Autonomous vehicle

Abstract

To provide an automatic operation vehicle which can safely and securely stop when any error occurs in self-position estimation by an operation control part.SOLUTION: An automatic operation vehicle comprises: a drive control part 14 which controls drive of a travel part 12 and a steering part 13; a detection part 20 which detects a travel state; and a travel control part 15 which controls the drive control part on the basis of a detection signal from the detection part. The travel control part performs automatic operation on the basis of a position and an attitude which have been detected on the basis of the detection signal of the detection part, and a first self-position which is estimated from circumferential other vehicles, obstacles and signs. The automatic operation vehicle comprises a second self-position estimation part 17 which has a second vehicle speed sensor 28 and a second attitude detection sensor 29 and estimates a self-position separately. The travel control part determines that error occurs in self-position estimation and performs a stop operation when a difference in a distance and / or an attitude angle between the first self-position and a second self-position, which has been estimated by the second self-position estimation part, exceeds a prescribed threshold.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] The present invention relates to an autonomous vehicle that automatically travels while sequentially estimating its own position along a pre-set travel route.

Background Art

[0002] Generally, an autonomous vehicle includes a detection unit composed of a position sensor, a vehicle speed sensor, a three-axis acceleration sensor for detecting the driving state, a surrounding sensor for detecting other vehicles and obstacles, and a sign sensor for detecting signs such as white lines provided on the road to be traveled. Based on the detection signals from these sensors, the driving control unit controls the drive control unit, and thereby the drive control unit drives and controls the driving unit and the steering unit to perform autonomous driving.

[0003] The driving control unit uses map data of the operation range of the autonomous vehicle to set a travel route in advance, and during travel, estimates the own position of the autonomous vehicle based on the detection signals from the detection unit including the position sensor, and modifies the travel route so that the estimated own position falls within the travel route. By driving and controlling the driving unit and the steering unit by the drive control unit corresponding to the modified travel route, the autonomous vehicle is caused to travel along the travel route.

Summary of the Invention

Problems to be Solved by the Invention

[0004] By the way, when an autonomous vehicle travels based on its own position obtained using a position sensor such as a GPS surveying system, it is necessary to avoid obstacles on the road and to synchronize with other vehicles traveling on the road when merging or changing lanes within the travel route. Based on the detection signals from the surrounding sensors for detecting such obstacles and other vehicles, it is necessary to accurately recognize the state of the travel route, the presence or absence of obstacles, or other traveling vehicles, and to perform self-position estimation by correcting the own position.

[0005] However, if the self-location estimation is not performed correctly due to non-continuous errors caused by position detection errors in such position sensors, deviations in map matching, etc., it becomes difficult for the driving control unit to control the drive control unit to drive the autonomous vehicle along the driving route. Therefore, there are problems with the autonomous vehicle, such as deviation from the driving route, contact with other vehicles or obstacles, or failure to stop correctly at the stop line and crossing the stop line.

[0006] In view of the above, the present invention aims to provide an autonomous vehicle that has a simple configuration and can stop safely and reliably when an error occurs in the self-position estimation by the driving control unit. [Means for solving the problem]

[0007] In order to achieve the above object, the present invention The autonomous vehicle The autonomous vehicle control system includes a driving unit and a steering unit, a drive control unit that drives and controls the driving unit and the steering unit, a detection unit that detects a driving state, and a driving control unit that controls the drive control unit based on a detection signal from the detection unit, and the detection unit includes a position sensor that detects the position of the autonomous vehicle, A first vehicle speed sensor that detects the vehicle speed of the autonomous vehicle, The autonomous vehicle includes a first attitude detection sensor that detects the attitude of the autonomous vehicle, a surrounding sensor that detects other vehicles and obstacles located around the autonomous vehicle, and a sign sensor that detects signs provided along a roadway that serve as a guide for the vehicle's driving position, and the driving control unit detects the position of the autonomous vehicle based on the detection signals from the sensors of the detection unit. , vehicle speed and attitude of the autonomous vehicle, other vehicles and obstacles located around the autonomous vehicle, and the sign, a first self-position of the autonomous vehicle is estimated, and a drive control unit drives and controls a traveling unit and a steering unit based on the estimated first self-position, thereby performing autonomous driving of the autonomous vehicle. Yes, moreover, Another one different from the first vehicle speed sensor Detect the speed of the autonomous vehicle Second A vehicle speed sensor; Another one different from the first attitude detection sensor and a second attitude detection sensor for detecting the attitude of the autonomous driving vehicle, based on detection signals from these sensors,Second Vehicle speed Vehicle speed by the sensor and By the second attitude detection sensor a second self-position estimation unit that separately estimates a second self-position of the autonomous vehicle from the attitude, A second self-position estimation unit estimates the second self-position of the autonomous vehicle by dead reckoning from the detection signals of the second vehicle speed sensor and the second attitude detection sensor. the travel control unit compares the first self-position with the second self-position estimated by the second self-position estimation unit, and determines that a self-position estimation error has occurred when the difference in distance and / or attitude angle between them exceeds a predetermined threshold value, and the drive control unit drives and controls the travel unit and the steering unit to stop the autonomous vehicle. This is characterized by

