U.S. patent number 7,177,760 [Application Number 10/923,428] was granted by the patent office on 2007-02-13 for driving control device for vehicle.
This patent grant is currently assigned to Fuji Jukagyo Kabushiki Kaisha. Invention is credited to Shinya Kudo.
United States Patent |
7,177,760 |
Kudo |
February 13, 2007 |
Driving control device for vehicle
Abstract
In the event that the differential value of the target node
deviation is equal to or greater than a deviation threshold, and
the absolute value of the steering torque is equal to or greater
than a steering torque threshold, the system outputs signals to a
brake control device such that deceleration of the vehicle is made
with a predetermined deceleration, and outputs signals to an
electric power steering control device so as to cancel automatic
steering, whereby the system enters a normal power steering mode,
and the automatic driving mode is canceled. Thus, abnormal
situations are precisely detected during automatic driving, giving
consideration to the control error and the intent of the user,
thereby enabling driving control matching the intent of the
user.
Inventors: |
Kudo; Shinya (Tokyo,
JP) |
Assignee: |
Fuji Jukagyo Kabushiki Kaisha
(Tokyo, JP)
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Family
ID: |
34056255 |
Appl.
No.: |
10/923,428 |
Filed: |
August 20, 2004 |
Prior Publication Data
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Document
Identifier |
Publication Date |
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US 20050043867 A1 |
Feb 24, 2005 |
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Foreign Application Priority Data
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Aug 21, 2003 [JP] |
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2003-297998 |
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Current U.S.
Class: |
701/25; 701/23;
701/410; 701/468 |
Current CPC
Class: |
B60T
8/17557 (20130101); B62D 1/286 (20130101); B60T
2201/08 (20130101); B60T 2201/083 (20130101); B60T
2201/087 (20130101); B60T 2210/36 (20130101); B60W
30/09 (20130101) |
Current International
Class: |
B60W
10/00 (20060101); B60W 30/10 (20060101); G01C
21/00 (20060101) |
References Cited
[Referenced By]
U.S. Patent Documents
Foreign Patent Documents
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0640903 |
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Mar 1995 |
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EP |
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1063149 |
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Dec 2000 |
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EP |
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10-076964 |
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Mar 1998 |
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JP |
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Primary Examiner: Zanelli; Michael J.
Attorney, Agent or Firm: Smith, Gambrell & Russell
Claims
What is claimed is:
1. A driving control device for a vehicle comprising:
planning-route setting means for setting a planning route along
which the vehicle is to be driven; vehicle-position computing means
for computing the position of the vehicle; vehicle-direction
estimating means for estimating the direction of the vehicle; and
driving control means for controlling automatic driving of the
vehicle based upon the vehicle position, the vehicle direction, and
the planning route, wherein the driving control means stops driving
control of the vehicle in the event that the differential value of
the distance between the future position of the vehicle ahead of
the current position of the vehicle and the planning route exceeds
a predetermined threshold, and the steering torque exceeds a
predetermined value.
2. The driving control device for the vehicle according to claim 1,
wherein the driving control means stops driving control of the
vehicle by performing at least one of deceleration of the vehicle
and canceling of an automatic steering mode in the event that the
differential value of the distance between the future position of
the vehicle ahead of the current position of the vehicle and the
planning route exceeds the predetermined threshold, and the
steering torque exceeds the predetermined value.
3. The driving control device for the vehicle according to claim 1,
wherein the driving control means determines whether or not the
differential value of the distance between the future position of
the vehicle ahead of the current position of the vehicle and the
planning route exceeds the predetermined threshold by comparing the
differential value of the distance with a threshold determined
corresponding to the radius of curvature of the planning route.
4. The driving control device for the vehicle according to claim 2,
wherein the driving control means determines whether or not the
differential value of the distance between the future position of
the vehicle ahead of the current position of the vehicle and the
planning route exceeds the predetermined threshold by comparing the
differential value of the distance with a threshold determined
corresponding to the radius of curvature of the planning route.
5. The driving control device for the vehicle according to claim 1,
wherein the predetermined value for being compared with the
steering torque in a determination step is determined corresponding
to the vehicle speed.
6. The driving control device for the vehicle according to claim 2,
wherein the predetermined value for being compared with the
steering torque in a determination step is determined corresponding
to the vehicle speed.
