DE4133882A1 - Automatic vehicle guidance system - allows vehicle to accurately follow path taken by lead vehicle - Google Patents

Automatic vehicle guidance system - allows vehicle to accurately follow path taken by lead vehicle

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Publication number
DE4133882A1
DE4133882A1 DE4133882A DE4133882A DE4133882A1 DE 4133882 A1 DE4133882 A1 DE 4133882A1 DE 4133882 A DE4133882 A DE 4133882A DE 4133882 A DE4133882 A DE 4133882A DE 4133882 A1 DE4133882 A1 DE 4133882A1
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DE
Germany
Prior art keywords
vehicle
angle
steering angle
guidance system
lead
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.)
Withdrawn
Application number
DE4133882A
Other languages
German (de)
Inventor
Heiner Dipl Ing Gefken
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Volkswagen AG
Original Assignee
Volkswagen AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Volkswagen AG filed Critical Volkswagen AG
Priority to DE4133882A priority Critical patent/DE4133882A1/en
Publication of DE4133882A1 publication Critical patent/DE4133882A1/en
Withdrawn legal-status Critical Current

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Classifications

    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
    • G05D1/00—Control of position, course or altitude of land, water, air, or space vehicles, e.g. automatic pilot
    • G05D1/02—Control of position or course in two dimensions
    • G05D1/021—Control of position or course in two dimensions specially adapted to land vehicles
    • G05D1/0287—Control of position or course in two dimensions specially adapted to land vehicles involving a plurality of land vehicles, e.g. fleet or convoy travelling
    • G05D1/0291—Fleet control
    • G05D1/0293—Convoy travelling
    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
    • G05D1/00—Control of position, course or altitude of land, water, air, or space vehicles, e.g. automatic pilot
    • G05D1/02—Control of position or course in two dimensions
    • G05D1/021—Control of position or course in two dimensions specially adapted to land vehicles
    • G05D1/0231—Control of position or course in two dimensions specially adapted to land vehicles using optical position detecting means
    • G05D1/0246—Control of position or course in two dimensions specially adapted to land vehicles using optical position detecting means using a video camera in combination with image processing means

Abstract

The automatic guidance system is used to allow one vehicle to follow the path taken by a guide vehicle. The position of a lead vehicle (1) is continuously monitored by an electronic camera mounted on the following vehicle (1). As the vehicles move around a curve the distance (d) and offset (Delta Y) between the vehicles are determined. The steering angle (delta A) of the following vehicle is determined by the formula, delta A is approx. equal to Delta Y divided by d squared. USE/ADVANTAGE - Safe and accurate guidance of vehicle.

Description

Die Erfindung betrifft ein Verfahren gemäß dem Oberbegriff des Patentanspruchs 1. Oberstes Ziel eines derartigen Verfahrens ist es, dem Fahrer des Fahrzeugs, worunter im Rahmen der Erfindung stets das dem Führungsfahrzeug folgende Fahrzeug verstanden wird, das Fahren zu erleichtern und dadurch die Sicherheit im Verkehr zu erhöhen.The invention relates to a method according to the preamble of Claim 1. The primary aim of such a method is it, the driver of the vehicle, including in the context of the invention the vehicle following the leading vehicle is always understood, to facilitate driving and thereby safety in traffic increase.

Wie aus der DE-PS 29 28 972 hervorgeht, gehören zum Stand der Technik nicht nur beispielsweise mit Radar- oder Lasereinrichtungen ausgerüstete Fahrzeuge, in denen Vorrichtungen vorgesehen sind, die bei Unterschreiten eines kritischen Abstandswerts zu einem voraus­ fahrenden Fahrzeug Stellbefehle für die Antriebsmaschine und/oder die Bremse des Fahrzeugs erzeugen, sondern auch bereits Vorrichtun­ gen, die eine Führung des Fahrzeugs durch das vorausfahrende Füh­ rungsfahrzeug durch Erzeugung entsprechender Steuerbefehle sicher­ stellen. Dabei bezieht sich die Schrift speziell auf den Fall des Kolonnenfahrens, d. h. mit mechanischer Berührung zwischen ent­ sprechenden Einrichtungen an den aufeinanderfolgenden Fahrzeugen.As is apparent from DE-PS 29 28 972 belong to the state of the Technology not only with radar or laser devices, for example equipped vehicles in which devices are provided which when falling below a critical distance value to one in advance moving vehicle control commands for the engine and / or generate the brake of the vehicle, but also device conditions that lead the vehicle through the leading vehicle vehicle by generating appropriate control commands put. The font specifically refers to the case of Column driving, d. H. with mechanical contact between ent speaking devices on the successive vehicles.

