Vehicle manufacturing system and vehicle manufacturing method

Abstract

To provide a vehicle manufacturing system and a vehicle manufacturing method capable of appropriately controlling the running of a vehicle.SOLUTION: A vehicle manufacturing system 50 according to this embodiment includes: obtaining means for obtaining the setting value of a straight-travel steering angle while a vehicle 100 is being manufactured; detecting means for detecting positional information relating to the lateral position or orientation of the vehicle 100; first control means for performing feedback control of the steering angle of the vehicle in accordance with a straight-travel path and the positional information so that the vehicle 100 moves along a straight-travel path TR1 in a first period; updating means for updating the setting value of the straight-travel steering angle in accordance with a running result in the first period to obtain an updated value; and second control means for controlling the steering angle by changing a distribution between a feedback component and a feedforward component from the control by the first control means in a second period in which the vehicle moves to a second point.SELECTED DRAWING: Figure 3

Description

[Technical Field]

[0001] The present disclosure relates to a vehicle manufacturing system and a vehicle manufacturing method. [Background technology]

[0002] Patent Document 1 discloses a vehicle manufacturing system, in which vehicles are autonomously controlled or remotely controlled to travel within the system for producing vehicles. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Publication No. 2017-538619 Summary of the Invention [Problem to be solved by the invention]

[0004] In a vehicle manufacturing factory, multiple vehicles are self-propelled. When multiple vehicles are self-propelled, each vehicle is controlled according to control instruction values. For example, when a vehicle receives control instruction values ​​from a server or the like, it controls its running speed and steering angle to match the control instruction values. The vehicle then moves along a road within the factory.

[0005] To control such a vehicle, it is necessary to control the steering with high precision. However, if the steering motor and other components are not adjusted during the manufacturing process, it may not be possible to control the steering angle with high precision. For example, the vehicle controls the steering motor using the straight-line steering angle when the vehicle is traveling straight as a reference value. When there are individual differences in the steering motor and steering mechanism, it is desirable to accurately determine the straight-line steering angle.

[0006] Therefore, an object of the present disclosure is to provide a vehicle manufacturing system and a vehicle manufacturing method that can appropriately control the running of a vehicle. [Means for solving the problem]

[0007] The vehicle manufacturing system according to the present disclosure includes an acquisition means for acquiring a set value of a straight-line steering angle during a vehicle manufacturing process; a detection means for detecting position information relating to the lateral position or orientation of the vehicle; a first control means for controlling the steering angle of the vehicle in accordance with the straight-line path and the position information so that the vehicle moves along the straight-line path during a first period in which the vehicle moves straight to a first point using the set value; an update means for updating the set value of the straight-line steering angle in accordance with the driving results during the first period to obtain an updated value; and a second control means for controlling the steering angle by changing the allocation of feedback components and feedforward components from the control by the first control means during a second period in which the vehicle moves to a second point using the updated value after reaching the first point. It is equipped with:

[0008] In the vehicle manufacturing system, the second control means may lower the distribution of the feedback component in the second period than in the first period.

[0009] The vehicle manufacturing system may further include a device for determining whether the vehicle is traveling straight, and an updated value for the straight-ahead steering angle may be calculated according to a distribution of the steering angle sensor during a period in which the device determines that the vehicle is traveling straight.

[0010] In the above vehicle manufacturing system, the second control means may determine a target value for the steering angle in feedforward control in accordance with vehicle information related to the size of the vehicle and a curvature of a target route, and may feedback control the steering angle during the second period based on deviation information between the target route and the position information when steering in accordance with the target value.

[0011] In the vehicle manufacturing system, the acquisition means may acquire the set value based on an intermediate value when the steering angle is steered lock-to-lock from one end to the other end.

[0012] In the vehicle manufacturing system, the vehicle may move at a speed slower during the first period than during the second period.

[0013] The vehicle manufacturing method according to the present disclosure includes, during a vehicle manufacturing process, an acquisition step of acquiring a set value for a straight-line steering angle; a detection step of detecting position information relating to the lateral position or orientation of the vehicle; a first control step of controlling the steering angle of the vehicle in accordance with the straight-line path and the position information so that the vehicle moves along the straight-line path during a first period in which the vehicle moves straight to a first point using the set value; an update step of updating the set value of the straight-line steering angle in accordance with the driving results during the first period to obtain an updated value; and a second control step of controlling the steering angle by changing the distribution of feedback components and feedforward components from the control in the first control step during a second period in which the vehicle moves to a second point using the updated value after reaching the first point.

[0014] In the above vehicle manufacturing method, in the second control step, the distribution of the feedback component may be lower in the second period than in the first period.

[0015] In the vehicle manufacturing method described above, it may be possible to determine whether the vehicle is traveling straight, and to obtain an updated value for the straight-ahead steering angle according to a distribution of the steering angle sensor during a period in which the device determines that the vehicle is traveling straight.

[0016] In the above-described vehicle manufacturing method, the second control step may determine a target value of the steering angle in feedforward control in accordance with vehicle information related to a size of the vehicle and a curvature of a target route, and feedback control the steering angle in the second period based on deviation information between the target route and the position information when steering in accordance with the target value.

[0017] In the above vehicle manufacturing method, the acquisition means may acquire the set value based on an intermediate value when the steering angle is steered lock-to-lock from one end to the other end.

[0018] In the vehicle manufacturing method described above, the vehicle may move at a speed during the first period that is slower than a speed during the second period. [Effects of the Invention]

[0019] The present disclosure provides a vehicle manufacturing system and a vehicle manufacturing method that can appropriately control the running of a vehicle. [Brief explanation of the drawings]

[0020] [Figure 1] 1 is a schematic diagram showing an overall configuration of a vehicle manufacturing system according to a first embodiment; [Figure 2] FIG. 2 is a block diagram showing a control system of the vehicle manufacturing system. [Figure 3] FIG. 2 is a block diagram showing a control system for a steering angle. [Figure 4] 1 is a flowchart illustrating a vehicle manufacturing method. [Figure 5] 10 is a graph showing a history of actual measurement values ​​of steering angle. [Figure 6] FIG. 2 is a diagram for explaining vehicle travel control. [Figure 7] FIG. 2 is a control block diagram for explaining a first example of driving control. [Figure 8] 1 is a flowchart illustrating a first example of driving control. [Figure 9] FIG. 10 is a control block diagram for explaining a second example of driving control. [Figure 10] 10 is a flowchart illustrating a second example of driving control. DETAILED DESCRIPTION OF THE INVENTION

[0021] Hereinafter, embodiments of the present invention will be described with reference to the drawings. However, the invention according to the claims is not limited to the following embodiments. Furthermore, not all of the configurations described in the embodiments are necessarily essential means for solving the problems. For clarity of explanation, the following description and drawings have been omitted and simplified as appropriate. In each drawing, the same elements are given the same reference numerals, and duplicate explanations are omitted as necessary.

[0022] Vehicle Manufacturing System A vehicle manufacturing system 50 according to this embodiment will be described with reference to Figures 1 and 2. Figure 1 is a schematic diagram showing the configuration of vehicle manufacturing system 50. For the sake of explanation, Figure 1 shows an XY Cartesian coordinate system.

