JP7365319B2 - Axis deviation determination device for vehicles and on-vehicle sensors mounted on vehicles - Google Patents

Description

The present invention relates to a vehicle equipped with an on-vehicle sensor for detecting surrounding objects, and in particular, a vehicle in which autonomous driving or driving assistance is performed based on the detection results of the on-vehicle sensor, and an axis misalignment of the on-vehicle sensor. The present invention relates to an axis misalignment determining device for determining.

2. Description of the Related Art An on-vehicle sensor that includes a camera and a radar and detects objects (obstacles) around a vehicle is known (for example, Patent Document 1). In the vehicle-mounted sensor disclosed in Patent Document 1, the amount of axis deviation of the camera is obtained using a radar, and the detection area of the object by the radar is set based on the amount of axis deviation of the camera.

JP 2016-80539 Publication

On-vehicle sensors such as cameras and radars are mounted on vehicles so that the direction of their optical axes coincide with preset directions, and vehicle control such as driving support and autonomous driving of the vehicle is performed based on the detection results of the on-board sensors. be exposed. Therefore, it is required that the direction of the optical axis of the on-vehicle sensor sufficiently matches a preset direction, and that the difference between the direction of the optical axis and the preset direction, that is, the amount of axis deviation, is sufficiently small.

Therefore, the inventors of the present invention conceived of a configuration in which various processes such as driving support and autonomous driving are executed only when the amount of axis deviation of the on-vehicle sensor is smaller than a predetermined threshold value.

However, the optical axis of the on-vehicle sensor may shift due to shocks or the like when the vehicle is running. Therefore, the inventors of the present application have realized that if the threshold value is set too small, vehicle control will be easily stopped, which may actually reduce the convenience and safety of the vehicle. Therefore, it is desired to develop a vehicle that can appropriately determine the presence or absence of axis misalignment of an on-vehicle sensor to limit vehicle control, and an axis misalignment determination device that determines axis misalignment to appropriately limit vehicle control. ing.

In view of the above background, it is an object of the present invention to provide a vehicle and an axis deviation determination device that can appropriately determine the presence or absence of axis deviation of an on-vehicle sensor to limit vehicle control.

In order to solve the above problems, an aspect of the present invention includes a vehicle speed sensor (18) that detects vehicle speed, and an on-vehicle sensor (17) that detects the position of an object with reference to a predetermined optical axis (A). In a vehicle (1, 101), the presence or absence of an axis deviation of the optical axis is determined based on the amount of axis deviation of the optical axis with respect to when the vehicle is mounted and the vehicle speed, and the traveling of the vehicle is controlled based on the determination result. a control device (10) configured to control the amount of axis deviation of the optical axis in the yaw direction and the amount of axis deviation of the optical axis in the pitch direction when the vehicle speed is higher than a first threshold value; are obtained, and it is determined that there is an axis deviation when the amount of axis deviation in the yaw direction or the amount of axis deviation in the pitch direction is larger than the corresponding threshold, and the vehicle speed is equal to or less than the first threshold, and , if it is larger than a second threshold that is smaller than the first threshold, obtain the amount of axis deviation in the yaw direction, and if the amount of axis deviation of the optical axis in the yaw direction is larger than the corresponding threshold, there is an axis deviation. When the vehicle speed is less than or equal to the second threshold value, the presence or absence of axis deviation is not determined.

The inventors of the present application have discovered that in a high-speed region (region where the vehicle speed is higher than the first threshold value), misalignment of the optical axis in either the yaw direction or the pitch direction makes it difficult to properly control the running of the vehicle; It has been found that in a region where the vehicle speed is greater than the second threshold value and less than or equal to the first threshold value, the axis deviation in the yaw direction makes it difficult to properly control the running of the vehicle.

According to this aspect, in a high-speed region where the vehicle speed is higher than the first threshold value, it is determined that there is an axis deviation when the amount of axis deviation in either the yaw direction or the pitch direction is larger than the corresponding threshold value. Further, in a medium speed region where the vehicle speed is higher than the second threshold value and lower than or equal to the first threshold value, it is determined that there is an axis deviation when the amount of axis deviation in the yaw direction is larger than the corresponding threshold value. In this way, the presence or absence of axis deviation is determined based on the amount of axis deviation of the optical axis in the direction that makes it difficult to control the vehicle. is appropriately evaluated, and appropriate vehicle driving control can be performed based on the determination result.

In the above aspect, preferably, when the vehicle speed is higher than the first threshold, the control device adjusts the amount of axis deviation in the yaw direction, the amount of axis deviation in the pitch direction, and the amount of axis deviation of the optical axis in the roll direction. The amount of axis deviation is acquired, and the axis deviation is determined when any one of the amount of axis deviation in the yaw direction, the amount of axis deviation in the pitch direction, and the amount of axis deviation in the roll direction of the optical axis is each larger than the corresponding threshold value. It is determined that there is.

According to this aspect, in a high-speed region where the vehicle speed is higher than the first threshold value, if the amount of axis displacement in any of the yaw, pitch, and roll directions is larger than the corresponding threshold, it is determined that there is an axis deviation. It will be judged. Therefore, in a high-speed region where position detection accuracy is required, the presence or absence of axis deviation of the vehicle-mounted sensor can be appropriately determined.

In the above aspect, preferably, the control device is capable of executing a plurality of processes for providing driving support for the vehicle or for causing the vehicle to travel autonomously, and is capable of executing a plurality of processes when determining that there is an axis misalignment. limit the above-mentioned processing.