Bekannt (DE-PS 33 32 615, JSME International Journal, Vol. 31, 1988, Seite 108 ff.) sind auch optisch unter Verwendung einer Fern­ sehkamera derart geführte Fahrzeuge, daß die fahrzeugfeste Kamera das Bild eines auf dem Boden, d. h. der Fahrbahn, verlegten Füh­ rungsstreifens erfaßt und aus den Bildsignalen Steuersignale für das Fahrzeug gewonnen werden. Nachteilig dabei ist die erforder­ liche Änderung der Infrastruktur.Known (DE-PS 33 32 615, JSME International Journal, Vol. 31, 1988, page 108 ff.) Are also optically using a Fern vision camera guided vehicles that the vehicle-fixed camera  the image of one on the floor, d. H. the roadway, misplaced rungsstreens detected and control signals for the image signals the vehicle can be won. The disadvantage here is the required infrastructure change.

Der Erfindung liegt die Aufgabe zugrunde, ein Verfahren gemäß dem Oberbegriff des Patentanspruchs 1 zu schaffen, das ohne Anforderun­ gen an die Infrastruktur auskommt und dem Fahrer eines Fahrzeug die Möglichkeit bietet, in einem endlichen Abstand einem Führungsfahr­ zeug zu folgen, also ohne "Ankoppeln" an dieses.The invention has for its object a method according to the The preamble of claim 1 to create that without requirements infrastructure and the driver of a vehicle Possibility offers a guide driving at a finite distance stuff to follow, so without "coupling" to it.

Die erfindungsgemäße Lösung dieser Aufgabe besteht in den kenn­ zeichnenden Merkmalen des Hauptanspruchs, vorteilhafte Ausbildungen der Erfindung beschreiben die Unteransprüche.The inventive solution to this problem consists in the drawing features of the main claim, advantageous training the invention describe the subclaims.

Soweit bisher Fahrzeuge mit Einrichtungen zur Ermittlung des Ab­ stands zu einem vorausfahrenden Fahrzeug ausgerüstet wurden, han­ delt es sich um Radar- oder Lasereinrichtungen, die jedoch allen­ falls für eine Abstandsmessung, nicht aber für eine Steuerung des Fahrzeugs auch längs gekrümmter Bahnen oder Spuren die erforder­ liche Genauigkeit besitzen. Das erfindungsgemäße Verfahren verwen­ det demgegenüber eine starr in das Fahrzeug eingebaute elektro­ nische Kamera (Video- oder Fernsehkamera), die signifikante, d. h. bildmäßig leicht auswertbare Heckbereiche das Führungsfahrzeugs zur Gewinnung von Bildsignalen erfaßt, die dann in an sich bekannter Weise zur Gewinnung von Signalen für den jeweils erforderlichen Wert des Lenkwinkels gemäß der im Kennzeichen der Ansprüche 1 und 2 angegebenen Beziehung ausgewertet werden. Die so gewonnenen Signale dienen zur direkten Beeinflussung der Lenkung des Fahrzeugs, ohne daß der Fahrer eingreifen muß. Dazu können sie einem mit einer Lenkwelle des Fahrzeugs verbundenen Schrittmotor zugeführt werden.So far vehicles with facilities for determining the Ab were equipped for a vehicle in front, han it is radar or laser equipment, but all if for a distance measurement, but not for controlling the Vehicle also along curved tracks or tracks that require possess accuracy. Use the method according to the invention on the other hand detects an electro built into the vehicle African camera (video or television camera), the significant, d. H. Easily evaluable rear areas of the leading vehicle Acquisition of image signals recorded, which are then known per se Way of obtaining signals for the respectively required Value of the steering angle according to that in the characterizing part of claims 1 and 2 specified relationship can be evaluated. The signals obtained in this way serve to directly influence the steering of the vehicle without that the driver must intervene. You can do this with one Steering shaft of the vehicle connected stepper motor are supplied.

