in the yaw rate estimation value YRE (that is, an abnormality in the estimated course of the vehicle) to, for example, "1" as a self-diagnostic result, and performs the processing of FIG. exit. If it is determined in step S9 that the correlation value is greater than or equal to the threshold value, the process ends with the error flag indicating normality (for example, the initial value "0").
  • the route accuracy determination unit 62 when the route accuracy determination unit 62 outputs an error flag (for example, "1") indicating an abnormality, it means that the vehicle route estimated by the vehicle route estimation unit 61 is unreliable. Conceivable. Therefore, even if there is a possibility of collision with another mobile object based on the estimated course of the vehicle, the driving support unit 63 determines that the reliability is low, and notifies the ECU 7 of the possibility of collision. Exclude from coverage. As a result, it is possible to avoid a situation in which an alarm is issued to the driver or automatic emergency braking is activated due to an unreliable collision possibility.
  • an error flag for example, "1"
  • FIG. 8 is a graph showing an example of the yaw rate estimated value YRE and the yaw rate actual measurement value YR recorded in the yaw rate recording unit 62a when the vehicle 1 turns right or left under a certain environment.
  • the measured yaw rate value YR generally exceeds the estimated yaw rate value YRE
  • the trends of increase and decrease are generally the same, such as the times at which the maximum values are reached are substantially the same. Therefore, if the pair of the yaw rate estimated value YR E and the yaw rate actual measured value YR shown in FIG.
  • the vehicle position estimator 61a Based on the rate of change of the steering angle SA, the vehicle position estimator 61a anticipates (estimates) the future steering angle amount, and by adjusting the steering angle SA, compares changes in the estimated course coordinates with respect to time before the adjustment. By increasing the size, it performs an estimation calculation at the start of the right/left turn motion, and has an adjustment processing section 61a1, a look-ahead processing section 61a2, and a model switching section 61a3.
  • the adjustment processing unit 61a1 is a processing unit that receives the vehicle speed VS, the steering angle SA, and the wheelbase WB, estimates and outputs the future vehicle position ( Xac , Yac ). With respect to the input steering angle SA, the adjuster prompts speeding up of the estimation delay of the coordinate curve.
  • vehicle characteristic parameters are calculated based on the adjusted steering angle SA' (tire angle ⁇ ), vehicle speed VS, and wheel base WB, which are the outputs of the adjusting section.
  • the vehicle characteristic parameters calculated here are the turning radius ⁇ ac and the turning angle ⁇ ac , which are calculated by the following equations 1 and 2, respectively. Note that Time in Equation 2 is the elapsed time from the present.
  • the look-ahead processing unit 61a2 receives the vehicle speed VS, the steering angle SA, and the wheelbase WB, and uses the vehicle characteristics table to estimate and output the future vehicle position ( Xtb , Ytb ). be.
  • the SA prefetching unit prefetches a future steering angle amount (prefetch SA ⁇ , prefetch SA ⁇ ) based on the rate of change of the steering angle SA.
  • the vehicle characteristics table is a table that records vehicle characteristics according to combinations of look-ahead SA ⁇ , look-ahead SA ⁇ , wheel base WB, and vehicle speed VS. A turning radius ⁇ tb and a turning angle ⁇ tb can be selected.
  • Xtb and Ytb which are the future positions of the vehicle, are calculated using Equation 4.
  • model switching unit 61a determines the future vehicle position (X ac , Y ac ) estimated by the adjustment processing unit 61a1 or the future vehicle position (X tb , Y tb ) and output as the estimated vehicle position VP (X E , Y E ).
  • the turning angle ⁇ tb generated by the look- ahead processing unit 61a2 is input to the yaw rate estimating unit 61b. can be computed for the yaw rate estimate YRE .
  • the model switching unit 61a3 of the vehicle position estimation unit 61a converts the vehicle position (X ac , Y ac ) estimated by the adjustment processing unit 61a1 into the vehicle position (X ac , Y ac ) estimated by the adjustment processing unit 61a1 during turning at an intersection, for example. Switch output to car position (X tb , Y tb ).
  • the estimation result of the adjustment processing unit 61a1 is temporarily held (steering angle is held) at a point where the estimation result of the adjustment processing unit 61a1 intersects (is considered to be) the actual travel locus (expected value).
  • the stored data is switched to the estimation result of the prefetch processing unit 61a2.
  • the switching timing is determined by the magnitude of the steering angle SA, and the switching timings T1 and T2 are determined in the model switching section 61a3.
  • the switching timing T1 is the switching timing from the adjustment processing operation by the adjustment unit in the adjustment processing unit 61a1 to the steering angle holding. Set the switching timing that minimizes the error with the value.
