JP3480484B2 - Automatic following system - Google Patents
Automatic following systemInfo
- Publication number
- JP3480484B2 JP3480484B2 JP17193497A JP17193497A JP3480484B2 JP 3480484 B2 JP3480484 B2 JP 3480484B2 JP 17193497 A JP17193497 A JP 17193497A JP 17193497 A JP17193497 A JP 17193497A JP 3480484 B2 JP3480484 B2 JP 3480484B2
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- JP
- Japan
- Prior art keywords
- vehicle
- control
- acceleration
- inter
- leading
- 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.)
- Expired - Fee Related
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- Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
- Controls For Constant Speed Travelling (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
- Traffic Control Systems (AREA)
Description
【０００１】[0001]
【発明の属する技術分野】本発明は、先導車の急激な加
減速に対しても、後続車を安定に追従させて走行制御す
ることのできる自動追従走行システムに関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an automatic follow-up traveling system capable of stably controlling the following vehicle to follow the vehicle even when the leading vehicle rapidly accelerates or decelerates.
【０００２】[0002]
【関連する背景技術】近時、輸送の合理化を図る上での
一手法として、自動追従走行システムが注目されてい
る。この種の自動追従走行システムは、例えば特開平６
−１６８３９９号公報に開示されるように、先導車との
車間距離および相対速度に基づいて自車両（追従車）を
加減速制御し、これによって先導車の走行に追従した自
動走行を実現するものである。具体的にはレーザレーダ
等によって先導車との車間距離を計測すると共に、その
車間距離の変化から先導車との相対速度を求めている。
そしてこれらの計測情報に従ってスロットルアクチュエ
ータおよびブレーキアクチュエータの作動を制御するこ
とで自車両の走行速度を調整し、先導車との車間距離を
一定に保った自動追従走行を実現している。[Related Background Art] Recently, an automatic follow-up traveling system has attracted attention as a method for rationalizing transportation. This type of automatic follow-up traveling system is disclosed in, for example, Japanese Patent Laid-Open No.
As disclosed in Japanese Patent Laid-Open No. 168399, acceleration / deceleration control of a host vehicle (following vehicle) is performed based on an inter-vehicle distance and a relative speed to a leading vehicle, thereby realizing automatic running following the running of the leading vehicle. Is. Specifically, the inter-vehicle distance to the leading vehicle is measured by a laser radar or the like, and the relative speed to the leading vehicle is obtained from the change in the inter-vehicle distance.
Then, by controlling the operation of the throttle actuator and the brake actuator according to the measurement information, the traveling speed of the own vehicle is adjusted, and automatic follow-up traveling is realized while keeping a constant vehicle-to-vehicle distance.
【０００３】[0003]
【発明が解決しようとする課題】ところで上記自動追従
走行の為の加減速制御に用いられる制御量は、前述した
如く計測される車間距離や相対速度等の、先導車との間
に生じる物理的な関係である。換言すれば、先導車が加
減速操作した結果として生じる車両間の変動情報を検出
し、これを制御パラメータとしていることになる。この
為、先導車の加減速変動に対して制御応答遅れが生じる
ことが否めない。By the way, the control amount used for the acceleration / deceleration control for the above-mentioned automatic follow-up traveling is a physical quantity generated between the vehicle and the leading vehicle, such as an inter-vehicle distance and a relative speed measured as described above. It is a relationship. In other words, the vehicle-to-vehicle variation information generated as a result of the acceleration / deceleration operation of the leading vehicle is detected, and this is used as the control parameter. Therefore, it cannot be denied that a control response delay occurs with respect to acceleration / deceleration fluctuations of the leading vehicle.
【０００４】特に先導車が急激な加減速操作を行った場
合、その操作に応じた先導車の挙動（走行速度）の変
化、また先導車の加減速によって変化する車両間の状
態、更にこの車両間の状態変化の検出、そして検出した
車両間の状態情報に基づく後続車（追従車）における加
減速制御の実行までに時間が掛かり、先導車の加減速に
速やかに追従した応答性の良い自動追従走行制御を実現
することが困難である等の問題がある。In particular, when the leading vehicle makes a sudden acceleration / deceleration operation, the behavior (running speed) of the leading vehicle changes in accordance with the operation, the state between the vehicles that changes due to the acceleration / deceleration of the leading vehicle, and further this vehicle. It takes time to detect the state change between vehicles and to execute the acceleration / deceleration control of the following vehicle (following vehicle) based on the detected state information between the vehicles, and quickly follow the acceleration / deceleration of the leading vehicle with good responsiveness. There is a problem that it is difficult to realize the following traveling control.
【０００５】本発明はこのような事情を考慮してなされ
たもので、その目的は、先導車の加減速状態の変化に応
答性良く追従した後続車での加減速制御を実現すること
ができ、先導車が急激に加減速した場合であっても、そ
の車間距離を安定に保つことのできる自動追従走行シス
テムを提供することにある。The present invention has been made in consideration of such circumstances, and an object thereof is to realize acceleration / deceleration control in a succeeding vehicle which follows the change in the acceleration / deceleration state of the leading vehicle with good responsiveness. An object of the present invention is to provide an automatic follow-up traveling system capable of maintaining a stable inter-vehicle distance even when the leading vehicle is accelerated or decelerated rapidly.
【０００６】[0006]
【課題を解決するための手段】上述した目的を達成する
べく本発明に係る自動追従走行システムは、先導車に追
従する後続車において、車々間通信によって前記先導車
から送信される該先導車におけるアクセル操作情報とブ
レーキ操作情報とからなる加減速調整情報を受信する通
信手段と、前記先導車との車間距離と目標車間距離との
偏差を検出する偏差検出手段と、この偏差と前記車々間
通信によって求められた先導車の加減速調整情報とに基
づいて自車両を加減速制御する制御手段とを備えたこと
を特徴としている。In order to achieve the above-mentioned object, an automatic follow-up traveling system according to the present invention is an accelerator for a leading vehicle, which is transmitted from the leading vehicle by inter-vehicle communication in a following vehicle that follows the leading vehicle. Operation information and
Communication means for receiving acceleration / deceleration adjustment information consisting of rake operation information, deviation detection means for detecting a deviation between the vehicle-to-vehicle distance and the target vehicle-to-vehicle distance, and the deviation and the vehicle-to-vehicle communication determined by the vehicle-to-vehicle communication. A control means for controlling the acceleration / deceleration of the own vehicle based on the acceleration / deceleration adjustment information of the vehicle is provided.