7. The driving control device for the vehicle according to claim 3,
wherein the predetermined value for being compared with the
steering torque in a determination step is determined corresponding
to the vehicle speed.
8. The driving control device for the vehicle according to claim 4,
wherein the predetermined value for being compared with the
steering torque in a determination step is determined corresponding
to the vehicle speed.
9. The driving control device for the vehicle according to claim 1,
wherein the vehicle-position computing means computes the position
of the vehicle based upon information from satellites orbiting the
Earth.
10. The driving control device for the vehicle according to claim
2, wherein the vehicle-position computing means computes the
position of the vehicle based upon information from satellites
orbiting the Earth.
11. The driving control device for the vehicle according to claim
3, wherein the vehicle-position computing means computes the
position of the vehicle based upon information from satellites
orbiting the Earth.
12. The driving control device for the vehicle according to claim
4, wherein the vehicle-position computing means computes the
position of the vehicle based upon information from satellites
orbiting the Earth.
13. The driving control device for the vehicle according to claim
1, wherein the vehicle-direction estimating means estimates the
direction of the vehicle based upon change in the vehicle position
over time.
14. The driving control device for the vehicle according to claim
2, wherein the vehicle-direction estimating means estimates the
direction of the vehicle based upon change in the vehicle position
over time.
15. The driving control device for the vehicle according to claim
3, wherein the vehicle-direction estimating means estimates the
direction of the vehicle based upon change in the vehicle position
over time.
16. The driving control device for the vehicle according to claim
4, wherein the vehicle-direction estimating means estimates the
direction of the vehicle based upon change in the vehicle position
over time.
17. The driving control device for the vehicle according to claim
8, wherein the vehicle-position computing means computes the
position of the vehicle based upon information from satellites
orbiting the Earth.
18. The driving control device for the vehicle according to claim
17, wherein the vehicle-direction estimating means estimates the
direction of the vehicle based upon change in the vehicle position
over time.
19. A vehicle containing the driving control device according to
claim 1.
Description
This application claims benefit of Japanese Application No.
2003-297998 filed on Aug. 21, 2003, the contents of which are
incorporated by this reference.
BACKGROUND OF THE INVENTION
1. Field of the Invention
The present invention relates to a driving control device for
controlling automatic driving of a vehicle by controlling the
vehicle speed and automatic steering corresponding to a planned
route based upon the set planning route, the current position of
the vehicle on the planning route, and the current route of the
vehicle.
2. Description of the Related Art
In recent years, navigation devices are widely used for vehicles,
which employ a Global Positioning System (GPS) for detecting the
position of the vehicle based upon the position data received from
artificial satellites. Furthermore, various techniques have been
proposed and put into practical use, wherein driving of the vehicle
is controlled based upon the vehicle-position information obtained
by the GPS, forward road information obtained by a camera or the
like, and so forth.
For example, a technique is disclosed in Japanese Unexamined Patent
Application Publication No. 10-76964, wherein information with
regard to the road ahead of the vehicle (painted line on the road)
is detected with a CCD camera, and the steering angle is determined
based upon determination results of the moving direction of the
vehicle in order to automatically control a steering device. During
the automatic steering driving, in the event that the distance
between the future position of the vehicle of a predetermined
distance ahead of the current position thereof and the painted
line.(i.e., lateral deviation) exceeds a predetermined threshold,
the system determines that any abnormal situation occurs and that
whether the automatic driving mode can be cancelled or not. In this
case, the automatic driving is maintained until the system making a
determination that the automatic driving mode can be cancelled from
the time of the system making a determination that the automatic
driving mode cannot be cancelled.
With the aforementioned technique disclosed in Japanese Unexamined
Patent Application Publication No. 10-76964, the system determines
occurrence of abnormal situations only based upon the amount of
lateral deviation. However, in many cases, control error causes
fluctuation of the lateral deviation, and accordingly, precision in
detection of true abnormal situations is greatly affected by tuning
of the device, posing a problem of stability and accuracy of the
driving control.
The present invention has been made in order to solve the
aforementioned problems, and accordingly, it is an object thereof
to provide a driving control device for detecting abnormal
situations during automatic driving with high precision based upon
the control error and the intent of the user so as to control
driving of the vehicle according to the intent of the user.