[0023] A vehicle manufacturing system (also simply referred to as a system) 50 is used in a vehicle manufacturing plant that manufactures vehicles 100. As shown in FIG. 1, the vehicle manufacturing system 50 includes a server 200 and a sensor 300. One or more vehicles 100 are autonomous vehicles that can move autonomously during the manufacturing process.

[0024] The sensor 300 is equipped with a communication device 330 that transmits and receives data to and from the server 200. The server 200 is equipped with a communication device 230 that transmits and receives data to and from the sensor 300. Furthermore, as shown in FIG. 2 , the communication device 230 has a function of transmitting and receiving data to and from the vehicle 100. Furthermore, the vehicle 100 is equipped with a communication device 130 that receives data from the server 200. Each vehicle 100 is equipped with a communication device 130.

[0025] The communication device 130, the communication device 230, and the communication device 330 may each be a general-purpose device such as a network hub or a router device. The communication device 130, the communication device 230, and the communication device 330 use, for example, general-purpose wireless communication such as Wi-Fi (registered trademark). An address for identifying a communication partner is set in each of the communication devices 130, the communication device 230, and the communication device 330. The communication address is, for example, an IP (Internet Protocol) address.

[0026] Each vehicle 100 is an unfinished vehicle. As shown in FIG. 1, the vehicle 100 travels along a predetermined track TR. As the vehicle 100 travels along the track TR, the vehicle 100 is manufactured. Specifically, while the vehicle 100 is traveling along the track, workers (not shown) or robots 600 or the like assemble parts, operate switches, weld, inspect, and the like. In this way, the work of each manufacturing process is carried out. Then, the work of each manufacturing process is carried out in a predetermined order, and the vehicle 100 is manufactured.

[0027] The travel path TR has a straight path TR1 along which the vehicle 100 travels straight, and a turning path TR2 along which the vehicle 100 turns. The boundary between the straight path TR1 and the turning path TR2 is defined as a first point P1. The end point of the turning path TR2 is defined as a second point P2. On the straight path TR1, the travel path TR is linear. In the map information, the coordinates of the straight path TR1, the turning path TR2, the first point P1, and the second point P2 are associated with each other. The straight path TR1 is a straight line. Until the vehicle 100 reaches the first point P1, the vehicle 100 travels along the straight path TR1 as a target path. In other words, the vehicle 100 travels so as to follow the straight path TR1.

[0028] The turning path TR2 is a location where the vehicle 100 changes direction. The vehicle 100 makes a U-turn on the turning path TR2. On the turning path TR2, for example, the road TR has an arc shape with a predetermined radius of curvature. The turning path TR2 has an arc shape. The turning path TR2 is a semicircle with a predetermined radius. The turning path TR2 is provided at both ends of the straight path TR1. For example, the vehicle 100 reaches the turning path TR2 when traveling along the straight path TR1 in the +X direction. When the vehicle 100 turns 180 degrees on the turning path TR2, it travels along the straight path TR1 in the -X direction. Of course, the turning angle is not limited to 180 degrees and may be any angle. From the first point P1 to the second point P2, the vehicle 100 travels along the turning path TR2 as a target path. In other words, the vehicle 100 travels so as to follow the turning path TR2.

[0029] The sensor 300 is a camera that captures images of the vehicles 100 while they are moving or stopped. The sensor 300 captures images of one or more vehicles 100. The sensor 300 is provided to detect vehicles. Based on the images captured by the sensor 300, the server 200 can detect the position of the vehicles 100 within the factory. For example, the sensor 300 is installed on a wall, pillar, ceiling, etc. of the factory, and captures images of the vehicles 100 from diagonally above. The sensor 300 captures images with an angle of view that includes two or more vehicles 100 forming a line. The sensor 300 is set at the same height as the vehicles 100, and may capture images of two or more vehicles 100 from the side.

[0030] The communication device 330 transmits the captured images captured by the sensor 300 to the server 200. The communication device 330 may transmit not only the captured images but also information obtained from the captured images to the server 200. In other words, the communication device 330 transmits the detection results detected by the sensor 300. The communication device 330 may be built into the sensor 300 or may be a separate device. The communication device 330 may also be shared by multiple sensors 300. In other words, when multiple sensors 300 are installed, one communication device 330 may transmit data to the server 200.

[0031] In this way, when the sensor 300 captures an image of the vehicle 100, the communication device 330 transmits the captured image, etc. to the server 200. The communication device 230 receives the captured image data from the sensor 300. The server 200 performs predetermined image processing on the captured image of the sensor 300, thereby making it possible to identify the position of the vehicle, etc.

[0032] Furthermore, the sensor 300 for detecting the vehicle 100 is not limited to a camera. The sensor for detecting the distance between vehicles may be various sensors such as an RGB camera, a far-infrared camera, or LiDAR. The sensor 300 is not limited to an optical sensor, and may be a radar. Of course, two or more sensors 300 may be installed, or two or more types of sensors 300 may be used in combination. For example, the sensor 300 may include a LiDAR and a camera.

[0033] The communication device 330 transmits the detection result to the server 200. As described above, the detection result transmitted by the sensor 300 may be a captured image or information extracted from the image. For example, if the sensor 300 has an image processing function, the sensor 300 transmits information extracted by image processing to the server 200.

[0034] Furthermore, the sensor 300 may be mounted on the vehicle 100. For example, the sensor 300 may be an in-vehicle camera, LiDAR, radar, or the like. If the sensor 300 is an in-vehicle camera, the sensor 300 captures an image of the vehicle 100 ahead. If the sensor 300 is an in-vehicle LiDAR, the sensor 300 measures the distance to the vehicle 100 ahead. The communication device 130 transmits the image and the measurement results to the server 200.

[0035] The server 200 controls the vehicles 100 so that the vehicles 100 move along the road TR. Furthermore, the server 200 controls the vehicles 100 so that the vehicles 100 travel in a platoon. For example, the vehicles 100 travel in a single file along the road TR. The server 200 transmits a control signal to each vehicle 100 via the communication device 230.

[0036] The control system of vehicle manufacturing system 50 will be described below with reference to Fig. 2. Fig. 3 is a block diagram showing the control system of vehicle manufacturing system 50. Fig. 2 is a schematic diagram for explaining communication processing in vehicle manufacturing system 50. Although Fig. 2 shows one vehicle 100 and one sensor 300, a plurality of vehicles 100 and a plurality of sensors 300 may be provided.

[0037] The server 200 includes a communication device 230, a position calculation unit 252, and a calculation unit 253. The vehicle 100 includes a vehicle control unit 115, an actuator group 120, and a communication device 130. The vehicle control unit 115 includes a speed control unit 116 and a steering angle control unit 117. The actuator group 120 includes a wheel motor 1211 and a steering motor 1212. The sensor 300 includes a communication device 130. Note that the server 200 is not limited to being a single physical device, and may be located in a distributed manner. For example, a database may be a storage device or a cloud server that is provided separately from the processor.

[0038] In the following description, a configuration will be described in which the position calculation unit 252 and the calculation unit 253 are mounted on the server 200, but the position calculation unit 252 or the calculation unit 253 may be mounted on the sensor 300 or the vehicle 100. In other words, the processing in the calculation unit 253 and the position calculation unit 252 may be performed by the vehicle 100 or the sensor 300.