【０００７】つまり本発明は、先導車との車間距離と目
標車間距離との偏差のみならず、車々間通信によって求
められる先導車の加減速調整情報を積極的に利用して自
車両を加減速制御することで、先導車の加減速調整状
態、具体的にはアクセル操作やブレーキ操作の情報を早
期に取り込んだフィードフォワード制御により、先導車
の挙動（速度）変化に対する応答遅れを解消したことを
特徴としている。That is, according to the present invention, not only the deviation between the inter-vehicle distance from the leading vehicle and the target inter-vehicle distance but also the acceleration / deceleration control of the own vehicle is positively utilized by positively utilizing the acceleration / deceleration adjustment information of the leading vehicle obtained by the inter-vehicle communication. In this way, the response delay to the behavior (speed) change of the leading vehicle is eliminated by the feedforward control that takes in information on the acceleration / deceleration adjustment state of the leading vehicle, specifically, the accelerator operation and brake operation information at an early stage. I am trying.
【０００８】また本発明は請求項２に記載するように、
特に前記通信手段において、前記先導車が送信する該先
導車の絶対位置情報をも受信するものとし、車々間通信
によって得られる前記先導車の絶対位置情報と、自車両
にて計測される自車両の絶対位置情報とから前記先導車
との車間距離を求めることで、先導車の見失いや誤認識
を防ぎ、安定で確実な車間距離制御を実現することを特
徴としている。Further, according to the present invention, as described in claim 2,
Particularly, in the communication means, the absolute position information of the leading vehicle transmitted by the leading vehicle is also received, and the absolute position information of the leading vehicle obtained by inter-vehicle communication and the own vehicle measured by the own vehicle. By obtaining the inter-vehicle distance from the leading vehicle from the absolute position information, it is possible to prevent the leading vehicle from being lost or misrecognized and to realize stable and reliable inter-vehicle distance control.
【０００９】更に本発明は請求項３に記載するように、
前記偏差に対応して求められる制御量と、車々間通信に
よって求められる前記先導車の加減速調整情報に対応し
て求められる制御量とを加算し、その加算結果に従って
自車両を加減速制御することで、比較的簡単な処理によ
り、安定で高精度な加減速制御、ひいては車間距離制御
を実現することを特徴としている。Further, the present invention, as described in claim 3,
A control amount obtained corresponding to the deviation and a control amount obtained corresponding to the acceleration / deceleration adjustment information of the leading vehicle obtained by inter-vehicle communication are added, and the own vehicle is subjected to acceleration / deceleration control according to the addition result. It is characterized in that stable and highly accurate acceleration / deceleration control, and eventually inter-vehicle distance control, are realized by a relatively simple process.
【００１０】[0010]
【発明の実施の形態】以下、図面を参照して本発明の一
実施形態に係る自動追従走行システムについて説明す
る。図１は自動追従走行システムの概略構成を示すもの
で、１１は先導車、３１は先導車１１に追従して走行す
る追従車（後続車）である。尚、この追従車３１に更に
追従して走行する車両（図示せず）が配備される場合も
あり、この場合には当該車両に対して上記追従車３１が
先導車としての役割を果たすことになる。BEST MODE FOR CARRYING OUT THE INVENTION An automatic follow-up traveling system according to an embodiment of the present invention will be described below with reference to the drawings. FIG. 1 shows a schematic configuration of an automatic follow-up traveling system. Reference numeral 11 is a leading vehicle, and 31 is a following vehicle (following vehicle) that follows the leading vehicle 11 and travels. In some cases, a vehicle (not shown) that further follows the following vehicle 31 may be provided. In this case, the following vehicle 31 serves as a leading vehicle for the vehicle. Become.
【００１１】さて前記先導車１１および追従車３１は、
基本的にはドライバ１２によって操作されるステアリン
グ１３,３３、エンジン１４,３４、トランスミッション
（Ｔ／Ｍ）１５,３５、ブレーキ１６,３６からなる運転
機能をそれぞれ備えている。特に追従車３１は、後述す
るようにドライバ１２に代わって上記各運転機能を操作
する制御ＥＣＵ（電子コントロールユニット）３２を備
えている。尚、この制御ＥＣＵ３２は、運転モード切換
スイッチ４２の切り換えによってドライバ１２によるマ
ニュアル運転モードと、後述する自動追従走行制御によ
るオート運転モードとが選択的に設定される。また先導
車１１および追従車３１には、その車速を検出する為の
車速センサ１７,３７、およびヨー角速度を検出する為
のヨーレイトセンサ１８,３８がそれぞれ設けられてい
る。The leading vehicle 11 and the following vehicle 31 are
Basically, there are provided driving functions including steerings 13 and 33 operated by the driver 12, engines 14 and 34, transmissions (T / M) 15 and 35, and brakes 16 and 36, respectively. In particular, the follower vehicle 31 includes a control ECU (electronic control unit) 32 that operates the above-described driving functions instead of the driver 12 as described later. The control ECU 32 is selectively set between a manual operation mode by the driver 12 and an automatic operation mode by automatic follow-up traveling control described later by switching the operation mode changeover switch 42. The leading vehicle 11 and the following vehicle 31 are provided with vehicle speed sensors 17, 37 for detecting the vehicle speed and yaw rate sensors 18, 38 for detecting the yaw angular velocity, respectively.
【００１２】更に先導車１１および追従車３１には、衛
星航法システム用のアンテナ２４,４４とＧＰＳ（グロ
ーバル・ポジショニング・システム）受信機２５,４５
とがそれぞれ設けられ、人工衛星５０からの受信データ
に基づいて自車両の絶対位置情報（緯度と経度）とが求
められている。尚、ＧＰＳ受信機２５,４５において
は、緯度および経度の明確な基地局５１からの情報も受
信することで、より高精度に自車両の絶対位置を求める
ものとなっている。つまり先導車１１および追従車３１
には高精度ＧＰＳが搭載されている。Further, the leading vehicle 11 and the following vehicle 31 have antennas 24 and 44 for the satellite navigation system and GPS (Global Positioning System) receivers 25 and 45, respectively.