According to this aspect, when it is determined that there is an axis misalignment, processing related to driving support or autonomous driving of the vehicle is restricted. As a result, it is possible to limit processes that may cause problems due to axis misalignment, and it is possible to set processes that are unlikely to cause problems due to axis misalignment and are not limited to processes that are necessary from the viewpoint of safety and the like.

In the above aspect, preferably, the control device obtains the axis deviation amount in the yaw direction based on a change in the position of a target existing on the roadside detected by the on-vehicle sensor while the vehicle is traveling. .

According to this aspect, the amount of axis deviation in the yaw direction of the vehicle-mounted sensor can be obtained.

In order to solve the above problems, an aspect of the present invention provides a vehicle (1 , 101), when the vehicle speed is greater than a first threshold, the amount of axis deviation of the optical axis in the yaw direction and the optical axis The amount of axis deviation in the pitch direction is obtained, and when the amount of axis deviation in the yaw direction or the amount of axis deviation in the pitch direction is larger than the corresponding threshold, it is determined that there is an axis deviation, and the vehicle speed is When the amount of axis deviation in the yaw direction is equal to or less than the first threshold value and larger than a second threshold value which is smaller than the first threshold value, the amount of axis deviation in the yaw direction is obtained, and the amount of axis deviation in the yaw direction of the optical axis is less than the corresponding threshold value. When the vehicle speed is greater than the second threshold value, it is determined that there is an axis deviation, and when the vehicle speed is less than or equal to the second threshold value, the presence or absence of an axis deviation is not determined.

According to this aspect, in a high-speed region where the vehicle speed is higher than the first threshold value, it is determined that there is an axis deviation when the amount of axis deviation in either the yaw direction or the pitch direction is larger than the corresponding threshold value. Further, in a medium speed region where the vehicle speed is higher than the second threshold value and lower than or equal to the first threshold value, it is determined that there is an axis deviation when the amount of axis deviation in the yaw direction is larger than the corresponding threshold value. In this way, the presence or absence of axis deviation is determined based on the amount of axis deviation of the optical axis in the direction that makes vehicle driving control difficult. Judgment becomes possible.

In the above aspect, preferably, when the vehicle speed is higher than the first threshold, the axis deviation determination device determines the amount of axis deviation in the yaw direction, the amount of axis deviation in the pitch direction, and the roll of the optical axis. When any one of the axial deviation amount of the optical axis in the yaw direction, the axial deviation amount in the pitch direction, and the axial deviation amount in the roll direction is larger than the corresponding threshold value. There is an axis misalignment.

According to this aspect, in a high-speed region where the vehicle speed is higher than the first threshold value, if the amount of axis displacement in any of the yaw, pitch, and roll directions is larger than the corresponding threshold, it is determined that there is an axis deviation. It will be judged. Therefore, in a high-speed region where position detection accuracy is required, the presence or absence of axis deviation of the vehicle-mounted sensor can be appropriately determined.

In the above aspect, preferably, the axis deviation determining device determines the amount of axis deviation in the yaw direction based on a change in the position of a target existing on the roadside detected by the on-vehicle sensor while the vehicle is running. get.

According to this aspect, the amount of axis deviation in the yaw direction of the vehicle-mounted sensor can be obtained.

According to the above configuration, it is possible to provide a vehicle and an axis deviation determination device that can appropriately determine the presence or absence of axis deviation of an on-vehicle sensor to limit vehicle control.

Functional configuration diagram of the vehicle according to the first embodiment Explanatory diagram to explain the scanning range of millimeter wave radar Explanatory diagram for explaining axis misalignment in the yaw direction (Z-axis direction, vertical axis direction) (A) An explanatory diagram showing the positional relationship between a target located on the roadside and the vehicle when the amount of axis deviation in the yaw direction is sufficiently small, and (B) An illustration of the position of the target acquired by the on-vehicle sensor in that case. Explanatory diagram showing changes (history) (A) An explanatory diagram showing the positional relationship between a target located on the roadside and the vehicle when the amount of axis deviation in the yaw direction is large, and (B) Changes in the position of the target acquired by the on-vehicle sensor in that case Explanatory diagram showing (history) Explanatory diagram for explaining (A) axis misalignment in the roll direction (X-axis direction) and (B) axis misalignment in the pitch direction (Y-axis direction) Flowchart of axis deviation determination processing according to the first embodiment Flowchart of axis deviation determination processing according to the second embodiment Explanatory diagram for explaining the detection range of an object when the optical axis rotates in the pitch direction and the detection range shifts (A) upward and (B) shifts downward.

DESCRIPTION OF EMBODIMENTS Hereinafter, embodiments of a vehicle according to the present invention will be described with reference to the drawings. In the following, for convenience of explanation, the center of the vehicle body is defined as the origin, the longitudinal (vehicle length) direction is defined as the X axis, the horizontal (vehicle width) direction is defined as the Y axis, and the vertical direction is defined as the Z axis. Furthermore, the X-axis or Y-axis direction will be appropriately described as a horizontal axis direction, and the Z-axis direction will be appropriately described as a vertical axis direction.

The direction of rotation about the X-axis corresponds to the roll direction, the direction of rotation about the Y-axis corresponds to the pitch direction, and the direction of rotation about the Z-axis corresponds to the yaw direction. corresponds to the pitch axis, and the Z axis corresponds to the yaw axis.