[0039] The position calculation unit 252 calculates position information indicating the position and orientation of the vehicle based on the captured image. For example, the position calculation unit 252 can determine the XYZ global coordinates and orientation on a map of the factory. At least a part of the processing in the position calculation unit 252 may be provided in the sensor 300. For example, the sensor 300 may have a processor that performs image processing. In this case, position information indicating the position of the vehicle 100 and the like is transmitted from the communication device 330 to the server 200. The position calculation unit 252 identifies the position of the vehicle 100 on the map shown in the map information.

[0040] The position and orientation of the vehicle 100 may be estimated using captured images acquired by a sensor 300 installed at a location different from the vehicle 100. The position of the vehicle 100 can be acquired, for example, by calculating the coordinates of the positioning point of the moving object in an image coordinate system using the outer shape of the vehicle 100 detected from the captured image and converting the calculated coordinates into coordinates in a global coordinate system. The orientation of the vehicle 100 can be estimated based on the direction of the movement vector of the moving object calculated from positional changes of feature points of the moving object between frames of the captured image using, for example, an optical flow method. The orientation of the vehicle 100 may be calculated, for example, using the output result of a yaw rate sensor or the like mounted on the vehicle 100.

[0041] The outer shape of the vehicle 100 contained in the captured image can be detected, for example, by inputting the captured image into a detection model that utilizes artificial intelligence. Examples of the detection model include a trained machine learning model that has been trained to achieve either semantic segmentation or instance segmentation. This machine learning model can be, for example, a convolutional neural network (CNN) trained by supervised learning using a training dataset. The training dataset includes, for example, a plurality of training images including moving objects and correct labels indicating whether each region in the training image represents a moving object or a non-moving object. During training of the CNN, it is preferable to update the parameters of the CNN using backpropagation (error backpropagation) to reduce the error between the output result of the detection model and the correct labels.

[0042] The calculation unit 253 calculates a control instruction value for controlling the vehicle 100. The calculation unit 253 calculates the control instruction value based on the position of the vehicle 100. The calculation unit 253 issues a control instruction so that the vehicle 100 moves along the road TR. Here, the control instruction value may include a speed instruction value for controlling the speed of the vehicle and a steering angle instruction value for controlling the steering angle of the vehicle. The speed instruction value may be information indicating, for example, the speed or acceleration of the vehicle 100. The steering angle instruction value is information indicating the steering angle of the vehicle 100. The calculation unit 253 generates a control instruction value related to the movement of the vehicle 100.

[0043] Alternatively, the control instruction value may be information relating to the travel path TR, such as the distance of the straight path TR1, and the turning radius (curvature radius) and turning angle of the turning path TR2. In this way, the calculation unit 253 generates control instructions regarding the movement of the vehicle 100.

[0044] The communication device 230 includes a receiver 231 and a transmitter 232. The receiver 231 receives various signals, data, and the like from the sensor 300 and the vehicle 100. For example, the receiver 231 receives data indicating the detection results of the sensor 300. Note that the data received from the sensor 300 may be image data or data extracted from the image data.

[0045] The transmitter 232 transmits various signals, data, and the like to the sensor 300 and the vehicle 100. For example, the transmitter 232 transmits a control instruction value to the vehicle 100. Of course, the server 200 may transmit and receive data other than the above. For communication between the receiver 231 and the transmitter 232, processing in accordance with a general-purpose communication standard such as Wi-Fi (registered trademark) can be used.

[0046] The communication device 130 of the vehicle 100 is a wireless terminal device for wireless communication with the server 200. An IP (Internet Protocol) address and the like are set in the communication device 130. When the communication device 130 of the vehicle 100 receives a control instruction value, the vehicle 100 moves in accordance with the control instruction value.

[0047] The actuator group 120 includes a wheel motor 1211 for driving the wheels, a steering motor 1212 for controlling the steering angle, a brake 1213 for stopping the vehicle, etc. The vehicle control unit 115 generates a control signal for controlling the actuator group 120 in response to a control instruction. The vehicle control unit 115 includes a speed control unit 116 and a steering angle control unit 117.

[0048] The speed control unit 116 outputs control signals for controlling the wheel motor 1211 and the brake 1213. For example, the speed control unit 116 controls the wheel motor 1211 so that the vehicle 100 travels at a predetermined speed. Furthermore, when the vehicle 100 is to be stopped, the speed control unit 116 controls the brake 1213. For example, when the vehicle 100 receives speed information calculated by the calculation unit 253, the speed control unit 116 controls the rotation speed of the wheel motor 1211 so that the vehicle travels at that speed.

[0049] The steering angle control unit 117 outputs a control signal for controlling the steering motor 1212. The steering motor 1212 operates with a drive amount according to the control signal. For example, when the vehicle 100 travels straight, the steering angle control unit 117 controls the steering motor 1212 so that the steering angle is 0 degrees. This controls the wheels to face the desired direction. The steering motor 1212 is also controlled according to the turning angle, etc. The vehicle control unit 115 may be configured with an ECU (Electronic Control Unit). The vehicle 100 can move along the road TR.

[0050] For example, when the vehicle 100 travels straight along the straight path TR1, the steering angle control unit 117 controls the steering motor 1212 so that the steering angle is a straight steering angle. In the following description, the straight steering angle when the vehicle 100 travels straight is assumed to be 0. The steering angle when turning left is assumed to be positive, and the steering angle when turning right is assumed to be negative. Therefore, the steering motor 1212 can control the steering angle within a range from -A degrees to +A degrees (A is a positive value).

[0051] Furthermore, the steering angle control unit 117 performs control for determining the straight-ahead steering angle of the vehicle 100. Hereinafter, the control for determining the straight-ahead steering angle in the steering angle control unit 117 will be described with reference to Fig. 3. Here, an example will be described in which the vehicle 100 travels along a turning path TR2 after traveling along a straight-ahead path TR1 as shown in Fig. 1.

[0052] 3 is a control block diagram showing a control system in steering angle control unit 117. Steering angle control unit 117 includes a first control unit 1171, a second control unit 1172, a straight steering angle acquisition unit 1173, and an update unit 1174. Furthermore, the control system is provided with a steering angle sensor 1178.

[0053] The steering angle sensor 1178 is provided outside the vehicle 100. For example, the steering angle sensor 1178 may be a sensor 300 such as a LiDAR or a camera. The LiDAR, camera, or the like senses the wheels to detect the attitude (direction) of the wheels. The steering angle sensor 1178 can detect the azimuth angle of the wheels using various methods. The steering angle sensor 1178 may be a camera or LiDAR provided on another vehicle.

[0054] The steering angle sensor 1178 may also be an attitude sensor or an angle sensor attached to a steering mechanism, a steering motor, or the like of the vehicle 100. For example, the steering angle sensor 1178 detects the azimuth angle of the wheels. Alternatively, the steering angle sensor 1178 may be an encoder attached to the steering motor, or the like.