[0008] According to the above configuration, the travel control unit controls the drive control unit to travel along the travel route based on the detection signal from the detection unit, and the drive control unit drives and controls the travel unit and the steering unit, so that the autonomous vehicle can travel along the travel route. Thereby, the travel control unit, based on the detection signals from the respective sensors of the detection unit of the autonomous vehicle, the detected position of the autonomous vehicle , vehicle speed and attitude, and other vehicles, obstacles, and signs located around the autonomous vehicle to estimate the first self-position of the autonomous vehicle, and more quickly recognize other vehicles located around the autonomous vehicle by the surrounding sensors to avoid contact with other vehicles.

[0009] At that time, the travel control unit compares the first self-position with the second self-position independently estimated by the second self-position estimation unit, and determines that a self-position estimation error has occurred when the distance between them exceeds a predetermined distance, and quickly stops the autonomous vehicle. When a self-position estimation error occurs, the autonomous vehicle does not deviate significantly from the pre-determined travel route, does not come into contact with other vehicles or obstacles, or exceed the stop line, and the autonomous vehicle can be safely and surely stopped. Since the second self-position of the autonomous vehicle estimated by this second self-position estimation unit is calculated from the vehicle speed by the second vehicle speed sensor and the angular velocity, particularly the yaw rate, by the second attitude detection sensor, the second self-position calculated by the second self-position estimation unit is not discontinuous in principle, and only an error that accumulates continuously occurs. Therefore, since the deviation between the second self-position and the actual position does not become too large, when a certain point in time is used as a reference, the second self-position is estimated almost accurately for a short period of time, for example, several seconds, and is estimated with higher accuracy.

[0011] Preferably, the travel control unit sends the first self-position to the second self-position estimation unit every predetermined time t, compares the first self-position with the second self-position, and the second self-position estimation unit resets the second self-position every predetermined time T longer than the predetermined time t. Preferably, the travel control unit transmits the first self-position to the second self-position estimator every second predetermined time longer than the first predetermined time, and compares the first self-position with the second self-position. Therefore, the travel control unit can quickly detect the occurrence of a self-position estimation error by comparing the first self-position with the second self-position within a predetermined time in which the second self-position does not deviate significantly from the actual self-position.

[0012] Preferably, The travel control unit sends the first self-position to the second self-position estimation unit every predetermined time t, The second self-position estimator resets the second self-position every predetermined time T longer than the predetermined time t. Therefore, by resetting the second self-position every predetermined time T, for example, every few seconds, and setting the first self-position from the travel control unit as the second self-position, it is possible to prevent the second self-position from deviating significantly from the actual self-position.

[0013] Preferably, when the distance between the first self-position and the second self-position exceeds a predetermined distance, the travel control unit determines that a self-position estimation error has occurred, and drives and controls the travel unit and the steering unit by the drive control unit to stop the automatic driving vehicle. Therefore, the travel control unit compares the first self-position with the second self-position independently estimated by the second self-position estimator, and when the distance between them exceeds a predetermined distance, for example, 0.5 m, it determines that a self-position estimation error has occurred and quickly stops the automatic driving vehicle. Therefore, when a self-position estimation error occurs, the automatic driving vehicle does not deviate from a predetermined distance, for example, 0.5 m or more, from a pre-determined travel route, does not contact other vehicles or obstacles, and does not cross a stop line, and the automatic driving vehicle can be safely and surely stopped.

Effect of the Invention

[0014] According to the present invention, it is possible to provide an automatic driving vehicle that can be safely and surely stopped when an error occurs in self-position estimation by a travel control unit with a simple configuration.

Brief Description of the Drawings

[0015]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Embodiments for Carrying Out the Invention

[0016] Hereinafter, the present invention will be described in detail based on the embodiments shown in the drawings. FIGS. 1 and 2 show the overall configuration of an embodiment of an automated driving vehicle according to the present invention and the arrangement of each sensor. The automated driving vehicle 10 is an automated driving vehicle having a known configuration. As shown in FIG. 1, it includes a traveling unit 12 provided at the lower part of the vehicle body 11, a steering unit 13, a drive control unit 14 for driving and controlling the traveling unit 12 and the steering unit 13, a traveling control unit 15, a storage unit 16, a second self-position estimation unit 17, and a detection unit 20 for detecting the traveling state.