<<First embodiment>>
As shown in FIG. 1, the vehicle 1 according to the first embodiment includes a propulsion device 3, a brake device 4, a steering device 5, an external sensor 6, a vehicle sensor 7, a navigation device 8, a driving operator 9, and a control device 10. The vehicle control system 14 includes: Each component of the vehicle control system 14 is connected to each other so that signals can be transmitted by communication means such as a CAN (Controller Area Network).

The propulsion device 3 is a device that provides driving force to the vehicle 1, and includes, for example, a power source and a transmission. The power source includes at least one of an internal combustion engine such as a gasoline engine or a diesel engine, and an electric motor. In this embodiment, the propulsion device 3 includes an automatic transmission and a shift actuator that changes the shift position of the automatic transmission. The brake device 4 is a device that applies braking force to the vehicle 1, and includes, for example, a brake caliper that presses a pad against a brake rotor and an electric cylinder that supplies hydraulic pressure to the brake caliper. The brake device 4 may include an electric parking brake device that restricts wheel rotation using a wire cable. The steering device 5 is a device for changing the steering angle of the wheels, and includes, for example, a rack and pinion mechanism that steers the wheels and an electric motor that drives the rack and pinion mechanism. The propulsion device 3, the brake device 4, and the steering device 5 are controlled by a control device 10.

The external world sensor 6 is a device (external world acquisition device) that captures electromagnetic waves, sound waves, etc. from the surroundings of the vehicle 1, detects objects outside the vehicle, and obtains information about the surroundings of the vehicle 1. The external sensor 6 includes an external camera 16 and a lidar 17 (vehicle-mounted sensor).

The vehicle exterior camera 16 is, for example, a digital camera using a solid-state image sensor such as a CCD or CMOS, and the vehicle exterior camera 16 is mounted on the vehicle 1 (more specifically, , rearview mirror), and images the front of the vehicle 1 (in the X-axis direction).

As shown in FIG. 2, the lidar 17 scans the surroundings of the vehicle 1 by transmitting electromagnetic waves (transmitted waves) toward the outside of the vehicle with the optical axis A as the center, while receiving reflected waves from surrounding objects. )do. Thereby, the lidar 17 acquires ranging data and detects the position of objects around the vehicle 1. The distance measurement data includes the direction in which the object exists as seen from the lidar 17, and the distance between the lidar 17 and the object. The electromagnetic waves transmitted from the lidar 17 may be of any wavelength, such as ultraviolet rays, visible rays, or near-infrared rays.

The rider 17 is attached to a predetermined position at the front of the vehicle 1. When mounted on the vehicle 1 (at the time of shipment from the factory), the optical axis A of the lidar 17 is set to the front, and its scanning range is centered around the optical axis A and around the Z axis (yaw axis). It is set within a predetermined angle θ _z and within a predetermined angle θ _y around the Y axis (pitch axis).

Vehicle sensor 7 includes a vehicle speed sensor 18 that detects the speed of vehicle 1. In addition to the vehicle speed sensor 18, the vehicle sensor 7 includes an acceleration sensor that detects the acceleration of the vehicle 1, a yaw rate sensor that detects the angular velocity around the vertical axis (Z axis) of the vehicle 1, a direction sensor that detects the direction of the vehicle 1, etc. It's okay to stay.

The navigation device 8 is a device that obtains the current position of the vehicle 1 and provides route guidance to a destination, and includes a GPS receiving section 20 and a map storage section 21 . The GPS receiving unit 20 identifies the position (latitude and longitude) of the vehicle 1 based on signals received from artificial satellites (positioning satellites). The map storage unit 21 is constituted by a known storage device such as a flash memory or a hard disk, and stores map information.

The driving operator 9 is provided in the vehicle interior and receives input operations performed by the user to control the vehicle 1. The driving operators 9 include a steering wheel 22, an accelerator pedal 23, a brake pedal 24 (braking operator), and a shift lever 25.

The control device 10 is an electronic control unit (ECU) including a CPU, a nonvolatile memory (ROM), a volatile memory (RAM), and the like. The control device 10 executes various vehicle controls by using a CPU to execute arithmetic processing according to a program. The control device 10 may be configured as a single piece of hardware, or may be configured as a unit consisting of a plurality of pieces of hardware. Further, at least a portion of each functional unit of the control device 10 may be realized by hardware such as an LSI, an ASIC, or an FPGA, or may be realized by a combination of software and hardware.

The control device 10 controls the propulsion device 3, the brake device 4, Controls the steering device 5. For example, the control device 10 can control the vehicle 1 by performing support processing for assisting the driver in driving while avoiding objects around the vehicle 1, and autonomous driving processing for causing the vehicle 1 to travel autonomously. .

In order to control the vehicle 1 as described above, the control device 10 includes an external world recognition section 41, a vehicle position identification section 42, an action planning section 43, and a travel control section 44.

The external world recognition unit 41 controls the external world sensor 6 as appropriate and acquires a detection result from the external world sensor 6. The external world recognition unit 41 recognizes targets, such as pedestrians and the vehicle 1, existing around the vehicle 1 based on the detection results of the external world sensor 6. The external world recognition unit 41 acquires the position of the target with respect to the vehicle 1 based on the ranging data acquired by the lidar 17. In addition, the external world recognition unit 41 acquires the size of the target based on the detection results of the external world sensor 6, including images acquired by the vehicle exterior camera 16, distance measurement data acquired by the lidar 17, etc., and uses machine learning etc. The type of target (for example, whether the target is a pylon or a street light) is determined from the detection result of the external sensor 6 using a known method.