[0055] During the first period, the first control unit 1171 feedback-controls the steering motor 1212 so that the vehicle 100 travels along the straight path TR1. The first control unit 1171 outputs a control signal to the steering motor 1212 so as to feedback-control the steering angle. During the first period, the first control unit 1171 controls the steering angle of the vehicle 100 in accordance with the straight path TR1 and the position information of the vehicle 100 so that the vehicle 100 moves along the straight path TR1.

[0056] For example, the first control unit 1171 obtains deviation information between the target straight path TR1 and the position information of the vehicle 100. The deviation information is a position deviation indicating the lateral position and positional deviation between the straight path TR1 and the vehicle 100. For example, if the straight path TR1 is parallel to the X direction as shown in FIG. 1, the lateral position is indicated by a Y coordinate or a distance in the Y direction. Alternatively, the deviation information is an orientation deviation indicating the orientation deviation between the orientation of the target path and the orientation of the vehicle 100. Of course, the deviation information may include both a position deviation and an orientation deviation.

[0057] The first control unit 1171 performs feedback control of the steering angle of the vehicle based on the deviation information. The first control unit 1171 multiplies the deviation information by a feedback gain and performs feedback control of the steering angle. The first control unit 1171 controls the steering angle of the vehicle 100 so that the vehicle approaches the target straight path TR1. The first control unit 1171 controls the steering angle so that the vehicle 100 travels straight along the straight path TR1.

[0058] The second control unit 1172 controls the steering motor 1212 so that the vehicle 100 travels along the turning path TR2. The second control unit 1172 outputs a control signal to the steering motor 1212 so as to perform feedforward control and feedback control of the steering angle during the second period. Here, the second period is a period after the first period. For example, the first period is a period before the first point P1 shown in FIG. 1 , and the second period is a period after the first point P1 and before the second point P2.

[0059] The second control unit 1172 controls the steering angle by changing the distribution of the feedback component and the feedforward component from the control by the first control unit 1171. More specifically, the second control unit 1172 controls the steering angle with a lower feedback component than the control by the first control unit 1171. In other words, the second control unit 1172 controls the steering angle with a higher feedforward component than the control by the first control unit 1171. The second control unit 1172 performs feedforward control of the steering angle. Therefore, the second control unit 1172 calculates a target steering angle based on, for example, vehicle information indicating the size of the vehicle 100 and the radius of curvature of the turning path TR2. The vehicle information of the vehicle 100 includes specification values ​​indicating the wheelbase, the distance between the left and right wheels, etc. The second control unit 1172 calculates a target value of the steering angle so that the turning radius of the vehicle 100 matches the radius of curvature of the turning path TR2. The target value of the steering angle (also referred to as the target steering angle) may be a constant value or may change over time.

[0060] The second control unit 1172 controls the steering motor 1212 to achieve a target steering angle according to the radius of curvature of the turning path TR2. This causes the vehicle 100 to travel along the turning path TR2. Furthermore, like the first control unit 1171, the second control unit 1172 performs feedback control of the steering angle based on the deviation information.

[0061] The straight-line steering angle acquisition unit 1173 acquires the straight-line steering angle of the vehicle 100. The straight-line steering angle acquisition unit 1173 may store a set value of the straight-line steering angle in a memory or the like. Alternatively, as will be described later, the straight-line steering angle acquisition unit 1173 may calculate the set value of the straight-line steering angle by lock-to-lock control at the start of self-propelled transport control. The first control unit 1171 and the second control unit 1172 generate a feedback control signal for the steering angle based on the straight-line steering angle and output the signal to the steering motor 1212.

[0062] The update unit 1174 updates the set value of the straight-line steering angle based on the driving results of the vehicle 100 during the first period. The set value updated by the update unit 1174 is set as the updated value. The update unit 1174 obtains the updated value of the straight-line steering angle based on the distribution of measurement values ​​of the steering angle sensor 1178 during straight-line driving. For example, the system 50 determines whether the vehicle is driving straight, and obtains the updated value of the straight-line steering angle based on the distribution of the steering angle sensor 1178 during the period in which it is determined that the vehicle is driving straight. For example, the system 50 includes a device that determines whether the vehicle 100 is driving straight. The device that determines whether the vehicle 100 is driving straight may be the server 200 or may be mounted on the vehicle 100. For example, the server 200 can determine whether the vehicle 100 is driving straight based on an image from the sensor 300. If the device is mounted on the vehicle 100, the device makes the determination based on the received control instruction value, etc.

[0063] The update unit 1174 calculates an updated value of the straight-ahead steering angle and writes it to a memory or the like. This makes it possible to accurately calculate the set value of the straight-ahead steering angle for feedback control. This makes it possible to appropriately control the traveling of the vehicle 100. In other words, it is possible to suppress positional deviation in the left-right direction of the vehicle 100 that is traveling independently during the manufacturing process. This makes it possible for the vehicle 100 to travel with high positional accuracy.

[0064] The details of the process will be explained below with reference to Fig. 4 and Fig. 5. Fig. 4 is a flowchart showing a vehicle control method. Fig. 5 is a graph showing measurement data of the actual steering angle by steering angle sensor 1178.

[0065] As shown in Fig. 4, the position calculation unit 252 starts acquiring position information of the vehicle 100 (S11). The straight-line steering angle acquisition unit 1173 determines an initial setting value for the straight-line steering angle (S12). At the start point of the straight-line path TR1, the straight-line steering angle acquisition unit 1173 provisionally determines the midpoint of the steering as the initial setting value for the straight-line steering angle. For example, the straight-line steering angle acquisition unit 1173 operates the steering motor 1212 from one end to the other end using lock-to-lock control.

[0066] For example, left and right stoppers are set on the steering gear. The motor angle at which the steering wheel is at the left end and the motor angle at which the steering wheel is at the right end (midpoint) are set as the initial setting value of the straight-ahead steering angle. The initial setting value is the average value of the motor angles at the left and right ends. The straight-ahead steering angle acquisition unit 1173 sets the midpoint of the straight-ahead steering angle as the initial setting value at the timing when traveling along the straight-ahead route TR1 starts. The straight-ahead steering angle acquisition unit 1173 writes the initial setting value of the straight-ahead steering angle into a memory or the like.

[0067] Next, on the straight path TR1, the first control unit 1171 executes travel control using feedback control (FB control) (S13). Note that the position calculation unit 252 calculates position information indicating the lateral position or orientation of the vehicle 100 on the road TR. Also, in the first period T1, the first control unit 1171 starts feedback control using an initial set value for the straight steering angle. As a result, the vehicle 100 starts autonomous travel along the straight path TR1. The first control unit 1171 calculates deviation information indicating the deviation (deviation) between the straight path TR1 and the vehicle 100 in the lateral direction. The first control unit 1171 controls the steering angle of the vehicle 100 according to the deviation information.

[0068] The first control unit 1171 controls the steering motor 1212 so that the vehicle 100 approaches the straight path TR1. As a result, the vehicle 100 travels approximately straight along the straight path TR1. The first control unit 1171 performs feedback control using an initial set value for the straight steering angle so that the vehicle 100 moves along the straight path TR1. The steering angle sensor 1178 measures the actual steering angle while the vehicle 100 is traveling straight.