SUMMARY OF THE INVENTION
A driving control device for a vehicle according to the present
invention comprises: planning-route setting means for setting a
planning route along which the vehicle is to be driven;
vehicle-position computing means for computing the position of the
vehicle; vehicle-direction estimating means for estimating the
direction of the vehicle; and driving control means for controlling
automatic driving of the vehicle based upon the vehicle position,
the vehicle direction, and the planning route, and the driving
control means stop driving control of the vehicle in the event that
the differential value of the distance between the future position
of the vehicle ahead of the current position thereof and the
planning route exceeds a predetermined threshold, and the steering
torque exceeds a predetermined threshold.
The above and other objects, features and advantages of the
invention will become more clearly understood from the following
description referring to the accompanying drawings.
BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1 is a schematic explanatory diagram which shows an overall
configuration of a driving control device for a vehicle;
FIG. 2 is a flowchart which shows processing for automatic steering
in an automatic-driving control mode;
FIG. 3 is an explanatory diagram for describing the mechanism of
the automatic steering;
FIG. 4 is a flowchart for describing processing according to an
automatic-driving diagnostic program;
FIG. 5 is an explanatory diagram for describing calculation for the
radius of curvature of a planning route;
FIG. 6 is an explanatory diagram for describing change in target
node deviation;
FIG. 7 is an explanatory diagram which shows the relation between
the deviation threshold and the radius of curvature; and
FIG. 8 is an explanatory diagram which shows the relation between
the threshold of the steering torque and the vehicle speed.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS
Description will be made below regarding an embodiment according to
the present invention with reference to FIGS. 1 through 8.
As shown in FIG. 1, with the present embodiment, a GPS known as an
RTK (Real-Time Kinematic) GPS is employed. That is to say, the
information (data such as satellite-orbit information for
performing positioning calculation and so forth) from artificial
satellites. (GPS satellites) 1 orbiting the Earth is received by a
base station 2 and a vehicle 3 serving as a moving station.
The base station 2 is installed at a position which has been
measured beforehand with sufficient precision, and principally
includes a GPS antenna 2a, a GPS receiver 2b, and a wireless
communication device 2c. The base station 2 transmits the phase
information with regard to the radio wave from the GPS satellites
1, the pseudo range, and the position coordinates of the base
station 2, to a point which is to be measured, i.e., the vehicle 3
as the moving station, using the wireless communication device 2c.
Specifically, the data transmitted from the base station 2 to the
vehicle 3 includes: error correction data; pseudo-range correction
data; and the position coordinates of the base station 2.
The vehicle 3 includes a GPS antenna 3a, a GPS receiver 3b, and a
wireless communication device 3c. The GPS receiver 3b calculates
the position (position coordinates) of the vehicle with high
precision (e.g., margin of error of 1 to 5 cm) in real time by
analyzing the error correction data, the pseudo-range correction
data, and the position coordinates of the base station 2, received
from the base station 2 (data received through the wireless
communication device 3c) and the information directly received from
the GPS satellites 1. As described above, the GPS receiver 3b has a
function as vehicle-position detecting means for detecting the
position of the vehicle.
Furthermore, the vehicle 3 includes a control device 3d having
functions of vehicle-direction estimating means, planning-route
setting means, and driving control means. Note that the control
device 3d is connected to the GPS receiver 3b through an unshown
serial-CAN converter or the like for receiving the information with
regard to the current position of the vehicle. Furthermore, the
control device 3d is connected to sensors such as a speed sensor 3e
for detecting the speed V of the vehicle, a steering-angle sensor
3f for detecting the steering angle .theta.H, a steering torque
sensor 3g for detecting steering torque TH applied from the user,
and so forth, and a main switch 3h for switching to the
automatic-driving control mode.
Furthermore, the control device 3d of the vehicle 3 includes an
unshown storage medium such as a hard disk, CD, DVD, or the like,
which has map information stored therein necessary for the
automatic-driving control. The map information is suitably
displayed on a liquid crystal display 3i mounted on a dash board
thereof, for example. Upon the user inputting a destination through
an unshown remote control device or the like, the current vehicle
position and the optimum route from the current position to the
destination are calculated and displayed on a map shown on the
liquid crystal display 3i. Note that the calculated optimum route
is set as a planning route (formed of a node line) along which the
vehicle is to be driven.