The own vehicle position specifying section 42 detects the position of the vehicle 1 itself based on a signal from the GPS receiving section 20 of the navigation device 8 . Further, in addition to the signal from the GPS receiving unit 20, the own vehicle position specifying unit 42 may acquire the vehicle speed and yaw rate from the vehicle sensor 7, and may specify the position and attitude of the vehicle 1 itself using so-called inertial navigation. .

The travel control unit 44 controls the propulsion device 3, the brake device 4, and the steering device 5 to cause the vehicle 1 to travel according to a travel control instruction from the action planning unit 43. More specifically, when the travel control unit 44 is instructed by the action planning unit 43 to determine the trajectory on which the vehicle 1 should travel, the travel control unit 44 determines the target object located around the vehicle 1 acquired by the external world recognition unit 41. Based on the position and size, the propulsion device 3, brake device 4, and steering device 5 are controlled to avoid them, and the vehicle 1 is made to travel along the trajectory as much as possible.

The action planning unit 43 performs follow-up processing to follow the vehicle 1 traveling in front, and evacuation processing to safely stop the vehicle 1 when the driver cannot take over the driving operation when switching from automatic driving to manual driving. (so-called minimum risk maneuver (MRM) processing). The action planning unit 43 calculates a trajectory that the vehicle 1 should travel in each process, and outputs an instruction to the travel control unit 44 to cause the vehicle 1 to travel along the trajectory.

However, after the vehicle 1 starts running, the action planning unit 43 appropriately informs the external world recognition unit 41 of the axis deviation of the rider 17, except when processing such as follow-up processing or evacuation processing is being performed. Instruct judgment processing. In the axis deviation determination process, the external world recognition unit 41 acquires the amount of axis deviation of the rider 17, and when the action planning unit 43 determines that there is an axis deviation that should limit executable processing, it transmits a restriction signal to the action planning unit 43. Output to.

When the restriction signal is input, the action planning unit 43 restricts executable processing. For example, when a restriction signal is input, the action planning unit 43 prohibits the execution of the follow-up process, but allows the execution of the evacuation process. On the other hand, when the restriction signal is not input, the action planning unit 43 enables execution of the follow-up process and the evacuation process.

The external world recognition unit 41 includes a vertical axis deviation amount acquisition unit 50, a horizontal axis deviation amount acquisition unit 51, and an axis deviation determination unit 52 as functional units for performing axis deviation determination processing.

The vertical axis deviation amount acquisition unit 50 executes the vertical axis deviation amount detection process to obtain the amount of axis deviation of the optical axis A of the lidar 17 around the vertical axis, that is, the amount of axis deviation of the optical axis A of the lidar 17 in the yaw direction. Detect.

The amount of axis deviation in the yaw direction means the rotation angle (axis deviation angle) of the optical axis A in the yaw direction (rotation direction around the vertical axis, that is, the Z axis) with respect to when the optical axis A is mounted on the vehicle (at the time of shipment from the factory). . FIG. 3 shows the scanning range when the amount of axis deviation in the yaw direction is _δZ . As shown in FIG. 3, due to the axis shift in the yaw direction, the scanning range is generally shifted in the horizontal direction with respect to the vehicle body.

The vertical axis deviation amount acquisition unit 50 executes vertical axis deviation amount detection processing when the vehicle 1 is traveling. In the vertical axis deviation amount detection process, the vertical axis deviation amount acquisition unit 50 detects a target existing on the roadside detected by the rider 17, and calculates the amount of axis deviation in the yaw direction based on a change in the position of the target. Obtain (evaluate).

In this embodiment, the vertical axis deviation amount acquisition unit 50 executes the vertical axis deviation amount detection process when the vehicle 1 is traveling straight, as shown in FIGS. 4(A) and 5(A). In the vertical axis deviation amount detection process, the vertical axis deviation amount acquisition unit 50 first acquires a fixed target P existing on the roadside based on the image of the camera 16 outside the vehicle. The vertical axis deviation amount acquisition unit 50 acquires a target P that is located on the roadside and is fixed, for example, by extracting a pylon, a street light, etc. located on the roadside from an image acquired by the camera 16 outside the vehicle. It's good to do that. However, the present invention is not limited to this embodiment. For example, the vertical axis deviation amount acquisition unit 50 may extract an object that exists on the roadside and whose moving speed is equal to the vehicle speed based on the distance measurement data of the lidar 17. A fixed target P that exists on the roadside may be obtained by using the following method.

Thereafter, the vertical axis deviation amount acquisition unit 50 detects the position of the target P with respect to the vehicle 1 based on the ranging data acquired by the lidar 17. In this embodiment, the vertical axis deviation amount acquisition unit 50 determines the position of the target P with respect to the vehicle 1 by x and the vehicle width in the longitudinal direction of the vehicle, as shown in FIGS. 4(A) and 5(A). Let the position in the direction be y, and obtain the position (x, y). The vertical axis deviation amount acquisition unit 50 detects the position of the target P with respect to the vehicle 1 over a predetermined period of time, and acquires the position history (x(t), y(t)) (where t is time). (See white circles in FIG. 4(B) and FIG. 5(B)).

When the vehicle 1 is traveling straight on a straight road, as shown in FIG. , when the axis deviation of the rider 17 in the yaw direction is zero, as shown in FIG. The distance (Δ _A ) in the vehicle width direction with respect to the direction does not generally change.