Die eigentliche Problematik bei der Führung eines Fahrzeugs tritt bei Kurvenfahrt auf, d. h. wenn das Führungsfahrzeug eine Kurve beschreibt und das ihm folgende Fahrzeug ebenfalls längs dieser Kurve fahren soll. Zunächst muß davon ausgegangen werden, daß der Krümmungsradius der Kurvenbahn eine Rolle spielt, der meßtechnisch nicht zu erfassen ist. Das erfindungsgemäße Verfahren eliminiert in eleganter Weise diese Schwierigkeiten, da die Beziehung diesen Krümmungsradius nicht mehr enthält. Dabei wird von der Tatsache ausgegangen, daß der Abstand zwischen den beiden Fahrzeugen erheb­ lich größer als der Radstand des Fahrzeugs ist, und daß dasselbe hinsichtlich der Größe des Abstands in bezug auf die zu erwartenden seitlichen Abweichungen des Führungsfahrzeugs von der Längsachse des ihm folgenden Fahrzeugs gilt. Damit verwendet das erfindungsge­ mäße Verfahren für die Auswertung nur zwei Meßgrößen, nämlich den Abstand zwischen den Fahrzeugen und die seitliche Abweichung des Führungsfahrzeugs von der Längsachse des ihm folgenden Fahrzeugs. Diese seitliche Abweichung ist verständlicherweise bei linearer Fahrstrecke Null, bei Kurvenfahrt dagegen verschieden von Null und explizit nicht bestimmbar.The real problem with driving a vehicle occurs when cornering on, d. H. when the lead vehicle turns describes and the vehicle following him also along this Should take a curve. First of all, it must be assumed that the  Radius of curvature of the cam track plays a role, the metrological cannot be recorded. The method according to the invention is eliminated in elegantly these difficulties because the relationship these Radius of curvature no longer contains. It is from the fact assumed that the distance between the two vehicles increased Lich larger than the wheelbase of the vehicle, and that the same regarding the size of the distance in relation to the expected lateral deviations of the leading vehicle from the longitudinal axis of the vehicle following him applies. So that uses fiction method for the evaluation of only two measured variables, namely the Distance between the vehicles and the lateral deviation of the Leading vehicle from the longitudinal axis of the vehicle following it. This lateral deviation is understandably linear Travel distance zero, when cornering, however, different from zero and cannot be determined explicitly.

Zur Erläuterung der verschiedenen verwendeten Beziehungen ist in Fig. 1 der Fall der stationären Kreisfahrt von zwei Fahrzeugen 1 (Führungsfahrzeug) und 2 auf der Fahrkurve 3 dargestellt. Die Fahrtrichtung ist durch den Pfeil angedeutet. Das Fahrzeug 2 durch­ fährt in dem betrachteten Augenblick aufgrund des entsprechenden Lenkeinschlags seiner Vorderräder 4 und 5 eine Kurve mit dem Krümmungsradius R2, das Führungsfahrzeug 1 eine Kurve mit dem Krümmungsradius R1. Wie unmittelbar ersichtlich, ist der Achsab­ stand 1 des Fahrzeugs 2 relativ klein gegenüber dem in Achsrichtung des Fahrzeugs 2 gemessenen Abstand d zum Führungsfahrzeug 1 (in Wirklichkeit sind die Seitenabweichungen Δy kleiner, so daß sie durch bildmäßiges Erfassen signifikanter Bereiche des Hecks des Führungsfahrzeugs 1 ermittelt werden können).To explain the various relationships used, the case of stationary circular travel of two vehicles 1 (leading vehicle) and 2 on the driving curve 3 is shown in FIG. 1. The direction of travel is indicated by the arrow. At the instant considered, the vehicle 2 is driving through a curve with the radius of curvature R 2 due to the corresponding steering angle of its front wheels 4 and 5 , and the leading vehicle 1 is making a curve with the radius of curvature R 1 . As is immediately seen, the center distance was 1 of the vehicle 2 relative small compared with the measured in the axial direction of the vehicle 2 distance d to the leading vehicle 1 (in reality the side deviations Dy are smaller, so that it determines by imagewise detecting significant areas of the rear end of the leading vehicle 1 can be).