Are provided respectively, and the absolute position information (latitude and longitude) of the own vehicle is obtained based on the received data from the artificial satellite 50. The GPS receivers 25 and 45 also receive the information from the base station 51 whose latitude and longitude are clear, so that the absolute position of the own vehicle can be obtained with higher accuracy. That is, the leading vehicle 11 and the following vehicle 31
Is equipped with a high-precision GPS.
【００１３】しかして先導車１１におけるＥＣＵ１９、
および追従車３１における制御ＥＣＵ３２は、前記ＧＰ
Ｓ受信機２５,４５において求められた自車両の絶対位
置情報と、前記車速センサ１７,３７およびヨーレイト
センサ１８,３８によりそれぞれ検出された車速Ｖおよ
びヨーレイト（ヨー角θ）とに従い、例えば位置座標デ
ータ（ｘ,ｙ）の時系列として示される走行軌跡を求め
ている。更に前記ステアリング１３,３３、エンジン１
４,３４、トランスミッション（Ｔ／Ｍ）１５,３５、お
よびブレーキ１６,３６の各操作状態、具体的にはエン
ジン１４,３４の作動を制御するアクセル・アクチュエ
ータの操作状態や、ブレーキ１６,３６の作動を制御す
るブレーキ・アクチュエータの操作状態、更にはステア
リング１３,３３の操舵角等を検出し、これを監視して
いる。The ECU 19 in the leading vehicle 11,
And the control ECU 32 in the following vehicle 31 uses the GP
According to the absolute position information of the own vehicle obtained by the S receivers 25 and 45, and the vehicle speed V and yaw rate (yaw angle θ) detected by the vehicle speed sensors 17 and 37 and the yaw rate sensors 18 and 38, for example, position coordinates A travel locus shown as a time series of data (x, y) is obtained. Further, the steering 13, 33, engine 1
4, 34, transmission (T / M) 15, 35, and brakes 16, 36, respectively, specifically, the operating states of the accelerator / actuator that controls the operation of the engines 14, 34, and the brakes 16, 36. The operation state of the brake / actuator for controlling the operation, the steering angle of the steering wheel 13, 33, etc. are detected and monitored.
【００１４】さて先導車１１および追従車３１には通信
ＥＣＵ２０,４０がそれぞれ搭載され、車々間通信機２
１,４１ａ,４１ｂを介して前述した走行軌跡情報や運転
操作状態情報を相互に通信している。特に追従車３１に
おいてはオート運転モードの設定時、先導車１１から送
られてくる走行軌跡情報（絶対位置情報）および運転操
作状態情報、特に先導車１１の絶対位置情報と加減速調
整情報とを制御ＥＣＵ３２に取り込み、後述する自動追
従走行制御を実行するものとなっている。The leading vehicle 11 and the following vehicle 31 are equipped with communication ECUs 20 and 40, respectively, and the inter-vehicle communication device 2
The traveling locus information and the driving operation state information described above are mutually communicated via 1, 41a and 41b. Particularly, in the following vehicle 31, when the automatic driving mode is set, traveling locus information (absolute position information) and driving operation state information sent from the leading vehicle 11, particularly absolute position information of the leading vehicle 11 and acceleration / deceleration adjustment information are displayed. This is taken into the control ECU 32 and the automatic follow-up traveling control described later is executed.
【００１５】尚、制御ＥＣＵ３２は、基本的には車々間
通信によって求められる先導車１１の絶対位置情報と、
ＧＰＳ受信機４５によって検出される自車両の絶対位置
情報とから先導車１１との車間距離を求めるが、適宜、
車間距離センサ３９によって検出される先導車１１との
車間距離の情報を取り込んでいる。この車間距離センサ
３９は、例えば先導車１１に設けられたリフレクタ２３
にレーザ光を照射し、その反射光を受信して車間距離を
計測レーザレーダ等からなる。The control ECU 32 basically stores the absolute position information of the leading vehicle 11 which is obtained by inter-vehicle communication,
The inter-vehicle distance to the leading vehicle 11 is obtained from the absolute position information of the own vehicle detected by the GPS receiver 45.
Information on the inter-vehicle distance from the leading vehicle 11 detected by the inter-vehicle distance sensor 39 is fetched. The inter-vehicle distance sensor 39 is, for example, the reflector 23 provided on the leading vehicle 11.
A laser radar or the like measures the distance between vehicles by irradiating a laser beam on the vehicle and receiving the reflected light.
【００１６】また先導車１１においては、例えば追従車
３１がオート運転モードにより無人運転されている場
合、追従車３１から送られてくる運転操作状態情報等を
適宜表示パネル２２上に表示することで、追従車３１の
挙動を監視し得るようになっている。尚、上記追従車３
１に更に追従する車両がある場合、この車両も追従車３
１と同様に構成され、該追従車３１との間で車々間通信
を行いながら、その追従走行制御が実行される。Further, in the leading vehicle 11, for example, when the follower vehicle 31 is driven unmanned in the automatic driving mode, the driving operation state information and the like sent from the follower vehicle 31 are displayed on the display panel 22 as appropriate. The behavior of the following vehicle 31 can be monitored. The following vehicle 3
If there is a vehicle that follows 1 further, this vehicle also follows 3
The follow-up traveling control is executed while performing vehicle-to-vehicle communication with the following vehicle 31.