[0069] FIG. 5 is a graph showing changes in the actual steering angle measured by the steering angle sensor 1178. The horizontal axis represents time, and the vertical axis represents the actual measurement value of the steering angle sensor 1178. The update unit 1174 executes learning of the steering midpoint from the history of the actual steering angle (S14). While the first control unit 1171 is performing feedback control so that the vehicle 100 moves straight along the straight path TR1, the steering angle sensor 1178 measures the actual steering angle. The steering angle sensor 1178 measures the actual steering angle at a predetermined sampling period. During the first period T1, the update unit 1174 learns the midpoint of the steering motor from the measurement history of the actual steering angle.

[0070] Next, the update unit 1174 determines whether midpoint learning has been completed (S15). Here, the update unit 1174 determines whether the number of actual measurement values ​​of the steering angle sensor 1178 has reached a predetermined number or more. For example, the update unit 1174 determines whether midpoint learning has been completed depending on whether the predetermined number or more of actual measurement values ​​have been collected.

[0071] If the midpoint learning is not completed (NO in S15), the process returns to step S13. While the first control unit 1171 continues to execute the feedback control (S13), the update unit 1174 executes the midpoint learning (S14). That is, the first control unit 1171 continues the feedback control until the number of actual measurement values ​​of the steering angle sensor 1178 reaches a predetermined number.

[0072] When the midpoint learning is completed (YES in S15), the update unit 1174 updates the set value of the straight-line steering angle (S16). For example, the system 50 determines whether the vehicle is traveling straight, and the update unit 1174 calculates an updated value of the straight-line steering angle based on the distribution of the steering angle sensor 1178 during the period when it is determined that the vehicle is traveling straight. For example, the system 50 includes a device that determines whether the vehicle 100 is traveling straight. When it is determined that the vehicle 100 is traveling straight, the update unit 1174 calculates an updated value of the straight-line steering angle based on the distribution of the measurement values ​​of the steering angle sensor 1178 during the period when the vehicle 100 is traveling straight. More specifically, the update unit 1174 sets the midpoint (average value) of the actual measurement values ​​of the steering angle sensor 1178 during the first period T1 as the updated value of the straight-line steering angle. In this way, the straight-line steering angle can be calculated with high accuracy.

[0073] Then, the second control unit 1172 performs feedback control and feedforward control (S17). The second control unit 1172 controls the steering motor with a higher feedforward component than the control by the first control unit 1171. Specifically, the second control unit 1172 calculates a target steering angle so that the vehicle 100 turns with a predetermined turning radius along the turning path TR2. Specifically, the second control unit 1172 determines the target steering angle according to vehicle information related to the size of the vehicle 100 and the curvature of the target turning path TR2. The second control unit 1172 feedforward controls the steering motor 1212 so that the steering reaches the target steering angle. Furthermore, during the second period T2, the second control unit 1172 feedback controls the steering motor 1212 based on deviation information between the target path and position information when steering according to the target value.

[0074] In this way, the second control unit 1172 performs feedback control and feedforward control of the steering angle. Specifically, the second control unit 1172 performs feedforward control so that the steering angle becomes a target steering angle corresponding to the radius of curvature. Furthermore, while turning along the turning path TR2, the second control unit 1172 performs feedback control based on deviation information that indicates a deviation from the turning path TR2 in the lateral direction. In other words, the second control unit 1172 multiplies the deviation information by a feedback gain and performs feedback control of the steering motor 1212. This allows the vehicle 100 to travel accurately along the turning path TR2.

[0075] In a second period T2 following the first period T1, the second control unit 1172 controls the steering motor 1212 so that the feedforward component becomes higher. In other words, the second control unit 1172 controls the steering motor 1212 so that the feedback component becomes weaker. For example, the second control unit 1172 may reduce the feedback gain for the deviation information in the second period T2 compared to the first period T1. This allows the vehicle's traveling to be appropriately controlled in the second period T2.

[0076] Furthermore, in the first period T1, the vehicle 100 travels at a slower speed than in the second period T2. That is, the vehicle 100 travels at a slower speed until the update unit 1174 updates the straight-ahead steering angle. This allows the vehicle 100 to travel to the first point P1 with high positional accuracy.

[0077] Furthermore, the turning path TR2 is not limited to an arc shape. In other words, the target path in the second period T2 may be a path that curves at least to the left or right. Furthermore, a path that curves to both the left and right may be the target path. In such a case, the second control unit 1172 can calculate the target steering angle by geometric calculation based on the known target path and vehicle size information. Furthermore, the server 200 may calculate the target steering angle.

[0078] Hereinafter, in the system, a driving control example for controlling the driving of the vehicle 100 will be described.

[0079] <A. Driving Control Example 1> FIG. 6 is a conceptual diagram showing the configuration of the system 50 in Driving Control Example 1. The system 50 includes a plurality of vehicles 100 as moving bodies, a server 200, and one or more sensors 300.

[0080] When the moving body is other than a vehicle, the expressions "vehicle" and "car" in the present disclosure can be appropriately replaced with "moving body", and the expression "driving" can be appropriately replaced with "moving".

[0081] The vehicle 100 is configured to be capable of driving by autonomous driving. "Autonomous driving" means driving that does not depend on the driving operation of a passenger. The driving operation means an operation related to at least any one of "running", "turning", and "stopping" of the vehicle 100. Autonomous driving is realized by automatic or manual remote control using a device located outside the vehicle 100, or by autonomous control of the vehicle 100. A passenger who does not perform a driving operation may be on board the vehicle 100 that is driving by autonomous driving. Passengers who do not perform a driving operation include, for example, a person simply sitting in the seat of the vehicle 100, or a person performing work different from the driving operation, such as assembly, inspection, and operation of switches, while on board the vehicle 100. Note that driving by the driving operation of a passenger is sometimes called "human driving".

[0082] In this specification, "remote control" includes "complete remote control" in which all the operations of the vehicle 100 are completely determined from outside the vehicle 100, and "partial remote control" in which a part of the operations of the vehicle 100 is determined from outside the vehicle 100. Also, "autonomous control" includes "complete autonomous control" in which the vehicle 100 autonomously controls its own operations without receiving any information from a device outside the vehicle 100, and "partial autonomous control" in which the vehicle 100 autonomously controls its own operations using the information received from a device outside the vehicle 100.

[0083] In this embodiment, the system 50 is used in a factory FC that manufactures vehicles 100. The reference coordinate system of the factory FC is a global coordinate system GC. That is, any position in the factory FC is expressed by X, Y, and Z coordinates in the global coordinate system GC. The factory FC has a first location PL1 and a second location PL2. The first location PL1 and the second location PL2 are connected by a road TR along which the vehicle 100 can travel. In the factory FC, a plurality of sensors 300 are installed along the road TR. The position of each sensor 300 in the factory FC is adjusted in advance. The vehicle 100 moves from the first location PL1 to the second location PL2 along the road TR in an unmanned operation.

[0084] 7 is a block diagram showing the configuration of the system 50. The vehicle 100 includes a vehicle control device 110 for controlling each part of the vehicle 100, an actuator group 120 including one or more actuators that are driven under the control of the vehicle control device 110, and a communication device 130 for communicating via wireless communication with external devices such as a server 200. The actuator group 120 includes an actuator for a drive device for accelerating the vehicle 100, an actuator for a steering device for changing the traveling direction of the vehicle 100, and an actuator for a braking device for decelerating the vehicle 100.