Mit der im Hauptanspruch angegebenen Formel können bei beliebigen Fahrzeugabständen d Lenkwinkelsignale für die Lenkung des Fahr­ zeugs 2 gewonnen werden, so daß sich bei der in Fig. 1 angenommenen Kreisfahrt beider Fahrzeuge 1 und 2 ein Gleichgewichtszustand ein­ stellt, bei dem letztlich die durch Bildauswertung gemessene Quer­ abweichung Δy dem eingestellten Lenkwinkel entspricht und das Fahr­ zeug 2 auf dem gleichen Radius wie das Führungsfahrzeug 1 fährt. Bei konstantem Abstand d ändert sich der erforderliche Lenkwinkel δA proportional zu der jeweiligen Querabweichung Δy. Das bedeutet, daß sich bei größeren Querabweichungen Δy, wie sie durch einen Spurversatz oder durch eine Schrägstellung in kurvenäußerer Richtung auftreten können, ein größerer Lenkwinkel ergibt; damit wird vom Fahrzeug 2 ein kleinerer Radius befahren, so daß sich dieses wieder nach dem Führungsfahrzeug ausrichtet. Störungen werden sowohl bei stationärer Kreisfahrt als auch bei Geradeaus­ fahrt ausgeglichen. Der stationäre Fahrzustand ist erreicht, wenn der Seitenversatz konstant ist.With the formula given in the main claim, steering angle signals for steering the vehicle 2 can be obtained at any vehicle spacing, so that when the circular travel of both vehicles 1 and 2 is assumed in FIG. 1, a state of equilibrium is established, in which ultimately the measured by image evaluation Cross deviation Δy corresponds to the set steering angle and the driving tool 2 drives on the same radius as the leading vehicle 1 . At a constant distance d, the required steering angle δ A changes in proportion to the respective transverse deviation Δy. This means that with larger transverse deviations Δy, as can occur due to a track offset or due to an inclination in the outer direction of the curve, there is a larger steering angle; This means that the vehicle 2 travels a smaller radius so that it aligns again with the leading vehicle. Faults are compensated for both in a stationary circular drive and when driving straight ahead. The stationary driving state is reached when the lateral offset is constant.

Bei diesem Fahrbetrieb kann man sagen, daß das Fahrzeug 2 gleichsam wie ein Anhänger von dem Führungsfahrzeug 1 elektronisch gezogen wird.In this driving can be said that the vehicle 2 is pulled to speak as a follower of the leading vehicle 1 electronically.

Schwierigkeiten können sich dann ergeben, wenn der Abstand d zwischen den Fahrzeugen in bezug auf die Fahrspur so groß ist, daß das Führungsfahrzeug 1 bereits in eins Kurve hineingefahren ist, während das Fahrzeug 2 sich noch auf einem geradlinigen Teil der Spur befindet. Dieser Fall ist in Fig. 2 dargestellt. Das Fahr­ zeug 2 befindet sich noch auf dem linearen Bereich 20 der Fahrspur, während das Führungsfahrzeug 1 bereits unter Erzeugung eines Quer­ abstands Δy auf dem gekrümmten Spurbereich 21 fährt. Geht man davon aus, daß die Kamera starr am Fahrzeug 2 befestigt ist, so haben bei diesem fahrdynamischen Modell zwei Faktoren einen besonderen Ein­ fluß: Der Schwimmwinkel, d. h. der Winkel zwischen der Geschwindig­ keitsrichtung und der Längsachse des Fahrzeugs 2, beeinflußt die Messung der Querabweichung Δy. Ferner erfordert der Schräglaufwin­ kel der Vorderräder des Fahrzeugs 2 eine Korrektur des gemäß der Beziehung im Hauptanspruch berechneten Lenkwinkels δA.Difficulties can arise if the distance d between the vehicles with respect to the lane is so large that the leading vehicle 1 has already entered a curve while the vehicle 2 is still on a straight part of the lane. This case is shown in Fig. 2. The driving tool 2 is still on the linear region 20 of the lane, while the lead vehicle 1 is already driving generating a transverse distance Δy on the curved lane region 21 . Assuming that the camera is rigidly attached to the vehicle 2 , two factors have a particular influence in this dynamic vehicle model: The float angle, ie the angle between the speed direction and the longitudinal axis of the vehicle 2 , influences the measurement of the transverse deviation Δy. Further, the skew angle of the front wheels of the vehicle 2 requires correction of the steering angle δ A calculated according to the relationship in the main claim.