【００１７】全体的には上述した如く構成される自動追
従走行システムにおいて、前記追従車３１における自動
追従走行制御を実現する機能を抽出すると、図２に示す
機能ブロックとして表現できる。即ち、この自動追従走
行制御機能は、先導車１１との間で車々間通信して該先
導車１１から発せられる先導車１１の絶対位置情報およ
び加減速調整情報を受信する車々間通信機４１ａを備え
ている。尚、上記加減速調整情報は、例えば先導車１１
におけるアクセル操作情報（アクセル開度）とブレーキ
操作情報（ブレーキ開度）とからなる。この車々間通信
機４１ａを介して受信される先導車１１に関する情報、
およびＧＰＳ受信機４５によって検出される自車両の絶
対位置情報は、通信ＥＣＵ４０から、Ｉ／Ｏインターフ
ェースとしての２ポートＲＡＭ（ランダム・アクセス・
メモリ）４６を介して制御ＥＣＵ３２に取り込まれる。
この制御ＥＣＵ３２は、前述したように車間距離センサ
３９によって検出される先導車１１との車間距離情報も
適宜取り込む。また制御ＥＣＵ３２は、車速センサ３７
によって検出される自車両の車速情報も取り込んでい
る。When the function of realizing the automatic follow-up running control in the follower vehicle 31 is extracted in the automatic follow-up running system constructed as a whole as described above, it can be expressed as a functional block shown in FIG. That is, this automatic follow-up traveling control function is provided with an inter-vehicle communication device 41a for performing inter-vehicle communication with the leading vehicle 11 and receiving absolute position information and acceleration / deceleration adjustment information of the leading vehicle 11 emitted from the leading vehicle 11. There is. The acceleration / deceleration adjustment information is, for example, the leading vehicle 11
Of the accelerator operation information (accelerator opening degree) and the brake operation information (brake opening degree). Information about the leading vehicle 11 received via the inter-vehicle communication device 41a,
The absolute position information of the host vehicle detected by the GPS receiver 45 and the GPS receiver 45 is transmitted from the communication ECU 40 to a 2-port RAM (random access.
It is taken into the control ECU 32 via the memory) 46.
The control ECU 32 also appropriately captures the inter-vehicle distance information with the leading vehicle 11 detected by the inter-vehicle distance sensor 39 as described above. Further, the control ECU 32 uses the vehicle speed sensor 37.
It also captures the vehicle speed information detected by the vehicle.
【００１８】しかして制御ＥＣＵ３２は、例えば図３に
示すような処理機能を備えて実現され、上述した如く求
められる各種情報に従って、先導車１１の挙動（速度変
化）に追従した加減速制御を実行する上でのアクセル制
御量およびブレーキ制御量を生成している。そして制御
ＥＣＵ３２は、これらの各制御量をＤ／Ａ変換器４７を
介して出力し、アクセル・アクチュエータ３４ａおよび
ブレーキ・アクチュエータ３６ａの各作動をそれぞれ制
御するものとなっている。However, the control ECU 32 is realized with a processing function as shown in FIG. 3, for example, and executes the acceleration / deceleration control that follows the behavior (speed change) of the leading vehicle 11 according to the various information obtained as described above. The accelerator control amount and the brake control amount for the operation are generated. Then, the control ECU 32 outputs each of these control amounts via the D / A converter 47 to control each operation of the accelerator actuator 34a and the brake actuator 36a.
【００１９】図３を参照して制御ＥＣＵ３２が持つ加減
速制御の為の処理機能について説明すると、路面固定座
標変換部５１は、ＧＰＳ受信機４５によって求められた
自車両の緯度と経度とからなる絶対位置情報を入力し、
予め設定された路面固定座標系における絶対座標(ｘs,
ｙs)に変換する。尚、先導車１１においても同様にして
ＧＰＳ受信機２５にて求められた絶対位置情報を、同じ
路面固定座標系における絶対座標(ｘf,ｙf)として変換
している。The processing function of the control ECU 32 for acceleration / deceleration control will be described with reference to FIG. 3. The road surface fixed coordinate conversion unit 51 is composed of the latitude and longitude of the vehicle determined by the GPS receiver 45. Enter the absolute position information,
Absolute coordinates (xs, in a fixed road surface coordinate system set in advance
ys). Similarly, in the leading vehicle 11, the absolute position information obtained by the GPS receiver 25 is also converted into absolute coordinates (xf, yf) in the same road surface fixed coordinate system.
【００２０】また車間距離計算部５２は、上記路面固定
座標変換部５１にて求められた自車両（追従車３１）の
絶対座標(ｘs,ｙs)を入力すると共に、前記先導車１１
において同様にして求められて車々間通信によって受信
される先導車１１の絶対座標(ｘf,ｙf)とを入力してい
る。そしてこれらの絶対座標(ｘs,ｙs),(ｘf,ｙf)間の
距離Ｌを
Ｌ＝［(ｘs−ｘf)2＋(ｙs−ｙf)2］1/2
として計算することで、先導車１１との車間距離Ｌを算
出している。The inter-vehicle distance calculating section 52 inputs the absolute coordinates (xs, ys) of the own vehicle (following vehicle 31) obtained by the road surface fixed coordinate converting section 51, and the leading vehicle 11
In the same manner, the absolute coordinates (xf, yf) of the leading vehicle 11 similarly obtained and received by the inter-vehicle communication are input. Then, the distance L between these absolute coordinates (xs, ys) and (xf, yf) is calculated as L = [(xs−xf) 2 + (ys−yf) 2 ] 1/2 , thereby leading vehicle 11 And the inter-vehicle distance L is calculated.
【００２１】一方、目標車間距離計算部５３は、車速セ
ンサ３７によって検出される車速Ｖから、その車速Ｖに
適合した車間距離を目標車間距離Ｌ0として求めてい
る。この目標車間距離Ｌ0は、例えば１.５秒程度の走行
距離に相当するものとして、上記車速Ｖに応じて計算さ
れる。尚、車速Ｖと目標車間距離Ｌ0との関係を予めマ
ップ化して準備しておき、このマップを参照することで
車速Ｖに応じた目標車間距離Ｌ0を求めるようにしても
良い。On the other hand, the target inter-vehicle distance calculation unit 53 obtains the inter-vehicle distance that matches the vehicle speed V from the vehicle speed V detected by the vehicle speed sensor 37 as the target inter-vehicle distance L 0 . The target inter-vehicle distance L 0 is calculated according to the vehicle speed V, which corresponds to a travel distance of, for example, about 1.5 seconds. Alternatively, the relationship between the vehicle speed V and the target inter-vehicle distance L 0 may be previously mapped and prepared, and the target inter-vehicle distance L 0 according to the vehicle speed V may be obtained by referring to this map.