Furthermore, the control device 3d of the vehicle 3 is connected to
actuators for performing automatic-driving control, such as an
electric throttle control device 3j, a brake control device 3k, and
an electric power steering control device 3l.
Upon the user turning on the main switch 3h for switching to the
automatic-driving control mode, control of the vehicle speed is
executed in the automatic-driving control mode, whereby the target
vehicle speed is determined. The control device 3d outputs signals
to the electric throttle control device 3j so as to drive a
throttle 3m such that the vehicle is accelerated or decelerated in
order to maintain the target vehicle speed. Furthermore, in the
event that deceleration of the vehicle must be made beyond a
predetermined deceleration, the control device 3d outputs signals
to the brake control device 3k so as to operate an automatic
brake.
Furthermore, as described later, in the event that the control
device 3d detects any abnormal situation of automatic driving (a
situation wherein the user requests canceling of automatic driving)
during diagnostic processing according to an automatic-driving
diagnostic program, the control device 3d outputs signals to the
brake control device 3k so as to drive automatic brake such that
deceleration of the vehicle is made with a predetermined
deceleration.
Next, description will be made regarding automatic steering
performed in the automatic-driving control mode of the control
device 3d of the vehicle 3 with reference to the flowchart shown in
FIG. 2 and the explanatory diagram for describing the mechanism of
the automatic steering shown in FIG. 3. Note that in the event that
the control device 3d detects any abnormal situation of automatic
driving (a situation wherein the user requests canceling of
automatic driving) during diagnostic processing according to the
automatic-driving diagnostic program, the system enters a normal
power steering mode.
The flowchart in FIG. 2 shows a program executed at predetermined
intervals of time upon the user turning on the main switch 3h for
switching to the automatic-driving control mode. First, in Step 101
(which will be abbreviated to "S101" hereafter), the control device
3d reads the required parameters.
Next, the flow proceeds to S102, where the control device 3d
extracts the previous position of the vehicle, approximately the
length of the vehicle (e.g., 5 m) behind the current position, from
vehicle-position-history information, and estimates the direction
of the vehicle to be the direction passing through the current
position of the vehicle and the previous position, 5 m behind the
current position.
Next, the flow proceeds to S103, where the control device 3d
extracts the node on the planning route nearest to the current
position of the vehicle.
Subsequently, the flow proceeds to S104, where the control device
3d calculates the viewing distance based upon the current speed of
the vehicle and a predetermined viewing time (e.g., 1.5 sec). For
example, in the event that the current speed of the vehicle is 20
km/h, the viewing distance is 5.56 m.times.1.5 sec=8.34 m.
Subsequently, the flow proceeds to S105, where the control device
3d determines a node on the planning route, approximately the
viewing distance calculated in S104 ahead of the current position
of the vehicle, and sets the node thus determined as a node toward
which the vehicle is to be driven.
Next, the flow proceeds to S106, the control device 3d computes the
lateral deviation of the direction of the vehicle from the node
toward which the vehicle is to be driven, as the node deviation
.DELTA.D.
Next, the flow proceeds to S107, where the control device 3d
calculates the target steering angle .delta.h such that the node
deviation .DELTA.D becomes zero using Expression (1) described
below. .delta.h=Gp.DELTA.D+Gd(d(.DELTA.D)/dt) (1)
Note that Gp represents a proportional gain, and Gd represents a
differential gain.
Next, the flow proceeds to S108, where the control device 3d
computes the steering-angle deviation .DELTA..delta.
(=.delta.h-.theta.H) based upon the target steering angle .delta.h
and the actual steering angle .theta.H detected by the
steering-angle sensor 3f.
Subsequently, the flow proceeds to S109, where the control device
3d computes an instruction current I.delta. for being applied to an
electric power steering motor of the electric power steering
control device 31 such that the steering-angle deviation
.DELTA..delta. becomes zero using Expression (2) described below.
Subsequently, the flow proceeds to S110, where the control device
3d outputs the instruction current I.delta., whereby the routine of
the program ends.