Man könnte nun daran denken, diese beiden Werte exakt zu berechnen. Nachteilig ist aber, daß eine derartige Berechnung genaue Daten des Fahrzeugs und der Reifen erfordern, die demgemäß fahrzeugindividu­ ell sind. One could now think of calculating these two values exactly. It is disadvantageous, however, that such a calculation accurate data of the Vehicle and the tire require, accordingly, individual vehicle are ell.  

Die im Anspruch 2 angegebene Beziehung vermeidet diese Problematik, indem sie davon ausgeht, daß Schwimmwinkel und Schräglaufwinkel der Querbeschleunigung und damit dem Quadrat der Längsgeschwindigkeit des Fahrzeugs 2 proportional sind. Sie werden daher durch einen Korrekturfaktor a·v2 berücksichtigt, worin a eine fahrzeugtypspe­ zifische Konstante ist, die experimentell ermittelt wird.The relationship specified in claim 2 avoids this problem by assuming that the slip angle and slip angle of the lateral acceleration and thus the square of the longitudinal speed of the vehicle 2 are proportional. They are therefore taken into account by a correction factor a · v 2 , where a is a vehicle-specific constant that is determined experimentally.

Wie sich gezeigt hat, ergibt die Vernachlässigung des Kurvenradius bei diesem Korrekturfaktor nur sehr kleine Fehler in der Querab­ weichung, so daß diesbezüglich eine zusätzliche Korrektur nicht erforderlich ist.As has been shown, the curve radius is neglected with this correction factor, only very small errors in the cross softening, so that no additional correction in this regard is required.

Auch in diesem fahrdynamischen Falle dient die Ermittlung des je­ weils erforderlichen Lenkwinkels δA zur Gewinnung von Ansteuersi­ gnalen für die Lenkung des Fahrzeugs 2.In this dynamic driving case, too, the determination of the steering angle δ A required in each case serves to obtain control signals for the steering of the vehicle 2 .

Mit der Erfindung ist demgemäß ein gattungsgemäßes Verfahren ge­ schaffen, das mit hoher Genauigkeit ohne Aufwand seitens der In­ frastruktur oder seitens des Führungsfahrzeugs das Nachführen eines folgenden Fahrzeugs auf einer ggf. auch gekrümmten Spur gestattet.With the invention is accordingly a generic method ge create that with high accuracy without effort on the part of In structure or on the part of the lead vehicle the tracking of a following vehicle on a possibly curved lane.

Claims (3)