【００２２】しかして車間距離偏差計算部５４は、上述
した如く求められた先導車１１との車間距離Ｌと、目標
車間距離Ｌ0とのずれ（偏差）εを求めており、アクセ
ル・ブレーキＰＩＤ制御量計算部５５は上記車間距離偏
差εに相当する制御量を算出している。この制御量は、
アクセル・アクチュエータ３４ａに対するアクセル制御
量と、ブレーキ・アクチュエータ３６ａに対するブレー
キ制御量とからなる。これらのアクセル制御量およびブ
レーキ制御量は、例えば車間距離Ｌが目標車間距離Ｌ0
よりも大きく、車間距離偏差εがプラス（＋）である場
合、自車両を加速させて車間距離Ｌを縮めて前記車間距
離偏差εを零（０）とするような制御量として求められ
る。逆に前記車間距離Ｌが目標車間距離Ｌ0よりも小さ
く、車間距離偏差εがマイナス（−）である場合には、
自車両を減速させて車間距離Ｌを広げて前記車間距離偏
差εを零（０）とするような制御量として求められる。Therefore, the inter-vehicle distance deviation calculation unit 54 obtains the deviation (deviation) ε between the inter-vehicle distance L with the leading vehicle 11 obtained as described above and the target inter-vehicle distance L 0 , and the accelerator / brake PID The control amount calculation unit 55 calculates the control amount corresponding to the inter-vehicle distance deviation ε. This controlled variable is
It consists of an accelerator control amount for the accelerator actuator 34a and a brake control amount for the brake actuator 36a. Regarding the accelerator control amount and the brake control amount, for example, the inter-vehicle distance L is the target inter-vehicle distance L 0.
When the vehicle-to-vehicle distance deviation ε is plus (+), the control amount is calculated so as to accelerate the host vehicle to reduce the vehicle-to-vehicle distance L and set the vehicle-to-vehicle distance deviation ε to zero (0). On the contrary, when the inter-vehicle distance L is smaller than the target inter-vehicle distance L 0 and the inter-vehicle distance deviation ε is negative (-),
It is obtained as a control amount that decelerates the host vehicle to widen the inter-vehicle distance L and set the inter-vehicle distance deviation ε to zero (0).
【００２３】以上のようにして求められるアクセル制御
量およびブレーキ制御量は、基本的にはアクセル・ブレ
ーキ制御出力量計算部５６を介して出力され、これらの
制御量に応じたＰＩＤ制御の下で前述したようにアクセ
ル・アクチュエータ３４ａおよびブレーキ・アクチュエ
ータ３６ａがそれぞれ駆動されて加減速制御、つまり先
導車１１との車間距離偏差εを零（０）とする車間距離
制御が実行される。The accelerator control amount and the brake control amount obtained as described above are basically output via the accelerator / brake control output amount calculating section 56, and under the PID control according to these control amounts. As described above, the accelerator actuator 34a and the brake actuator 36a are respectively driven to perform acceleration / deceleration control, that is, vehicle-to-vehicle distance control in which the vehicle-to-vehicle distance deviation ε with the leading vehicle 11 is zero (0).
【００２４】ここで本発明に係る加減速制御が特徴とし
ているところは、上述した制御に加えて、更に前述した
車々間通信によって求められる先導車１１の加減速調整
情報である、先導車１１のアクセル開度とブレーキ開度
とに従い、これらの情報に相当する制御量を、前記車間
距離偏差εに基づいて求められた制御量に加えて前記ア
クセル・アクチュエータ３４ａおよびブレーキ・アクチ
ュエータ３６ａの作動を制御している点にある。The feature of the acceleration / deceleration control according to the present invention is that, in addition to the above-mentioned control, the accelerator of the leading vehicle 11 which is the acceleration / deceleration adjustment information of the leading vehicle 11 obtained by the inter-vehicle communication described above. According to the opening degree and the brake opening degree, a control amount corresponding to these pieces of information is added to the control amount obtained based on the inter-vehicle distance deviation ε to control the operation of the accelerator actuator 34a and the brake actuator 36a. There is a point.
【００２５】即ち、車々間通信によって求められた先導
車１１のアクセル開度およびブレーキ開度の各情報は、
開度量補正部５７を介して各開度に相当する制御量に変
換される。これらの先導車１１の加減速調整状態に応じ
て求められる上記制御量は、アクセル・アクチュエータ
３４ａおよびブレーキ・アクチュエータ３６ａに対する
フィードフォワード制御量として前記アクセル・ブレー
キ制御出力量計算部５６に与えられる。アクセル・ブレ
ーキ制御出力量計算部５６は、車間距離偏差εに基づい
て求められた各制御量と、上記先導車１１の加減速調整
状態に応じて求められた制御量とをそれぞれ加算してお
り、その加算結果に従って前記アクセル・アクチュエー
タ３４ａおよびブレーキ・アクチュエータ３６ａをそれ
ぞれ制御するものとなっている。つまり車間距離偏差ε
に基づくフィードバック制御系によるＰＩＤ制御と、先
導車１１の加減速調整状態に応じたフィードフォワード
制御系による制御とを併用して、その加減速制御を実行
するものとなっている。That is, each information of the accelerator opening and the brake opening of the leading vehicle 11 obtained by the inter-vehicle communication is
It is converted into a control amount corresponding to each opening via the opening amount correction unit 57. The control amount calculated according to the acceleration / deceleration adjustment state of the leading vehicle 11 is given to the accelerator / brake control output amount calculation unit 56 as a feedforward control amount for the accelerator / actuator 34a and the brake actuator 36a. The accelerator / brake control output amount calculation unit 56 adds each control amount obtained based on the inter-vehicle distance deviation ε and the control amount obtained according to the acceleration / deceleration adjustment state of the leading vehicle 11. The accelerator actuator 34a and the brake actuator 36a are controlled according to the addition result. That is, the vehicle-to-vehicle distance deviation ε
The PID control based on the feedback control system based on the above and the control based on the feedforward control system according to the acceleration / deceleration adjustment state of the leading vehicle 11 are used together to execute the acceleration / deceleration control.