I.delta.=Kp.DELTA..delta.+Kd(d(.DELTA..delta.)/dt)+Ki.intg..DELTA..delta.-
dt (2)
Note that Kp is a proportional gain, Kd is a differential gain, and
Ki is an integral gain.
Next, description will be made regarding an automatic-driving
diagnostic program executed by the control device 3d of the vehicle
3 with reference to the flowchart shown in FIG. 4. First, the
control device 3d reads required parameters in S201, and computes
the radius of curvature R of the planning route in S202. For
example, the control device 3d computes the radius of curvature R
by calculating the radius of the circle passing through the three
nodes on the planning route. Note that the control device 3d may
select: the node toward which the vehicle is to be drive, and the
nodes adjacent to the aforementioned node, as shown in FIG. 3; the
node nearest to the current position of the vehicle and the nodes
adjacent to the nearest nodes; or the node at a position, the
predetermined viewing distance ahead of the current vehicle
position, and the nodes adjacent to the aforementioned node. Now,
description will be made regarding an arrangement wherein the
control device 3d selects the node toward which the vehicle is to
be driven, and the nodes adjacent to the nearest node.
As shown in FIG. 5, the control device 3d selects three nodes of
P1(x1, y1), P2(x2, y2), and P3(x3, y3), in the coordinate space of
X and Y. In this case, the X axis represents the lateral direction
of the vehicle 3, and the Y axis represents the longitudinal
direction thereof. Now, with the segment between P1 and P2 as A,
with the segment between P2 and P3 as B, and with the segment
between P3 and P1 as C, the radius R of the circle passing through
the three points of P1, P2, and P3, is calculated by Expression (3)
described below. R=(A+B+C)/(4Sa) (3)
Note that Sa represents the area of the triangle P1-P2-P3, and is
calculated by Expression (4) described below.
Sa=(.lamda.(.lamda.-A)(.lamda.-B)(.lamda.-C)).sup.1/2 (4)
Note that .lamda. represents (A+B+C)/2.
On the other hand, the segments A, B, and C are calculated by
following Expressions. A=((y2-y1).sup.2+(x2-x1).sup.2).sup.1/2 (5)
B=((y3-y2).sup.2+(x3-x2).sup.2).sup.1/2 (6)
C=((y1-y3).sup.2+(x1-x3).sup.2).sup.1/2 (7)
Next, the flow proceeds to S203, where the control device 3d
determines a change history of the target node deviation .DELTA.D.
Namely, a deviation threshold .DELTA.Dc for being compared with the
differential value (d.DELTA.D/dt) of the target node deviation
.DELTA.D is determined. Note that the target node deviation
.DELTA.D changes from .DELTA.D1 to .DELTA.D3 through .DELTA.D2
along the planning route as shown in FIG. 6. The greater the radius
of curvature R is, the smaller the deviation threshold .DELTA.Dc is
set to be, as shown in the relation in FIG. 7.
Next, the flow proceeds to S204, where the control device 3d
determines a steering torque threshold Tc for being compared with
the absolute value |TH| of the steering torque TH. The greater the
vehicle speed V is, the smaller the steering torque threshold Tc is
set to, as shown in the relation in FIG. 8.
Subsequently, the flow proceeds to S205, where the control device
3d makes a comparison between the differential value (d.DELTA.D/dt)
of the target node deviation .DELTA.D and the deviation threshold
.DELTA.Dc. In the event that the control device 3d has determined
that the differential value (d.DELTA.D/dt) of the target node
deviation .DELTA.D is less than the deviation threshold .DELTA.Dc
(i.e., (d.DELTA.D/dt)<.DELTA.Dc), the following processing
according to the program is skipped. On the other hand, in the
event that the differential value (d.DELTA.D/dt) of the target node
deviation .DELTA.D is equal to or greater than the deviation
threshold .DELTA.Dc (i.e., (d.DELTA.D/dt).gtoreq..DELTA.Dc), the
flow proceeds to S206.