As shown in FIG. 5(A), when the axis deviation of the rider 17 in the yaw direction is a predetermined amount, the distance (Δ _B ) in the vehicle width direction with respect to the straight-ahead direction of the target P existing on the roadside, that is, the target The position y of P in the vehicle width direction changes. The vertical axis deviation amount acquisition unit 50 detects a change in the position of a target object P existing on the roadside, and obtains an axis deviation amount in the yaw direction based on the change.

In this embodiment, the vertical axis deviation amount acquisition unit 50 approximates the position history (x(t), y(t)) of the target P by a straight line (see the two-dot chain line in FIG. 5). After that, the vertical axis deviation amount acquisition unit 50 calculates the slope (θ, see FIG. 5B) of the straight line obtained by the approximation with respect to the x-axis, and acquires the slope as the axis deviation amount in the yaw direction. However, the method by which the vertical axis deviation amount obtaining unit 50 obtains the axis deviation amount in the yaw direction is not limited to this method.

The horizontal axis deviation amount acquisition unit 51 acquires the axis deviation amount of the optical axis A of the lidar 17 around the horizontal axis, that is, the axis deviation amount in the roll direction and the pitch direction, by executing the horizontal axis deviation amount detection process. do.

The amount of axis deviation in the roll direction means the rotation angle (axis deviation angle) of the optical axis A in the roll direction (rotation direction around the roll axis, that is, the X-axis) with respect to the time when the optical axis A is mounted on the vehicle (at the time of shipment from the factory). FIG. 6(A) shows the scanning range when the amount of axis deviation in the roll direction is δ _x . As shown in FIG. 6(A), due to the axis shift in the roll direction, the scanning range becomes a range rotated around the front-rear direction.

The axis deviation amount in the pitch direction means the rotation angle (axis deviation angle) of the optical axis A in the pitch direction (rotation direction around the pitch axis, that is, the Y axis) with respect to the time when the optical axis A is mounted on the vehicle (at the time of shipment from the factory). FIG. 6(B) shows the scanning range when the amount of axis deviation in the pitch direction is _δy . As shown in FIG. 6(B), due to the axis shift in the pitch direction, the scanning range becomes a range shifted in the vertical direction.

In this embodiment, the horizontal axis deviation amount acquisition unit 51 collates and compares the image acquired by the camera 16 outside the vehicle and the distance measurement data obtained by the lidar 17, thereby determining the amount of axis deviation in the roll direction. The amount of axis deviation in the pitch direction is obtained. However, the method by which the horizontal axis deviation amount acquisition unit 51 acquires the axis deviation amount in the roll direction and the axis deviation amount in the pitch direction is not limited to this.

More specifically, for example, the horizontal axis deviation amount acquisition unit 51 acquires the position and inclination of the upper edge of the vehicle in front in the image acquired by the camera 16 outside the vehicle, and the distance measured by the rider 17. Check and compare the position of the upper edge of the vehicle and its inclination. After that, the horizontal axis deviation amount acquisition unit 51 acquires the inclination (inclination angle) of the upper edge of the vehicle in front, which is recognized from the distance measurement data based on the image of the external camera 16, and determines the roll direction of the rider 17. It is preferable to obtain the amount of axis deviation of the rider 17 in the pitch direction by obtaining the amount of axis deviation of the rider 17 and the difference between the positions of the two in the vertical direction.

Similar to the vertical axis deviation amount acquisition unit 50, the horizontal axis deviation amount acquisition unit 51 calculates the axis deviation amount in the pitch direction based on the change in the position of a target object (for example, a road sign, etc.) located above the straight road. You may obtain it.

The axis deviation determination unit 52 executes an axis deviation determination process, obtains the amount of axis deviation of the rider 17, and generates a restriction signal indicating that there is an axis deviation to the extent that the action planning unit 43 should limit executable processing. It is output to the action planning section 43. The details of the axis deviation determination process will be described below with reference to FIG. 7.

In the first step ST1 of the axis deviation determination process, the axis deviation determination unit 52 acquires the vehicle speed from the vehicle speed sensor 18, and determines whether the vehicle speed is greater than a low speed threshold (second threshold). In this embodiment, the low speed threshold is set to 18 km/h (18 kph). If the vehicle speed is greater than the low-speed threshold, the axis deviation determining unit 52 executes step ST2, and if the vehicle speed is less than or equal to the low-speed threshold, it ends the axis deviation determination process.

In step ST2, the axis deviation determination unit 52 instructs the vertical axis deviation amount acquisition unit 50 to execute a vertical axis deviation amount detection process, and acquires the axis deviation amount in the yaw direction from the vertical axis deviation amount acquisition unit 50. When the acquisition of the amount of axis deviation in the yaw direction is completed, the axis deviation determination unit 52 executes step ST3.

In step ST3, when the amount of axis deviation in the yaw direction is larger than a predetermined threshold (hereinafter referred to as yaw axis deviation amount threshold), the axis deviation determination unit 52 executes step ST4, and the axis deviation amount in the yaw direction is determined to be When the deviation amount is less than the threshold value, step ST5 is executed.

In step ST4, the axis deviation determining unit 52 outputs to the action planning unit 43 a restriction signal indicating that there is an axis deviation to the extent that executable processing needs to be restricted. When the output is completed, the axis deviation determination process is completed.

In step ST5, the axis deviation determination unit 52 determines whether the vehicle speed acquired in step ST1 is greater than a high-speed threshold (first threshold). In this embodiment, the high speed threshold is set to 60 km/h (60 kph). The axis deviation determination unit 52 executes step ST6 when the vehicle speed is higher than the high speed threshold, and ends the axis deviation determination process when the vehicle speed is less than or equal to the high speed threshold.