[0085] The vehicle control device 110 is configured by a computer including a processor 111, a memory 112, an input / output interface 113, and an internal bus 114. The processor 111, the memory 112, and the input / output interface 113 are connected via the internal bus 114 to enable bidirectional communication. The input / output interface 113 is connected to an actuator group 120 and a communication device 130. The processor 111 executes a program PG1 stored in the memory 112 to realize various functions including a function as a vehicle control unit 115.

[0086] The vehicle control unit 115 controls the actuator group 120 to cause the vehicle 100 to run. The vehicle control unit 115 controls the actuator group 120 using a running control signal received from the server 200 to cause the vehicle 100 to run. The running control signal is a control signal for causing the vehicle 100 to run. In this embodiment, the running control signal includes the acceleration and steering angle of the vehicle 100 as parameters. In other embodiments, the running control signal may include the speed of the vehicle 100 as a parameter instead of or in addition to the acceleration of the vehicle 100.

[0087] The server 200 is configured by a computer including a processor 201, a memory 202, an input / output interface 203, and an internal bus 204. The processor 201, the memory 202, and the input / output interface 203 are connected via the internal bus 204 to enable bidirectional communication. A communication device 205 is connected to the input / output interface 203 for communicating with various devices external to the server 200. The communication device 205 can communicate with the vehicle 100 via wireless communication, and can communicate with each sensor 300 via wired communication or wireless communication. The processor 201 executes a program PG2 stored in the memory 202 to realize various functions, including the function of the remote control unit 210.

[0088] The remote control unit 210 acquires detection results from the sensors, generates a driving control signal for controlling the actuator group 120 of the vehicle 100 using the detection results, and transmits the driving control signal to the vehicle 100, thereby remotely controlling the vehicle 100 to drive. The remote control unit 210 may generate and output not only driving control signals but also control signals for controlling actuators that operate various accessories provided in the vehicle 100 and various equipment such as wipers, power windows, and lamps. In other words, the remote control unit 210 may operate these various equipment and accessories by remote control.

[0089] The sensor 300 is a sensor located outside the vehicle 100. In this embodiment, the sensor 300 is a sensor that captures the vehicle 100 from outside the vehicle 100. The sensor 300 is equipped with a communication device (not shown) and can communicate with other devices such as the server 200 via wired communication or wireless communication.

[0090] Specifically, the sensor 300 is configured by a camera. The camera as the sensor 300 captures an image including the vehicle 100 and outputs the captured image as a detection result.

[0091] 8 is a flowchart showing the processing procedure for driving control of the vehicle 100 in the driving control example. In the processing procedure in FIG. 8, the processor 201 of the server 200 executes the program PG2 to function as the remote control unit 210. Also, the processor 111 of the vehicle 100 executes the program PG1 to function as the vehicle control unit 115.

[0092] In step S110, the processor 201 of the server 200 acquires vehicle position information of the vehicle 100 using the detection results output from the sensor 300. The vehicle position information is position information that serves as the basis for generating a driving control signal. In this embodiment, the vehicle position information includes the position and orientation of the vehicle 100 in the global coordinate system GC of the factory FC. Specifically, in step S110, the processor 201 acquires the vehicle position information using a captured image acquired from a camera, which is the sensor 300.

[0093] In detail, in step S110, the processor 201, for example, detects the outer shape of the vehicle 100 from the captured image, calculates the coordinates of the positioning point of the vehicle 100 in the coordinate system of the captured image, i.e., the local coordinate system, and converts the calculated coordinates into coordinates in the global coordinate system GC, thereby acquiring the position of the vehicle 100. The outer shape of the vehicle 100 included in the captured image can be detected, for example, by inputting the captured image into a detection model DM that utilizes artificial intelligence. The detection model DM is prepared, for example, inside or outside the system 50, and is stored in advance in the memory 202 of the server 200. The detection model DM may be, for example, a trained machine learning model that has been trained to achieve either semantic segmentation or instance segmentation. For example, a convolutional neural network (hereinafter, CNN) trained by supervised learning using a training dataset may be used as this machine learning model. The training dataset includes, for example, a plurality of training images including the vehicle 100, and labels indicating whether each region in the training images represents the vehicle 100 or a region other than the vehicle 100. During CNN training, it is preferable to update the parameters of the CNN using backpropagation (back propagation) to reduce the error between the output result of the detection model DM and the label. Furthermore, the processor 201 can acquire the orientation of the vehicle 100 by estimating the orientation based on the orientation of the movement vector of the vehicle 100 calculated from the positional changes of feature points of the vehicle 100 between frames of captured images using, for example, an optical flow method.

[0094] In step S120, the processor 201 of the server 200 determines a target position to which the vehicle 100 should next head. In this embodiment, the target position is represented by X, Y, and Z coordinates in the global coordinate system GC. A reference route RR, which is a route to be traveled by the vehicle 100, is stored in advance in the memory 202 of the server 200. The route is represented by nodes indicating the departure point, nodes indicating passing points, nodes indicating the destination, and links connecting the nodes. The processor 201 uses the vehicle position information and the reference route RR to determine a target position to which the vehicle 100 should next head. The processor 201 determines a target position on the reference route RR that is ahead of the current location of the vehicle 100.

[0095] In step S130, the processor 201 of the server 200 generates a travel control signal for causing the vehicle 100 to travel toward the determined target position. The processor 201 calculates the travel speed of the vehicle 100 from the change in the position of the vehicle 100 and compares the calculated travel speed with the target speed. When the travel speed is lower than the target speed, the processor 201 determines an acceleration such that the vehicle 100 accelerates. When the travel speed is higher than the target speed, the processor 201 determines an acceleration such that the vehicle 100 decelerates. Furthermore, when the vehicle 100 is located on the reference route RR, the processor 201 determines a steering angle and acceleration such that the vehicle 100 does not deviate from the reference route RR. When the vehicle 100 is not located on the reference route RR, in other words, when the vehicle 100 has deviated from the reference route RR, the processor 201 determines a steering angle and acceleration such that the vehicle 100 returns to the reference route RR.

[0096] In step S140, processor 201 of server 200 transmits the generated driving control signal to vehicle 100. Processor 201 repeats, at a predetermined cycle, obtaining the position of vehicle 100, determining the target position, generating the driving control signal, and transmitting the driving control signal.

[0097] In step S150, the processor 111 of the vehicle 100 receives a driving control signal transmitted from the server 200. In step S160, the processor 111 of the vehicle 100 controls the actuator group 120 using the received driving control signal, thereby driving the vehicle 100 at the acceleration and steering angle represented by the driving control signal. The processor 111 repeats the reception of the driving control signal and the control of the actuator group 120 at a predetermined cycle. According to the system 50 in this example, the vehicle 100 can be driven by remote control, and the vehicle 100 can be moved without using conveying equipment such as a crane or a conveyor.

[0098] <B:Driving Control Example 2> FIG. 9 is an explanatory diagram showing a schematic configuration of the system 50v in Driving Control Example 2. In this example, the system 50v is different from Driving Control Example 1 in that it does not include the server 200. Also, the vehicle 100v in the configuration can travel by autonomous control of the vehicle 100v. For other configurations, they are the same as above unless otherwise specified.