In S206, the control device 3d makes a comparison between the
absolute value |TH| of the steering torque TH and the steering
torque threshold Tc. In the event that the control device 3d has
determined that the absolute value |TH| of the steering torque TH
is less than the steering torque threshold Tc (i.e., |TH|<Tc),
the following processing according to the program is skipped. On
the other hand, in the event that the control device 3d has
determined that the absolute value |TH| of the steering torque TH
is equal to or greater than the steering torque threshold Tc (i.e.,
|TH|.gtoreq.Tc), the flow proceeds to S207.
In the event that determination has been made that
(d.DELTA.D/dt).gtoreq..DELTA.Dc in S205, and determination has been
made that |TH|.gtoreq.Tc in S206, the flow proceeds to S207, where
the control device 3d outputs signals to the brake control device
3k so as to drive the automatic brake such that the deceleration of
the vehicle is made with a predetermined deceleration.
Subsequently, the flow proceeds to S208, where the control device
3d outputs signals to the electric power steering control device 3l
so as to cancel automatic steering, whereby the system enters a
normal power steering mode. Subsequently, the flow proceeds to
S209, where the control device 3d cancels the automatic-driving
control mode, and turns off the main switch 3h.
Subsequently, the flow proceeds to S210, where the control device
3d determines whether or not the main switch 3h is turned on again.
In the event that determination has been made that the main switch
3h is off, the flow returns to S209, whereby the system maintains
the normal power steering mode. Upon the user turning on the main
switch 3h, the flow skips this loop so that the system enters the
automatic-driving control mode.
That is to say, with the automatic-driving diagnostic program
according to the present embodiment, only in the event that the
differential value (d.DELTA.D/dt) of the target node deviation
.DELTA.D is equal to or greater than the deviation threshold
.DELTA.Dc, and the absolute value |TH| of the steering torque TH is
equal to or greater than the steering torque threshold Tc, the
system cancels the automatic driving.
The reason is that in some cases, insignificant control error
increases the target node deviation .DELTA.D, and precision in
detection of true abnormal situations is greatly affected by tuning
of the device, and accordingly, it is difficult to suitably
determine abnormal situations only by detecting an increase in the
target node deviation .DELTA.D.
Furthermore, in the event that the system determines abnormal
situations of driving control only by detecting an increase in the
steering torque TH, the system may determine unintentional steering
actions of the user to be an abnormal situation of driving
control.
With the present embodiment, in the event that both the
aforementioned relations are satisfied, the system determines that
the user requests cancel of the automatic driving (e.g., a case
wherein the user avoids an obstacle ahead of the vehicle), and the
system detects this situation as an abnormal situation, thereby
enabling driving control matching the intent of the user.
Note that while description has been made regarding an arrangement
wherein the vehicle position is computed based upon information
from artificial satellites orbiting the Earth, and the optimum
route from the current position of the vehicle to a destination is
determined as a planning route using map information, the present
invention is not restricted to the aforementioned arrangement. For
example, an arrangement may be made wherein the system includes a
CCD camera for taking images of the road ahead of the vehicle, and
painted lines on the left and the right sides of the road in the
images are detected with known image recognition, and a planning
route along which the vehicle is to be driven is set along a line
on the middle portion between the left and right painted lines, or
on a line a predetermined distance from either thereof. In this
case, the system computes the position of the vehicle based upon
the distance between one of the painted lines and the vehicle 3,
and estimates the direction of the vehicle based upon change in the
vehicle position over time. Furthermore, in the same way as with
the above-described embodiment, the system calculates the
differential value of the distance deviation of the future position
of the vehicle, a predetermined distance ahead of the current
position of the vehicle 3, from the planning route. Only in the
event that the calculated differential value of the distance is
equal to or greater than the deviation threshold .DELTA.Dc, and the
absolute value |TH| of the steering torque TH is equal to or
greater than the steering torque threshold Tc, the system cancels
the automatic-driving control mode. An arrangement having such a
configuration employing an image recognition technique using a CCD
camera has the same advantages as with the above-described
embodiment.
As described above, the present invention enables precise detection
of abnormal situations during automatic driving, giving
consideration to the control error and the intent of the user,
thereby enabling driving control matching the intent of the
user.
Having described the preferred embodiments of the invention
referring to the accompanying drawings, it should be understood
that the present invention is not limited to those precise
embodiments and various changes and modifications thereof could be
made by one skilled in the art without departing from the spirit or
scope of the invention as defined in the appended claims.
* * * * *