  • the switching timing T2 is the switching timing from the steering angle holding to the look-ahead processing operation by the SA look-ahead section of the look-ahead processing section 61a2, and since it is less affected by the vehicle speed VS, a fixed value is set regardless of the vehicle speed VS.
  • the steering angle SA at the switching timing T1 is set to 20 to 200 degrees
  • the steering angle SA at the switching timing T2 is set to 250 to 400 degrees.
  • the adjustment of the adjustment processing unit 61a1 is performed by the adjustment unit based on the gear ratio. For example, by setting the adjustment coefficient for the gear ratio in the adjustment unit, it is possible to simulate a tire angle ⁇ that is, for example, ten times the current tire angle, and speed up the change of the estimated coordinates (that is, steering By adjusting the rudder angle, it is possible to increase the change in the estimated course coordinates with respect to time compared to before the adjustment). As a result, the own vehicle course estimating section 61 can output an appropriate result of estimating the course of the own vehicle according to the vehicle information of the own vehicle.
  • FIG. 11 is a functional block diagram of the vehicle system of this embodiment, and the difference from FIG. The difference is that the information is fed back to the own vehicle position estimation section 61 a of the section 61 . Since the rest of the configuration is the same as that of the first embodiment already described, the points different from the first embodiment will be mainly described below.
  • FIG. 12 is a schematic diagram showing an example of transition between the yaw rate estimated value YRE and the yaw rate actual measurement value YR recorded in the yaw rate recording section 62a of this embodiment.
  • the procedure for generating each table is the same as in FIG . 4, so redundant explanation will be omitted. ), the values of the two differ greatly, so the estimated yaw rate value YRE cannot be used as it is for estimating the course of the vehicle . is used, it is predicted that the course of the vehicle can be estimated with high accuracy.
  • step S11 is added before step S1 of FIG. 5 and step S10 of FIG. 5 is replaced with step S12. Steps S11 and S12 will now be described.
  • step S11 the correlation determination unit 62b initializes the correction coefficient to one. This corresponds to initialization to use the yaw rate estimated value YRE recorded in the yaw rate recording section 62a as it is.
  • step S12 the correlation determination unit 62b sets the correction value to the correlation value/threshold value.
  • a correction value is set even when the correlation value is determined to be smaller than the threshold in step S9 (when it is determined that the yaw rate estimated value YRE is less credible). This is because it may be possible to estimate the course of the vehicle with high reliability by using the yaw rate estimated value YRE corrected by a predetermined correction coefficient according to the magnitude of .
  • the correction coefficient is calculated by the ratio of the correlation value to the threshold value, but another calculation method such as the average value of the past correlation values or the ratio to the previous correlation value may be applied.
  • the self-diagnosis result (correlation value) by the route accuracy determination unit 62 is input to the vehicle position estimation unit 61a of the vehicle route estimation unit 61, and (b) Turning radius ⁇ tb and turning angle ⁇ tb selected from the vehicle characteristics table are converted to turning radius ⁇ ′tb using correction coefficients ( ⁇ correction coefficient, ⁇ correction coefficient) according to the self-diagnosis result (correlation value ) . and the turning angle ⁇ 'tb .
  • correction coefficients ( ⁇ correction coefficient, ⁇ correction coefficient) in FIG.
  • the yaw rate estimator 61b estimates the yaw rate to be smaller than the actual value (the solid line circle in FIG. 16)
  • the correction value of the yaw rate estimated value YRE is increased.
  • the yaw rate estimation unit 61b estimates The estimated yaw rate YRE can also be corrected, and the reliability of the vehicle course estimated using the yaw rate estimated value YRE can be enhanced.
  • the present invention is not limited to the above-described examples, and includes various modifications.
  • the above-described embodiments have been described in detail in order to explain the present invention in an easy-to-understand manner, and are not necessarily limited to those having all the described configurations.
  • it is possible to replace part of the configuration of the embodiment with the configuration of another embodiment and it is also possible to add the configuration of another embodiment to the configuration of one embodiment.
  • the correlation value is calculated during the self-diagnosis in the course accuracy determination unit 62.
  • a ratio of the sum of the absolute values of the estimated yaw rate YR and the sum of the absolute values of the actual yaw rate YR may be calculated, and diagnosis may be performed based on the result of this calculation. This makes it possible to increase the speed compared to the method of calculating the correlation coefficient. In this example, if there is a correlation between the two, the calculation can be performed even if the yaw rate estimated value falls within the error range ⁇ a [rad/s] in the axial direction.