【００２６】尚、トンネル内を走行する等して、ＧＰＳ
受信機２５,４５による絶対位置情報の検出が一時的に
中断するような場合には、例えば車速センサ１７,３７
によって求められる車速Ｖと、ヨーレイトセンサ１８,
３８によって求められるヨーレイトγに従って車両の移
動位置をそれぞれ推定し、これらの推定位置情報に基づ
いて車間距離Ｌが算出するようにすれば良い。或いは前
述した車間距離センサ３９により求められる車間距離情
報を用いることも勿論可能である。It should be noted that, when traveling in a tunnel, the GPS
When the detection of the absolute position information by the receivers 25, 45 is temporarily interrupted, for example, the vehicle speed sensor 17, 37
Vehicle speed V obtained by the yaw rate sensor 18,
The moving position of the vehicle may be estimated in accordance with the yaw rate γ obtained by 38, and the inter-vehicle distance L may be calculated based on the estimated position information. Alternatively, it is of course possible to use the inter-vehicle distance information obtained by the inter-vehicle distance sensor 39 described above.
【００２７】かくして上述した如く制御系が構成される
本システムによれば、先導車１１のとの車間距離に基づ
く加減速制御に、先導車１１の加減速調整情報に基づく
フィードフォワード制御を加えているので、先導車１１
の挙動（走行速度）の変化に速やかに追従した加減速制
御を行うことができる。即ち、先導車１１の加減速調整
によって生じる該先導車１１の挙動（走行速度）の変化
を、その加減速調整情報から先取りしてフィードフォワ
ード的に加減速制御を実行するので、先導車１１の加減
速に対して高精度に追従した走行制御が可能であり、応
答性の高い車間距離制御による自動追従走行を実現する
ことができる。Thus, according to the present system having the control system as described above, the feedforward control based on the acceleration / deceleration adjustment information of the leading vehicle 11 is added to the acceleration / deceleration control based on the inter-vehicle distance from the leading vehicle 11. There is a leading car 11
The acceleration / deceleration control that quickly follows the change in the behavior (travel speed) can be performed. That is, the change in the behavior (travel speed) of the leading vehicle 11 caused by the acceleration / deceleration adjustment of the leading vehicle 11 is prefetched from the acceleration / deceleration adjustment information, and the acceleration / deceleration control is executed in a feedforward manner. It is possible to perform traveling control that follows acceleration / deceleration with high accuracy, and it is possible to realize automatic following traveling by highly responsive inter-vehicle distance control.
【００２８】特に各車両に搭載されたＧＰＳ受信機２
５,４５によって求められる高精度な絶対座標を車々間
通信して車間距離Ｌを計測し、目標車間距離Ｌ0との偏
差εを求めて加減速制御を実行するので、先導車１１を
見失ってその制御が不能となったり、先導車１１を誤認
識してその制御が曖昧となる等の不具合を未然に防ぐこ
とができる。更には上述した如く安定・確実に検出され
る車間距離Ｌの下で、その車間距離偏差εを零（０）と
するように求められるＰＩＤ制御量と、先導車１１の加
減速調整状態に応じて求められるフィードフォワード制
御量とを加算して加減速制御を実行するので、比較的簡
単な処理でありながら、安定で精度の高い追従走行制御
を実行することが可能となる。In particular, the GPS receiver 2 mounted on each vehicle
The vehicle-to-vehicle distance L is measured by highly accurate absolute coordinates obtained by 5, 45, and the acceleration / deceleration control is executed by obtaining the deviation ε from the target vehicle-to-vehicle distance L 0. It is possible to prevent inconveniences such as inability to control or erroneous recognition of the leading vehicle 11 to make the control ambiguous. Further, according to the PID control amount required to set the inter-vehicle distance deviation ε to zero (0) under the inter-vehicle distance L which is detected stably and reliably as described above, and the acceleration / deceleration adjustment state of the leading vehicle 11. Since the acceleration / deceleration control is executed by adding the feedforward control amount calculated as described above, it is possible to execute the follow-up running control with stability and high accuracy, although the processing is relatively simple.
【００２９】従って先導車１１が急激に加減速するよう
な場合であっても、これに速やかに追従した高精度な自
動追従走行が可能となり、応答性の高い車間距離制御が
可能となる。特に先導車１１の加減速により車両間の状
態が変化したとき、これを検出して自車量を加減速制御
する場合のような応答遅れがなく、先導車１１の加減速
を早期に反映させた加減速制御を行い得る等の効果が奏
せられる。Therefore, even when the leading vehicle 11 is suddenly accelerated or decelerated, it is possible to perform a highly accurate automatic follow-up traveling promptly following this, and a highly responsive inter-vehicle distance control becomes possible. In particular, when the state between vehicles changes due to acceleration / deceleration of the leading vehicle 11, there is no response delay as in the case of detecting this and controlling the acceleration / deceleration of the own vehicle, and the acceleration / deceleration of the leading vehicle 11 is reflected early. The effect that acceleration / deceleration control can be performed is exhibited.
【００３０】尚、本発明は上述した実施形態に限定され
るものではない。実施形態においてはＰＩＤ制御系を用
いて加減速制御を行ったが、ＰＤ制御系やＰ制御系によ
り加減速制御を実行することも勿論可能である。また先
導車１１との車間距離Ｌの計測手法についても、ステレ
オ視カメラによる計測や、超音波を用いた計測手法を採
用することができる。要するに本発明はその要旨を逸脱
しない範囲で種々変形して実施することができる。The present invention is not limited to the above embodiment. In the embodiment, the acceleration / deceleration control is performed by using the PID control system, but it is of course possible to execute the acceleration / deceleration control by the PD control system or the P control system. Further, as a method of measuring the inter-vehicle distance L with the leading vehicle 11, it is possible to adopt a measurement method using a stereoscopic camera or a measurement method using ultrasonic waves. In short, the present invention can be variously modified and implemented without departing from the scope of the invention.
【００３１】[0031]
【発明の効果】以上説明したように本発明によれば、先
導車との車間距離と目標車間距離との偏差、および車々
間通信によって求められる先導車におけるアクセル操作
情報とブレーキ操作情報とからなる加減速調整情報を用
いて自車両を加減速制御するので、先導車が急激に加減
速する場合であっても、その加減速調整の情報を逸早く
反映させて応答性良く自動追従走行制御することができ
る。As described above, according to the present invention, the deviation between the inter-vehicle distance from the leading vehicle and the target inter-vehicle distance, and the accelerator operation in the leading vehicle determined by the inter-vehicle communication.