1. Verfahren zum selbsttätigen Nachführen eines Fahrzeugs auf der Spur eines vorausfahrenden Fahrzeugs (Führungsfahrzeugs) , dadurch gekennzeichnet, daß mittels einer fahrzeugseitig ange­ ordneten elektronischen Kamera laufend Bildsignale für signifi­ kante Heckbereiche des Führungsfahrzeugs (1) erzeugt, daraus durch elektronische Bildauswertung laufend der in Richtung der Längsachse des Fahrzeugs (2) gemessene Abstand (d) zwischen diesem und dem Führungsfahrzeug (1) sowie der Seitenversatz (Δy) desselben gegen die Längsachse des Fahrzeugs (2) ermittelt und die erforderlichen Werte des Lenkwinkels (δA) gemäß errechnet werden, worin Ψ der relative Gierwinkel des Fahrzeugs ist.1. A method for automatically tracking a vehicle in the lane of a preceding vehicle (leader vehicle), characterized in that image signals for signifi ed rear areas of the leader vehicle ( 1 ) are continuously generated by means of an electronic camera arranged on the vehicle side, from there by electronic image evaluation continuously in the direction the longitudinal axis of the vehicle ( 2 ) measured distance (d) between the latter and the leading vehicle ( 1 ) and the lateral offset (Δy) of the latter relative to the longitudinal axis of the vehicle ( 2 ) and the required values of the steering angle (δ A ) according to can be calculated, where Ψ is the relative yaw angle of the vehicle. 2. Verfahren nach Anspruch 1, dadurch gekennzeichnet, daß zur Berücksichtigung des Schwimmwinkels und des Schräglaufwinkels der Vorderräder (4, 5) des Fahrzeugs (2) die erforderlichen Werte (δA) des Lenkwinkels gemäß errechnet werden, worin v die Längsgeschwindigkeit des Fahr­ zeugs (2) und a ein experimentell ermittelter fahrzeugspezifi­ scher Faktor sind. 2. The method according to claim 1, characterized in that to take into account the float angle and the slip angle of the front wheels ( 4 , 5 ) of the vehicle ( 2 ) the required values (δ A ) of the steering angle according to are calculated, in which v the longitudinal speed of the vehicle ( 2 ) and a are an experimentally determined vehicle-specific factor. 3. Verfahren nach Anspruch 1 oder 2, dadurch gekennzeichnet, daß als signifikanter Heckbereich des Führungsfahrzeugs (1) die Spurbreite als Querabstand zwischen Hinterreifen bildmäßig erfaßt wird.3. The method according to claim 1 or 2, characterized in that as a significant rear area of the guide vehicle ( 1 ), the track width is captured as a transverse distance between the rear tires.
DE4133882A 1990-10-24 1991-10-12 Automatic vehicle guidance system - allows vehicle to accurately follow path taken by lead vehicle Withdrawn DE4133882A1 (en)

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DE19722292A1 (en) * 1997-05-28 1998-12-03 Maibach Verkehrssicherheit Movable work site securing method on roadways e.g. multiple lane road
DE19722947C1 (en) * 1997-05-31 1999-02-25 Bosch Gmbh Robert Method and device for determining a future course range of a vehicle
DE19749086C1 (en) * 1997-11-06 1999-08-12 Daimler Chrysler Ag Device for determining data indicating the course of the lane
US6546320B2 (en) 2000-06-06 2003-04-08 Suzuki Motor Corporation Control apparatus for hybrid vehicle
US6853906B1 (en) 1998-12-01 2005-02-08 Robert Bosch Gmbh Method and device for determining a future travel-path area of a vehicle
EP1504948A2 (en) * 2003-08-07 2005-02-09 Robert Bosch Gmbh Adaptive cruise control device for motor vehicles
EP2055835A1 (en) 2007-10-30 2009-05-06 Saab Ab Method and arrangement for determining position of vehicles relative each other
DE102008033729A1 (en) * 2008-07-18 2010-01-21 Josef Fliegl Method and device for steering a trailer
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US8842176B2 (en) 1996-05-22 2014-09-23 Donnelly Corporation Automatic vehicle exterior light control
DE19722292A1 (en) * 1997-05-28 1998-12-03 Maibach Verkehrssicherheit Movable work site securing method on roadways e.g. multiple lane road
DE19722292B4 (en) * 1997-05-28 2016-08-11 MAIBACH Verkehrssicherheits- und Lärmschutzeinrichtungen GmbH Method and arrangement for securing a mobile workstation on a roadway
DE19722947C1 (en) * 1997-05-31 1999-02-25 Bosch Gmbh Robert Method and device for determining a future course range of a vehicle
DE19749086C1 (en) * 1997-11-06 1999-08-12 Daimler Chrysler Ag Device for determining data indicating the course of the lane
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US6546320B2 (en) 2000-06-06 2003-04-08 Suzuki Motor Corporation Control apparatus for hybrid vehicle
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