[0099] In this example, the processor 111v of the vehicle control device 110v functions as the vehicle control unit 115v by executing the program PG1 stored in the memory 112v. The vehicle control unit 115v acquires the output result from the sensor, generates a driving control signal using the output result, and outputs the generated driving control signal to operate the actuator group 120, thereby enabling the vehicle 100v to travel by autonomous control. In this example, in addition to the program PG1, a detection model DM and a reference route RR are stored in the memory 112v in advance.

[0100] FIG. 10 is a flowchart showing the processing procedure of the driving control of the vehicle 100v in Example 2. In the processing procedure of FIG. 10, the processor 111v of the vehicle 100v functions as the vehicle control unit 115v by executing the program PG1.

[0101] In step S210, the processor 111v of the vehicle control device 110v acquires vehicle position information using the detection results output from the camera, which is the sensor 300. In step S220, the processor 111v determines a target position to which the vehicle 100v should next head. In step S230, the processor 111v generates a driving control signal for driving the vehicle 100v toward the determined target position. In step S240, the processor 111v controls the actuator group 120 using the generated driving control signal, thereby causing the vehicle 100v to drive in accordance with the parameters represented in the driving control signal. The processor 111v repeats the acquisition of vehicle position information, determination of the target position, generation of the driving control signal, and control of the actuators at a predetermined cycle. According to the system 50v in this example, the vehicle 100v can be driven by autonomous control of the vehicle 100v without remote control of the vehicle 100v by the server 200.

[0102] YY: Other driving control examples (YY1) In the above example, the sensor 300 is a camera. However, the sensor 300 does not have to be a camera and may be, for example, a LiDAR (Light Detection and Ranging) sensor. In this case, the detection result output by the sensor 300 may be three-dimensional point cloud data representing the vehicle 100. In this case, the server 200 or the vehicle 100 may acquire vehicle position information by template matching using the three-dimensional point cloud data as the detection result and reference point cloud data prepared in advance.

[0103] (YY2) In driving control example 1, the processes from obtaining vehicle position information to generating driving control signals are executed by server 200. In contrast, at least a part of the processes from obtaining vehicle position information to generating driving control signals may be executed by vehicle 100. For example, the following forms (1) to (3) may be used.

[0104] (1) The server 200 may acquire vehicle position information, determine a target position to which the vehicle 100 should next head, and generate a route from the current location of the vehicle 100 indicated in the acquired vehicle position information to the target position. The server 200 may generate a route to the target position between the current location and the destination, or may generate a route to the destination. The server 200 may transmit the generated route to the vehicle 100. The vehicle 100 may generate a driving control signal so that the vehicle 100 drives on the route received from the server 200, and control the actuator group 120 using the generated driving control signal.

[0105] (2) Server 200 may acquire vehicle position information and transmit the acquired vehicle position information to vehicle 100. Vehicle 100 may determine a target position to which vehicle 100 should next head, generate a route from the current location of vehicle 100 indicated in the received vehicle position information to the target position, generate a driving control signal so that vehicle 100 travels on the generated route, and control actuator group 120 using the generated driving control signal.

[0106] (3) In the above embodiments (1) and (2), the vehicle 100 may be equipped with an internal sensor, and detection results output from the internal sensor may be used for at least one of generating a route and generating a driving control signal. The internal sensor is a sensor equipped in the vehicle 100. The internal sensor may include, for example, a sensor that detects the motion state of the vehicle 100, a sensor that detects the operating state of each part of the vehicle 100, and a sensor that detects the environment around the vehicle 100. Specifically, the internal sensor may include, for example, a camera, LiDAR, millimeter-wave radar, an ultrasonic sensor, a GPS sensor, an acceleration sensor, a gyro sensor, etc. For example, in the above embodiment (1), the server 200 may acquire the detection results of the internal sensor and reflect the detection results of the internal sensor in the route when generating a route. In the above embodiment (1), the vehicle 100 may acquire the detection results of the internal sensor and reflect the detection results of the internal sensor in the driving control signal when generating a driving control signal. In the above embodiment (2), the vehicle 100 may acquire the detection results of the internal sensor and reflect the detection results of the internal sensor in the route when generating a route. In the above embodiment (2), the vehicle 100 may acquire the detection result of the internal sensor, and when generating the driving control signal, may reflect the detection result of the internal sensor in the driving control signal.

[0107] (YY3) In the driving control example 2, the vehicle 100v may be equipped with an internal sensor, and the detection result output from the internal sensor may be used for at least one of generating a route and generating a driving control signal. For example, the vehicle 100v may acquire the detection result of the internal sensor and, when generating a route, reflect the detection result of the internal sensor in the route. The vehicle 100v may acquire the detection result of the internal sensor and, when generating a driving control signal, reflect the detection result of the internal sensor in the driving control signal.

[0108] (YY4) In cruise control example 2, the vehicle 100v acquires vehicle position information using the detection results of the sensor 300. Alternatively, the vehicle 100v may be equipped with an internal sensor, which acquires vehicle position information using the detection results of the internal sensor, determines a target location to which the vehicle 100v should next travel, generates a route from the current location of the vehicle 100v represented in the acquired vehicle position information to the target location, generates a cruise control signal for traveling along the generated route, and controls the actuator group 120 using the generated cruise control signal. In this case, the vehicle 100v can travel without using any of the detection results of the sensor 300. The vehicle 100v may acquire a target arrival time or congestion information from outside the vehicle 100v and reflect the target arrival time or congestion information in at least one of the route and the cruise control signal. Furthermore, all of the functional configuration of the system 50v may be provided within the vehicle 100v. In other words, the processing performed by the system 50v in the present disclosure may be performed solely by the vehicle 100v. For example, the leading vehicle 100v may transmit a control instruction value to the following vehicle 100.

[0109] (YY5) In driving control example 1, server 200 automatically generates a driving control signal to be transmitted to vehicle 100. Alternatively, server 200 may generate a driving control signal to be transmitted to vehicle 100 in accordance with the operation of an external operator located outside vehicle 100. For example, the external operator may operate a control device that includes a display that displays captured images output from sensor 300, a steering wheel for remotely operating vehicle 100, an accelerator pedal, a brake pedal, and a communication device for communicating with server 200 via wired or wireless communication, and server 200 may generate a driving control signal in accordance with the operation applied to the control device.

[0110] (YY6) In each of the above driving control examples, the vehicle 100 may be configured to be capable of moving by unmanned driving, and may be in the form of a platform having the configuration described below, for example. Specifically, the vehicle 100 may be equipped with at least a vehicle control device 110 and an actuator group 120 to perform the three functions of "running," "turning," and "stopping" by unmanned driving. When the vehicle 100 acquires information from the outside for unmanned driving, the vehicle 100 may further be equipped with a communication device 130. In other words, the vehicle 100 capable of moving by unmanned driving may not be equipped with at least some of the interior parts such as a driver's seat and a dashboard, may not be equipped with at least some of the exterior parts such as bumpers and fenders, and may not be equipped with a body shell. In this case, the remaining parts such as the body shell may be attached to the vehicle 100 before the vehicle 100 is shipped from the factory FC, or the remaining parts such as the body shell may be attached to the vehicle 100 after the vehicle 100 is shipped from the factory FC without the remaining parts such as the body shell being attached to the vehicle 100. Each part may be attached from any direction, such as the upper side, lower side, front side, rear side, right side, or left side of the vehicle 100, and may be attached from the same direction or from different directions. Note that the position of the platform configuration may also be determined in the same way as for the vehicle 100 in the first embodiment.