[0017] The vehicle body 11 is configured as a known automobile including the traveling unit 12, the steering unit 13, the drive control unit 14, and other devices 11a necessary for traveling. Note that the vehicle body 11 can also be driven by a driver riding in it in the same way as a normal automobile.

[0018] The traveling unit 12 is composed of, for example, four wheels 12a and a drive source 12b that drives the front wheels and / or the rear wheels as drive wheels. The drive source 12b has a known configuration and is composed of an engine such as a gasoline engine or a diesel engine, or a drive motor or the like.

[0019] The steering unit 13 has a known configuration. For example, with the front wheels as the steering wheels, it swings left and right to make the autonomous vehicle 10 go straight, turn left, or turn right. Note that the drive wheels and the steering wheels may be the same wheels. By driving and controlling the drive source 12b of the traveling unit 12 and the steering unit 13 respectively by the drive control unit 14, among the respective wheels 12a, the drive wheels are rotationally driven, and the steering wheels swing left and right, so that the autonomous vehicle 10 moves forward, backward, or turns left and right and travels in a predetermined direction.

[0020] Based on the travel signal 15a from the travel control unit 15, the drive control unit 14 drives and controls the drive source 12b of the traveling unit 12 and the steering unit 13, drives the corresponding drive wheel, which is the wheel 12a, and causes the vehicle speed, forward movement, backward movement, left and right turning, etc., of traveling or stopping set by the travel signal 15a to be performed. The drive control unit 14 operates or controls various devices 11a of the vehicle body 11 to ensure that the vehicle body 11 travels.

[0021] When a stop signal 15b is input from the travel control unit 15, the drive control unit 14 interrupts the drive control of the traveling unit 12 and the steering unit 13 by the travel signal 15a, drives and controls the traveling unit 12 and the steering unit 13, and stops the autonomous vehicle 10. When the driver riding in the autonomous vehicle 10 operates the operation unit (not shown) of the vehicle body 11 and starts manual driving, the dynamic control unit 14 interrupts the automatic driving based on the travel signal 15a.

[0022] The travel control unit 15 controls the drive control unit 14 based on the detection signal from the detection unit 20. The travel control unit 15 creates a travel signal 15a based on a travel command (not shown) that is directly input, previously set and stored in the storage unit 16, or input from the outside, and sends it to the drive control unit 14. The travel signal 15a includes a travel program. The travel signal 15a is created so as to have a travel speed, a steering angle, and acceleration / deceleration when traveling along the travel route from the departure place to the destination of the autonomous vehicle 10. By the drive control unit 14 driving and controlling the traveling unit 12 and the steering unit 13 according to the travel signal 15a, the autonomous vehicle 10 can travel at the specified travel speed along the travel route from the departure place to the destination.

[0023] The travel control unit 15 registers various detection signals S1 to S7, which will be described later and are input from the detection unit 20, in the storage unit 16. While referring to these detection signals S1 to S7, the travel control unit 15 creates a travel signal 15a for traveling along the travel route and sends it to the drive control unit 14.

[0024] The storage unit 16 sequentially stores the travel program input by the travel control unit 15 or input from the outside, and the detection signals S1 to S7 from the detection unit 20. Further, map data regarding the operation range of the automated vehicle 10 created in advance is stored in the storage unit 16.

[0025] Of the detection signals S1 to S7 from the detection unit 20, the second self-position estimation unit 17 receives the detection signal S6 from the second speed sensor 28 and the detection signal S7 from the second attitude detection sensor 29, which will be described later, via the travel control unit 15, and performs dead reckoning processing to calculate the travel distance and the current position from the start point of the dead reckoning processing, that is, to estimate the second self-position Y. Also, in the second self-position estimation unit 17, the second self-position Y is estimated every predetermined time t of 1 to 20 ms, for example, every 10 ms. And every predetermined time T longer than this predetermined time, 0.1 to 2 seconds, for example, every 1 second, the second self-position Y is reset using the first self-position X input from the travel control unit 15 as a trigger, and the first self-position X is set as the second self-position Y, thereby preventing the second self-position Y from deviating significantly from the actual self-position. The second self-position estimation unit 17 sends this second self-position Y to the travel control unit 15.

[0026] In the illustrated case, the detection unit 20 is composed of a sign sensor 21, a position sensor 22 that detects the position of the automated vehicle 10, a vehicle speed sensor 23, a first attitude detection sensor 24 that detects the attitude of the automated vehicle 10, a surrounding sensor 25 that detects other vehicles and obstacles located around the automated vehicle 10, a second attitude detection sensor 28, and a second vehicle speed sensor 29.