In step ST6, the axis deviation determination unit 52 instructs the horizontal axis deviation amount acquisition unit 51 to execute a horizontal axis deviation amount detection process, and the horizontal axis deviation amount acquisition unit 51 detects the amount of axis deviation in the roll direction and the pitch direction. Get each. When the acquisition of the amount of axis deviation in the roll direction and the pitch direction is completed, the axis deviation determination unit 52 executes step ST7.

The axis deviation determining unit 52 determines whether the amount of axis deviation in the roll direction is larger than a predetermined threshold (hereinafter referred to as a roll axis deviation amount threshold) or the amount of axis deviation in the pitch direction is greater than a predetermined threshold (hereinafter referred to as a pitch axis deviation amount). (threshold). The axis deviation determining unit 52 executes step ST4 when the amount of axis deviation in the roll direction is larger than the roll axis deviation amount threshold, or when the amount of axis deviation in the pitch direction is larger than the pitch axis deviation amount threshold, and otherwise When (that is, when the amount of axis deviation in the roll direction is less than or equal to the roll axis deviation amount threshold and the amount of axis deviation in the pitch direction is less than or equal to the pitch axis deviation amount threshold), the axis deviation determination process is ended.

Next, the operation and effects of the vehicle 1 configured as described above will be explained. When the vehicle 1 starts traveling or while the vehicle 1 is traveling, the action planning section 43 outputs an instruction to the external world recognition section 41 to start the axis deviation determination process of the rider 17 . Upon receiving the output, the axis deviation determination unit 52 of the external world recognition unit 41 executes an axis deviation determination process, and outputs a restriction signal to the action planning unit 43 if it is determined that there is an axis deviation. In other words, the control device 10 includes an axis deviation determination section 52, a vertical axis deviation amount acquisition section 50, and a horizontal axis deviation amount acquisition section 51, and is an axis deviation determination device that determines the axis deviation of the rider 17 (vehicle-mounted sensor). It also functions as a controller and controls the vehicle itself based on the determination results.

In a low speed region where the vehicle speed is below the low speed threshold, the control processing of the vehicle 1 is not easily affected by the amount of axis deviation in each direction. As shown in FIG. 7, when the vehicle speed is below the low-speed threshold (NO in ST1), the amount of axis deviation is not evaluated in any of the yaw, roll, and pitch directions. Limit signal is not output. Therefore, the control processing of the vehicle 1 is not limited in the low speed range where the control processing of the vehicle 1 is not easily affected by the amount of axis deviation in each direction, and the convenience of the vehicle 1 is improved.

When the control device 10 performs driving support for the vehicle 1 and driving control of the vehicle 1 such as autonomous driving, the position and size of objects located around the vehicle 1 are detected with high accuracy, and the objects are detected. It is necessary to drive the vehicle 1 to avoid this. The inventors of the present application have diligently conducted research and development to ensure accuracy in detecting the horizontal position of objects located around the vehicle 1, since objects located around the vehicle 1 mainly move parallel to the road surface. It has been found that this is particularly important for safe driving control of the vehicle 1.

As shown in FIG. 3, the axis deviation in the yaw direction reduces the accuracy of detecting the horizontal position of objects located around the vehicle 1, making it difficult to properly control the vehicle. On the other hand, as shown in FIGS. 6(A) and 6(B), axis misalignment in the roll direction or pitch direction does not easily reduce the accuracy of detecting the horizontal position of objects located around the vehicle 1. Hard to affect control.

As shown in FIG. 7, in the medium speed region where the vehicle speed is higher than the low speed threshold (Yes in ST1) and below the high speed threshold (No in ST5), the amount of axis deviation in the roll direction and pitch direction is evaluated. When the amount of axis deviation in the yaw direction is larger than the yaw axis deviation amount threshold (Yes in ST3), a restriction signal is output. In this way, when the vehicle speed is in the medium speed range, it is determined whether a restriction signal should be output based on the amount of axis deviation in the yaw direction that affects vehicle control, so vehicle control can be appropriately restricted. . Further, since it is not necessary to obtain the amount of axis deviation in the roll direction and the pitch direction, which are unlikely to affect vehicle control, the axis deviation determination process is simplified.

In a high-speed region where the vehicle speed is higher than the high-speed threshold, even if the amount of axis deviation in the yaw direction is sufficiently small, if the amount of axis deviation in either the roll direction or the pitch direction becomes larger than the corresponding threshold, the vehicle 1 Strict control of position becomes difficult,

Therefore, as shown in FIG. 7, in a high-speed region where the vehicle speed is higher than the high-speed threshold (Yes in ST5), the amount of axis deviation in the yaw direction, roll direction, or pitch direction is greater than the corresponding axis deviation amount threshold. When it is large (Yes in ST3 or Yes in ST7), a limit signal is output. In this way, when the vehicle speed is in a high speed region, vehicle control is not restricted when the amount of axis deviation in all directions, yaw direction, roll direction, and pitch direction, is less than the corresponding axis deviation amount threshold, and the yaw When the amount of axis deviation in any one of the direction, roll direction, and pitch direction becomes larger than the corresponding axis deviation amount threshold, execution of processing related to vehicle control by the action planning unit 43 is restricted. Therefore, in a high-speed region where the vehicle speed is higher than the high-speed threshold, the amount of axis deviation in all axis directions is large and vehicle control is restricted when the detection accuracy of objects located around the vehicle 1 cannot be ensured. safety is enhanced.