Acceleration / deceleration control information, which consists of information and brake operation information, is used to control the vehicle's acceleration / deceleration, so even if the lead vehicle suddenly accelerates / decelerates, it responds by reflecting the acceleration / deceleration adjustment information quickly. It is possible to perform automatic follow-up traveling control with good performance.
【００３２】特に請求項２に記載するように、先導車が
求めている絶対座標情報を車々間通信により受信し、自
車両において求めた絶対座標情報とに従って車間距離を
求めるので、種々の走行条件に拘わらず、先導車を見失
ったり、誤認識することなく安定に車間距離を求めて車
間距離制御を実行することができる。更には請求項３に
示すように車間距離偏差に対応した制御量と、先導車の
加減速調整情報に対応した制御量とを加算して加減速制
御を実行するので、簡単な処理により安定で精度の高い
追従走行制御を実現することができる等の効果が奏せら
れる。In particular, as described in claim 2, since the absolute coordinate information required by the leading vehicle is received by the inter-vehicle communication and the inter-vehicle distance is obtained in accordance with the absolute coordinate information obtained in the own vehicle, various traveling conditions can be satisfied. Regardless, it is possible to stably obtain the inter-vehicle distance and execute the inter-vehicle distance control without losing sight of the leading vehicle or erroneously recognizing it. Further, as described in claim 3, since the acceleration / deceleration control is executed by adding the control amount corresponding to the inter-vehicle distance deviation and the control amount corresponding to the acceleration / deceleration adjustment information of the leading vehicle, stable operation can be achieved by simple processing. The following effects can be achieved: highly precise follow-up travel control can be realized.
【図１】本発明の一実施形態に係る自動追従走行システ
ムの概略構成を示す図。FIG. 1 is a diagram showing a schematic configuration of an automatic follow-up traveling system according to an embodiment of the present invention.
【図２】本発明の一実施形態に係る自動追従走行制御系
の概略的なブロック構成図。FIG. 2 is a schematic block configuration diagram of an automatic follow-up traveling control system according to an embodiment of the present invention.
【図３】自動追従走行制御を実行する制御ＥＣＵにおけ
る制御処理機能を示すブロック図。FIG. 3 is a block diagram showing a control processing function in a control ECU that executes automatic follow-up traveling control.
１１ 先導車
３１ 追従車
１３,３３ ステアリング
１４,３４ エンジン
１５,３５ トランスミッション（Ｔ／Ｍ）
１６,３６ ブレーキ
１７,３７ 車速センサ
１８,３８ ヨーレイトセンサ
１９ ＥＣＵ
３２ 制御ＥＣＵ（電子コントロールユニット）
２５,４５ ＧＰＳ（グローバル・ポジショニング・シ
ステム）受信機
２０,４０ 通信ＥＣＵ
２１,４１ａ,４１ｂ 車々間通信機
３９ 車間距離センサ
５１ 路面固定座標変換部
５２ 車間距離計算部
５３ 目標車間距離計算部
５４ 車間距離偏差計算部
５５ アクセル・ブレーキＰＩＤ制御量計算部
５６ アクセル・ブレーキ制御出力量計算部
５７ 開度量補正部11 Lead vehicle 31 Follower vehicle 13,33 Steering 14,34 Engine 15,35 Transmission (T / M) 16,36 Brake 17,37 Vehicle speed sensor 18,38 Yaw rate sensor 19 ECU 32 Control ECU (electronic control unit) 25,45 GPS (Global Positioning System) receiver 20,40 Communication ECU 21,41a, 41b Inter-vehicle communication device 39 Inter-vehicle distance sensor 51 Road surface fixed coordinate conversion unit 52 Inter-vehicle distance calculation unit 53 Target inter-vehicle distance calculation unit 54 Inter-vehicle distance deviation calculation unit 55 accelerator / brake PID control amount calculation unit 56 accelerator / brake control output amount calculation unit 57 opening amount correction unit
───────────────────────────────────────────────────── フロントページの続き (56)参考文献 特開 平６−168399（ＪＰ，Ａ) 特開 平５−266399（ＪＰ，Ａ) 特開 平９−43336（ＪＰ，Ａ) 特開 平８−40231（ＪＰ，Ａ) 特開 平８−55300（ＪＰ，Ａ) 特開 平８−268192（ＪＰ，Ａ) 特開 平９−282599（ＪＰ，Ａ) (58)調査した分野(Int.Cl.7，ＤＢ名) F02D 29/00 - 29/06 B60K 41/00 - 41/28 B60K 31/00 - 37/06 G08G 1/16 - 1/18 ─────────────────────────────────────────────────── ─── Continuation of the front page (56) Reference JP-A-6-168399 (JP, A) JP-A-5-266399 (JP, A) JP-A-9-43336 (JP, A) JP-A-8- 40231 (JP, A) JP 8-55300 (JP, A) JP 8-268192 (JP, A) JP 9-282599 (JP, A) (58) Fields investigated (Int.Cl. 7 , DB name) F02D 29/00-29/06 B60K 41/00-41/28 B60K 31/00-37/06 G08G 1/16-1/18
Claims (3)
る自動追従走行システムであって、前記先導車に追従す
る後続車は、 前記先導車との車間距離と目標車間距離との偏差を検出
する偏差検出手段と、前記先導車が送信する該先導車に
おけるアクセル操作情報とブレーキ操作情報とからなる
加減速調整情報を受信する通信手段と、前記偏差と前記
先導車の加減速調整情報とに基づいて自車両を加減速制
御する制御手段とを具備したことを特徴とする自動追従
走行システム。1. An automatic follow-up traveling system for controlling a trailing vehicle to follow a leading vehicle, wherein the trailing vehicle follows the leading vehicle by measuring a deviation between a vehicle-to-vehicle distance and a target vehicle-to-vehicle distance. a deviation detecting means for detecting that, in said leading vehicle in which the leading vehicle transmits
A communication unit for receiving acceleration / deceleration adjustment information consisting of accelerator operation information and brake operation information, and a control unit for controlling acceleration / deceleration of the host vehicle based on the deviation and the acceleration / deceleration adjustment information of the leading vehicle. An automatic follow-up traveling system comprising:
該先導車の絶対位置情報も受信するものであって、 前記偏差検出手段は、前記先導車から送信された該先導
車の絶対位置情報と、自車両にて計測した自車両の絶対
位置情報とから前記先導車との車間距離を求めることを
特徴とする請求項１に記載の自動追従走行システム。2. The communication means also receives absolute position information of the leading vehicle transmitted by the leading vehicle, and the deviation detecting means, the absolute position of the leading vehicle transmitted from the leading vehicle. The automatic follow-up traveling system according to claim 1, wherein the inter-vehicle distance to the leading vehicle is obtained from the information and the absolute position information of the own vehicle measured by the own vehicle.