[0111] (YY7) The vehicle 100 may be manufactured by combining multiple modules. A module refers to a unit composed of multiple parts grouped according to the location or function of the vehicle 100. For example, the platform of the vehicle 100 may be manufactured by combining a front module that forms the front portion of the platform, a central module that forms the center portion of the platform, and a rear module that forms the rear portion of the platform. The number of modules that form the platform is not limited to three, but may be two or less, or four or more. In addition to or instead of the parts that form the platform, parts that form portions of the vehicle 100 other than the platform may be modularized. The various modules may include any exterior parts such as a bumper or a grille, or any interior parts such as a seat or a console. Any type of mobile object, not limited to the vehicle 100, may be manufactured by combining multiple modules. Such a module may be manufactured, for example, by joining multiple parts using welding or fasteners, or by integrally molding at least some of the parts that form the module into a single part by casting. The molding method for integrally molding a single component, particularly a relatively large component, is also called gigacasting or megacasting. For example, the front module, center module, and rear module described above may be manufactured using gigacasting.

[0112] (YY8) Transporting vehicle 100 using the unmanned driving of vehicle 100 is also called "self-propelled transport." The configuration for realizing self-propelled transport is also called a "vehicle remote-controlled autonomous transport system." The production method for producing vehicle 100 using self-propelled transport is also called "self-propelled production." In self-propelled production, for example, at a factory FC where vehicle 100 is manufactured, at least a portion of the transport of vehicle 100 is realized by self-propelled transport.

[0113] (YY9) In each of the above driving control examples, some or all of the functions and processes implemented by software may be implemented by hardware. Furthermore, some or all of the functions and processes implemented by hardware may be implemented by software. Various circuits, such as integrated circuits and discrete circuits, may be used as hardware for implementing the various functions in each of the above embodiments.

[0114] Furthermore, part or all of the processing in the sensor 300, the vehicle 100, the server 200, the sensor 300, the robot 600, etc. described above can be realized as a computer program. Such a program can be stored and provided to a computer using various types of non-transitory computer-readable media. Non-transitory computer-readable media include various types of tangible recording media. Examples of non-transitory computer-readable media include magnetic recording media (e.g., flexible disks, magnetic tapes, hard disk drives), magneto-optical recording media (e.g., magneto-optical disks), CD-ROMs (Read Only Memory), CD-Rs, CD-R / Ws, and semiconductor memories (e.g., mask ROMs, PROMs (Programmable ROMs), EPROMs (Erasable PROMs), flash ROMs, and RAMs (Random Access Memory)). The program may also be provided to a computer by various types of temporary computer-readable media. Examples of temporary computer-readable media include electrical signals, optical signals, and electromagnetic waves. The temporary computer-readable media can provide the program to a computer via a wired communication path such as an electric wire or optical fiber, or via a wireless communication path.

[0115] The present invention is not limited to the above-described embodiment, and can be modified as appropriate within the scope of the invention. [Explanation of symbols]

[0116] 50 Vehicle Manufacturing System 100 vehicles 115 Vehicle control unit 116 Speed ​​control section 117 Steering angle control unit 1171 First Control Section 1172 Second Control Section 1173 Straight steering angle acquisition unit 1174 Update Department 1178 Steering angle sensor 120 Actuators 1211 Wheel motor 1212 Steering motor 1213 Brake 130 Communication equipment 200 servers 230 Communication Equipment 231 Receiver 232 Transmitter 252 Position calculation section 253 Arithmetic section 300 sensors 330 Communication Equipment

Claims

1. an acquisition means for acquiring a set value of a straight-ahead steering angle during a manufacturing process of the vehicle; a detection means for detecting position information relating to a lateral position or orientation of the vehicle; a first control means for controlling a steering angle of the vehicle in accordance with the straight path and the position information so that the vehicle moves along a straight path during a first period in which the vehicle moves straight to a first point using the set value; an update means for updating the set value of the straight-ahead steering angle according to the driving result in the first period to obtain an updated value; and second control means for controlling the steering angle by changing the distribution of a feedback component and a feedforward component from the control by the first control means during a second period in which the vehicle moves to a second point using the updated value after arriving at the first point.

2. 2. The vehicle manufacturing system according to claim 1, wherein the second control means reduces the distribution of the feedback component in the second period compared to the first period.

3. 2. The vehicle manufacturing system according to claim 1, further comprising a device for determining whether the vehicle is traveling straight, and determining an updated value of the straight-line steering angle according to a distribution of a steering angle sensor during a period in which the device determines that the vehicle is traveling straight.

4. The second control means determining a target value of the steering angle in feedforward control according to vehicle information relating to the size of the vehicle and a curvature of a target route; 4. The vehicle manufacturing system according to claim 3, wherein during the second period, the steering angle is feedback-controlled based on deviation information between the target path and the position information when steering according to the target value.

5. 5. The vehicle manufacturing system according to claim 1, wherein the acquisition means acquires the set value based on an intermediate value when the steering angle is steered lock-to-lock from one end to the other end.

6. 5. The vehicle manufacturing system according to claim 1, wherein the vehicle moves at a speed slower during the first period than during the second period.

7. an acquisition step of acquiring a set value of a straight-ahead steering angle during a manufacturing process of the vehicle; a detecting step of detecting position information relating to a lateral position or orientation of the vehicle; a first control step of controlling a steering angle of the vehicle in accordance with the straight path and the position information so that the vehicle moves along a straight path during a first period in which the vehicle moves straight to a first point using the set value; an updating step of updating the set value of the straight-ahead steering angle according to a running result in the first period to obtain an updated value; a second control step of controlling the steering angle by changing the distribution of a feedback component and a feedforward component from the control in the first control step during a second period in which the vehicle moves to a second point using the updated value after arriving at the first point.

8. 8. The vehicle manufacturing method according to claim 7, wherein in the second control step, the distribution of the feedback component is made lower in the second period than in the first period.

9. 9. A vehicle manufacturing method according to claim 7, further comprising determining whether the vehicle is traveling straight ahead, and determining an updated value of the straight-ahead steering angle in accordance with a distribution of the steering angle sensor during a period in which it is determined that the vehicle is traveling straight ahead.

10. In the second control step, determining a target value of the steering angle in feedforward control according to vehicle information relating to the size of the vehicle and a curvature of a target route; 10. The vehicle manufacturing method according to claim 9, wherein, during the second period, the steering angle is feedback-controlled based on deviation information between the target path and the position information when steering according to the target value.

11. 9. The vehicle manufacturing method according to claim 7, wherein in the obtaining step, the set value is obtained based on an intermediate value when the steering angle is steered from one end to the other end lock-to-lock.

12. 9. A vehicle manufacturing method according to claim 7, wherein the vehicle moves at a speed during the first period slower than the speed during the second period.

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