<<Second embodiment>>
As shown in FIG. 8, the vehicle 101 according to the second embodiment performs step ST16 instead of step ST6 and step ST17 instead of step ST7 in the axis deviation determination process, compared to the vehicle 1 according to the first embodiment. The difference is that it executes Since the other configurations are the same as those in the first embodiment, explanations of the other configurations will be omitted.

The axis deviation determination unit 52 of the vehicle 101 according to the second embodiment instructs the horizontal axis deviation amount acquisition unit 51 to acquire the axis deviation amount in the pitch direction in step ST16 of the axis deviation determination process. When the horizontal axis deviation amount acquisition unit 51 acquires the axis deviation amount in the pitch direction, the axis deviation determination unit 52 executes step ST17.

In step ST17, the axis deviation determining unit 52 determines whether the axis deviation amount in the pitch direction is larger than the pitch axis deviation amount threshold, and when the axis deviation amount in the pitch direction is larger than the pitch axis deviation amount threshold, the axis deviation determination unit 52 executes step ST4. is executed, and when the amount of axis deviation in the pitch direction is equal to or less than the pitch axis deviation amount threshold, the axis deviation determination unit 52 ends the axis deviation determination process.

Next, the operation and effects of the vehicle 101 configured as described above will be explained. In the present embodiment, in the low speed region, as in the first embodiment, the amount of axis deviation is not evaluated in any of the yaw, roll, and pitch directions, and no restriction signal is output. Also in the medium speed range, similarly to the first embodiment, a restriction signal is output when the amount of axis deviation in the yaw direction is larger than the yaw axis deviation amount threshold.

In the high-speed region, unlike the first embodiment, the amount of axis deviation in the yaw direction or the pitch direction is larger than the corresponding axis deviation threshold, that is, the amount of axis deviation in the yaw direction is larger than the yaw axis deviation amount threshold (Yes in ST3). ), or when the axis deviation amount in the pitch direction is larger than the pitch axis deviation amount threshold (Yes in ST17), the axis deviation determination unit 52 outputs a restriction signal (ST4).

The inventors of the present application discovered that in a high-speed region, even if the amount of axis deviation in the yaw direction is sufficiently small, when the amount of axis deviation in the pitch direction becomes larger than the pitch axis deviation amount threshold, the vehicle 101 It has been found that problems can arise in detecting objects in front of the vehicle, making it difficult to control the vehicle.

FIGS. 9A and 9B each show an example in which a problem occurs in detecting an object in front of the vehicle 101 when the optical axis A is deviated in the pitch direction. In FIGS. 9A and 9B, the optical axis A and the boundary of the detection range when no axis deviation occurs (that is, when mounted on a vehicle) are shown by two-dot chain lines. Further, the optical axis A and the boundary of the detection range when the optical axis A is shifted in the pitch direction are shown as solid lines, and the detection range is shown as a colored area with dots.

As shown in Fig. 9(A), when the optical axis A rotates in the pitch direction and the detection range shifts upward compared to when it is mounted on the vehicle, when there is no axis shift near the mountain, the detection range (second It is conceivable that an object located within the detection range (see the dotted chain line) and which should be detectable (the vehicle in front in FIG. 9A) falls outside the detection range (see the colored area) due to axis deviation. On the other hand, as shown in Fig. 9(B), when the optical axis A rotates in the pitch direction and the detection range shifts downward compared to when it is mounted on the vehicle, it is detected near the valley when there is no axis shift. It is conceivable that an object that is located within the range (see the two-dot chain line) and should be detectable (the vehicle in front in FIG. 9B) is outside the detection range (see the colored area). As can be understood from these, the axis deviation in the pitch direction may affect the detection of objects in front of the vehicle. As the speed of the vehicle 101 increases, objects in front of the vehicle 101 need to be detected more reliably, so it is required that the axis deviation in the pitch direction be sufficiently small, especially in the high speed range.

In this embodiment, when the vehicle speed is in a high speed region, vehicle control is not restricted when the amount of axis deviation in all directions, yaw direction and pitch direction, is equal to or less than the corresponding axis deviation amount threshold; Alternatively, when the axis deviation amount in the pitch direction becomes larger than the corresponding axis deviation amount threshold, execution of the process related to vehicle control by the action planning unit 43 is restricted. Therefore, in a high-speed region where the vehicle speed is higher than the high-speed threshold, the amount of axis deviation in the yaw direction and the pitch direction is large, and vehicle control is restricted such that sufficient detection accuracy of the position of objects around the vehicle 101 cannot be ensured. The safety of vehicle 101 is enhanced. Furthermore, compared to the first embodiment, since it is not necessary to detect the amount of axis deviation in the roll direction, the axis deviation determination process is simplified.

Although the description of the specific embodiments has been completed above, the present invention is not limited to the above-mentioned embodiments and can be widely modified and implemented.

In the embodiments described above, an example has been described in which the vehicle control of the vehicle 1, 101 is limited based on the presence or absence of axis deviation of the rider 17, but the present invention is not limited to this aspect. The vehicle 1, 101 determines the axis deviation based on the amount of axis deviation of an on-vehicle sensor that detects the position of objects around the vehicle 1, 101 with a predetermined optical axis as a reference, and limits vehicle control. The on-vehicle sensor is not limited to the lidar 17. The on-vehicle sensor may be, for example, an external camera, a millimeter wave radar, a sonar, or the like.