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  • Automation & Control Theory (AREA)
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  • Steering Control In Accordance With Driving Conditions (AREA)

Abstract

La présente invention concerne l'adéquation des résultats d'estimation de l'itinéraire de déplacement d'un véhicule hôte auto-diagnostiquée sans utiliser de GPS, etc. Un dispositif d'estimation de trajet comprend : une unité d'estimation de trajet qui calcule des paramètres sur la base d'un angle de braquage et d'un capteur de vitesse de véhicule pour estimer un trajet de véhicule hôte ; un capteur qui détecte la valeur réelle d'un paramètre ou la valeur réelle d'une valeur pour calculer le paramètre ; une unité d'enregistrement de paramètre qui stocke des paramètres estimés par l'unité d'estimation de trajet, et la valeur réelle du paramètre détecté par le capteur ou la valeur réelle de la valeur pour calculer le paramètre ; une unité de calcul de corrélation pour trouver une corrélation entre la valeur réelle du paramètre détecté par le capteur à un premier instant ou la valeur réelle de la valeur pour calculer le paramètre stocké dans l'unité d'enregistrement de paramètre, et un paramètre au premier instant dans le trajet de véhicule hôte estimé à un second instant avant le premier instant par l'unité d'estimation de trajet ; et une unité de détermination d'anomalie qui détermine si la corrélation se situe dans une plage de distribution prédéterminée, et lorsqu'elle n'est pas dans la plage de distribution, détermine l'estimation du trajet de véhicule hôte devant être anormal.
PCT/JP2022/004728 2021-08-02 2022-02-07 Dispositif d'estimation de trajet et procédé d'estimation de trajet WO2023013105A1 (fr)

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Citations (3)

* Cited by examiner, † Cited by third party
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JP2006113627A (ja) * 2004-10-12 2006-04-27 Honda Motor Co Ltd 車両用制御対象判定装置
JP2016212872A (ja) * 2015-05-04 2016-12-15 ホンダ リサーチ インスティテュート ヨーロッパ ゲーエムベーハーＨｏｎｄａ Ｒｅｓｅａｒｃｈ Ｉｎｓｔｉｔｕｔｅ Ｅｕｒｏｐｅ ＧｍｂＨ 対象物体の将来状態を計算により予測する方法の性能を向上するための方法、運転者支援システム、そのような運転者支援システムを備える車両、並びに対応するプログラムの記憶媒体及びプログラム
JP2020097316A (ja) * 2018-12-18 2020-06-25 株式会社豊田中央研究所 車体姿勢角推定装置

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN104136290B (zh) 2012-02-24 2017-07-04 丰田自动车株式会社 车辆的转弯特性推定装置

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2006113627A (ja) * 2004-10-12 2006-04-27 Honda Motor Co Ltd 車両用制御対象判定装置
JP2016212872A (ja) * 2015-05-04 2016-12-15 ホンダ リサーチ インスティテュート ヨーロッパ ゲーエムベーハーＨｏｎｄａ Ｒｅｓｅａｒｃｈ Ｉｎｓｔｉｔｕｔｅ Ｅｕｒｏｐｅ ＧｍｂＨ 対象物体の将来状態を計算により予測する方法の性能を向上するための方法、運転者支援システム、そのような運転者支援システムを備える車両、並びに対応するプログラムの記憶媒体及びプログラム
JP2020097316A (ja) * 2018-12-18 2020-06-25 株式会社豊田中央研究所 車体姿勢角推定装置

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