御量と、前記先導車の加減速調整情報に対応した制御量
とを加算し、その加算結果に従って自車両を加減速制御
することを特徴とする請求項１に記載の自動追従走行シ
ステム。3. The control means adds a control amount corresponding to the deviation and a control amount corresponding to acceleration / deceleration adjustment information of the leading vehicle, and controls acceleration / deceleration of the own vehicle according to the addition result. The automatic follow-up traveling system according to claim 1.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP17193497A JP3480484B2 (en) | 1997-06-27 | 1997-06-27 | Automatic following system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP17193497A JP3480484B2 (en) | 1997-06-27 | 1997-06-27 | Automatic following system |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH1113507A JPH1113507A (en) | 1999-01-19 |
| JP3480484B2 true JP3480484B2 (en) | 2003-12-22 |
Family
ID=15932547
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP17193497A Expired - Fee Related JP3480484B2 (en) | 1997-06-27 | 1997-06-27 | Automatic following system |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP3480484B2 (en) |
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| JP3132494B2 (en) | 1998-12-25 | 2001-02-05 | 日本電気株式会社 | Ringtone generation information terminal |
| JP2000322689A (en) * | 1999-05-07 | 2000-11-24 | Honda Motor Co Ltd | Automatic following system |
| JP3604592B2 (en) * | 1999-06-23 | 2004-12-22 | 本田技研工業株式会社 | Automatic following system |
| JP3457577B2 (en) * | 1999-06-23 | 2003-10-20 | 本田技研工業株式会社 | Automatic following system |
| KR20020030365A (en) * | 2000-10-17 | 2002-04-25 | 이계안 | Method of maintaining safety distance for vehicles |
| JP2003131683A (en) | 2001-10-22 | 2003-05-09 | Sony Corp | Voice recognition apparatus, voice recognition method, program, and recording medium |
| JP3928571B2 (en) | 2003-03-14 | 2007-06-13 | トヨタ自動車株式会社 | Vehicle driving assistance device |
| JP4127403B2 (en) * | 2005-02-28 | 2008-07-30 | 独立行政法人 宇宙航空研究開発機構 | Method and apparatus for stabilizing control of vehicle traffic |
| JP2008155740A (en) * | 2006-12-22 | 2008-07-10 | Toyota Motor Corp | Inter-vehicle distance control system and vehicle |
| JP2007241304A (en) * | 2007-04-20 | 2007-09-20 | Sony Corp | Voice recognition apparatus, voice recognition method, program, and recording medium |
| DE102007032968A1 (en) | 2007-07-16 | 2009-01-29 | Knorr-Bremse Systeme für Nutzfahrzeuge GmbH | Method and device for determining pushing operations of a vehicle |
| JP2009211265A (en) * | 2008-03-03 | 2009-09-17 | Nec Access Technica Ltd | Inter-vehicle distance control device |
| JP5177118B2 (en) * | 2009-10-27 | 2013-04-03 | 株式会社デンソー | Vehicle control apparatus and vehicle control program |
| JP5924322B2 (en) * | 2013-09-03 | 2016-05-25 | トヨタ自動車株式会社 | Vehicle travel control device |
| JP2015051716A (en) * | 2013-09-06 | 2015-03-19 | トヨタ自動車株式会社 | Vehicle travel control device |
| JP6344344B2 (en) * | 2015-09-09 | 2018-06-20 | トヨタ自動車株式会社 | Vehicle travel control device |
| JP6361886B2 (en) * | 2015-09-15 | 2018-07-25 | トヨタ自動車株式会社 | Vehicle travel control device |
| JP6350465B2 (en) * | 2015-09-15 | 2018-07-04 | トヨタ自動車株式会社 | Vehicle control device |
| JP6380309B2 (en) * | 2015-09-15 | 2018-08-29 | トヨタ自動車株式会社 | Vehicle control device |
| JP6414166B2 (en) * | 2016-09-20 | 2018-10-31 | トヨタ自動車株式会社 | Vehicle travel control device |
| JP7526615B2 (en) * | 2020-08-26 | 2024-08-01 | 株式会社フジタ | Driving service method and automatic following system |
| CN113296518A (en) * | 2021-05-25 | 2021-08-24 | 山东交通学院 | Unmanned driving system and method for formation of in-place heat regeneration unit |
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| JP3401026B2 (en) * | 1992-03-19 | 2003-04-28 | 株式会社日立製作所 | Driving control device by inter-vehicle communication |
| JP3097360B2 (en) * | 1992-11-30 | 2000-10-10 | トヨタ自動車株式会社 | Travel control device for vehicles |
| JP3365064B2 (en) * | 1994-07-27 | 2003-01-08 | 日産自動車株式会社 | Travel control device for vehicles |
| JPH0855300A (en) * | 1994-08-08 | 1996-02-27 | Mitsubishi Electric Corp | Control device for vehicle group traveling system |
| JPH08268192A (en) * | 1995-03-31 | 1996-10-15 | Sogo Jidosha Anzen Kogai Gijutsu Kenkyu Kumiai | Control device for vehicle group traveling system |
| JPH0943336A (en) * | 1995-07-27 | 1997-02-14 | Mitsubishi Motors Corp | Relative position measurement method |
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|---|---|
| JPH1113507A (en) | 1999-01-19 |
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