In the embodiment described above, the control device 10 includes an axis deviation determination section 52, a vertical axis deviation amount acquisition section 50, and a horizontal axis deviation amount acquisition section 51, and includes an axis deviation determination section for determining an axis deviation of the rider 17 (vehicle-mounted sensor). Although it functions as a device and also controls the running of the vehicle 1, it is not limited to this mode. For example, the axis deviation determination device including the axis deviation determination unit 52, the vertical axis deviation amount acquisition unit 50, and the horizontal axis deviation amount acquisition unit 51 is configured to be separate from the device that controls the traveling of the vehicle 1. may have been done.

In the second embodiment, the axis misalignment determination is not performed based on the amount of axis misalignment in the roll direction, but for example, the axis misalignment determination unit 52 uses If the amount of axis deviation in the yaw direction, pitch direction, or roll direction is larger than the corresponding threshold value, it is determined that there is an axis deviation, and the vehicle speed is greater than the high-speed side threshold value, and the auxiliary The configuration may be configured such that when the amount of axis deviation in the yaw direction or the pitch direction is larger than the corresponding threshold value, it is determined that there is an axis deviation.

In the above embodiment, the amount of misalignment in each axis direction is determined based on the time when the vehicle is installed (at the time of factory shipment), but it is not limited to this aspect. For example, the amount of misalignment in each axis direction is determined based on the design It may be determined based on the direction of the optical axis A of the rider 17 (vehicle-mounted sensor) at the time.

1: Vehicle 10 according to the first embodiment: Control device 17: Lidar (vehicle sensor)
18: Vehicle speed sensor 101: Vehicle A according to the second embodiment: Optical axis

Claims (7)

A vehicle equipped with a vehicle speed sensor that detects vehicle speed and an on-vehicle sensor that detects the position of an object with reference to a predetermined optical axis,
A control device that determines whether or not there is an axis deviation of the optical axis based on the amount of axis deviation of the optical axis when the optical axis is mounted on the vehicle and the vehicle speed, and controls the running of the vehicle based on the determination result,
The control device includes:
When the vehicle speed is greater than a first threshold value, obtain the amount of axis deviation of the optical axis in the yaw direction and the amount of axis deviation of the optical axis in the pitch direction, and calculate the amount of axis deviation in the yaw direction, or , determining that there is an axis deviation when the amount of axis deviation in the pitch direction is larger than the corresponding threshold value,
When the vehicle speed is less than or equal to the first threshold value and greater than a second threshold value that is smaller than the first threshold value, the amount of axis deviation in the yaw direction is obtained, and the amount of axis deviation in the yaw direction of the optical axis corresponds to the amount of axis deviation in the yaw direction. It is determined that there is an axis misalignment when it is larger than the threshold,
A vehicle in which the presence or absence of axis deviation is not determined when the vehicle speed is less than or equal to the second threshold value. When the vehicle speed is higher than the first threshold, the control device acquires the amount of axis deviation in the yaw direction, the amount of axis deviation in the pitch direction, and the amount of axis deviation of the optical axis in the roll direction, and Claim 1: It is determined that there is an axis deviation when any one of the axial deviation amount in the yaw direction, the pitch direction axis deviation amount, and the roll direction axis deviation amount of the optical axis is each larger than a corresponding threshold value. Vehicles listed in. The control device is capable of executing a plurality of processes for providing driving support for the vehicle or for causing the vehicle to travel autonomously, and restricts the executable processes when determining that there is an axis misalignment. The vehicle according to claim 1 or claim 2. The control device acquires the amount of axis deviation in the yaw direction based on a change in the position of a target existing on the roadside detected by the on-vehicle sensor while the vehicle is running. Vehicles described in any one of the sections. An axis deviation determination device for the vehicle-mounted sensor mounted on a vehicle, comprising a vehicle speed sensor that acquires vehicle speed and a vehicle-mounted sensor that detects the position of an object with reference to a predetermined optical axis,
When the vehicle speed is greater than a first threshold value, obtain the amount of axis deviation of the optical axis in the yaw direction and the amount of axis deviation of the optical axis in the pitch direction, and calculate the amount of axis deviation in the yaw direction, or , determining that there is an axis deviation when the amount of axis deviation in the pitch direction is larger than the corresponding threshold value,
When the vehicle speed is less than or equal to the first threshold value and greater than a second threshold value that is smaller than the first threshold value, the amount of axis deviation in the yaw direction is obtained, and the amount of axis deviation in the yaw direction of the optical axis corresponds to the amount of axis deviation in the yaw direction. It is determined that there is an axis misalignment when it is larger than the threshold,
An axis deviation determination device that does not determine the presence or absence of an axis deviation when the vehicle speed is less than or equal to the second threshold value. When the vehicle speed is higher than the first threshold, the axis deviation determining device obtains the amount of axis deviation in the yaw direction, the amount of axis deviation in the pitch direction, and the amount of axis deviation of the optical axis in the roll direction. , a claim in which it is determined that there is an axial deviation when any one of the axial deviation amount of the optical axis in the yaw direction, the axial deviation amount in the pitch direction, and the axial deviation amount in the roll direction is each larger than a corresponding threshold value. The axis misalignment determination device according to item 5. The axis deviation determination device obtains the axis deviation amount in the yaw direction based on a change in the position of a target existing on the roadside detected by the on-vehicle sensor while the vehicle is running. 6. The axis deviation determination device according to 6.

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