[0027] The identification sensor 21 is a monocular camera, binocular camera, stereo camera, etc. that detects signs serving as a guide for the driving position provided along the driving road. In the illustrated case, it is a monocular camera provided at the upper part of the windshield, which images the front in the traveling direction of the autonomous vehicle 10 and sends the captured image signal as a detection signal S1 to the driving control unit 15. Based on the detection signal S1, the driving control unit 15 performs image recognition on the situation in front of the autonomous vehicle 10, particularly the white lines and guardrails indicating both sides of the front driving road, grasps the current position within the driving road, and performs self-position estimation by comparing it with the map data of the pre-set driving route, modifies the driving signal 15 so as to maintain the route within the driving road, and sends it to the drive control unit 14. In response to this, the drive control unit 14 controls the steering unit 13 so that the autonomous vehicle 10 can surely travel within the driving road without deviating from it.

[0028] The position sensor 22 detects longitude and latitude by a sensor for the Global Navigation Satellite System (referred to as GNSS), for example, a GPS sensor. Thereby, the position sensor 22 detects the geodetic data of the autonomous vehicle 10 at that time, for example, every predetermined time, and sends it as a detection signal S2 to the driving control unit 15. The driving control unit 15 compares the detection signal S2 with the map data of the driving road read from the storage unit 16, obtains the driving position of the autonomous vehicle 10 within the driving road, modifies the driving signal 15a so as to maintain the route within the driving road, and sends it to the drive control unit 14.

[0029] The vehicle speed sensor 23 detects, for example, the rotation speed of the wheel 12a and sends the rotation speed or the traveling distance as a detection signal S3 to the driving control unit 15. Further, a second vehicle speed sensor 28 provided independently of the vehicle speed sensor 23 detects, for example, the rotation speed of the wheel 12a and sends the vehicle speed calculated from the rotation speed as a detection signal S6 to the second self-position estimation unit 17 via the driving control unit 15. The first attitude detection sensor 24 is a so-called gyroscope, which detects the three-dimensional attitude of the autonomous vehicle 10 based on the acceleration in the three axial directions of the vehicle body 11 and sends the detection signal S4 to the travel control unit 15. The first attitude detection sensor 24 can use a three-axis acceleration sensor capable of detecting positions in the x, y, and z directions, or a six-axis sensor capable of measuring the positions in the x, y, and z directions and the angular velocities of yaw, pitch, and roll. The second attitude detection sensor 28 also has the same configuration as the first attitude detection sensor 24. It independently detects the three-dimensional attitude of the autonomous vehicle 10 and sends the detection signal S7 to the second self-position estimation unit 17 via the travel control unit 15. Similar to the first attitude detection sensor 24 described above, the second attitude detection sensor 28 can also use a three-axis acceleration sensor or a six-axis sensor.

[0030] The surrounding sensor 25 is composed of three lidars 25a provided near the bumpers at the front and rear of the vehicle body 11 as shown in FIG. 2. Instead of or in addition to the lidars 25a, for example, cameras 26 attached to the front, rear, left, and right of the vehicle body 11 or a lidar 27 attached to the roof of the vehicle body 11 may be provided. The above-mentioned lidars 25a and 27 are also called laser radars, which perform optical detection and ranging (LIDAR (Light Detection and Ranging)) or laser imaging detection and ranging (Laser Imaging Detection and Ranging), and are also denoted as LIDAR. As the lidars 25a and 27, two-dimensional lidars or three-dimensional lidars may be used. The three-dimensional lidar can, for example, perform laser imaging detection of a curved road serving as a travel path and ranging from the detected object. The camera 26 can use a monocular camera, a binocular camera, a stereo camera, etc.

[0031] The surrounding sensor 25 can detect objects on the road around the autonomous vehicle 10, that is, obstacles and other vehicles in the front, rear, left, and right. When the surrounding sensor 25 detects an object on the road, it sends a detection signal S5 including the direction and distance of the object to the travel control unit 15.

[0032] As a result, based on the detection signals S1, S2, S4, and S5 from the sign sensor 21, the position sensor 22, the first attitude detection sensor 24, and the surrounding sensor 25, and the detection signal S3 indicating the travel distance calculated from the detection signal of the vehicle speed sensor 23, the travel control unit 15 grasps the travel state of the autonomous vehicle 10, such as the travel position, travel speed, attitude, and the position and distance of an object in the front area, for example, an obstacle or another traveling vehicle, etc., estimates the first self-position X on the travel road, and determines the progress status of the travel signal 15a at that time. Hereinafter, the second self-position X will be described as being calculated from, as an example, x, y, and yaw indicating the direction of the xy plane.

[0033] Here, the self-position estimation of the autonomous vehicle 10 in the travel control unit 15 and the second self-position estimation unit 17 will be described according to the flowchart of FIG. 3. First, as shown in FIG. 3, the travel control unit 15 recognizes the sign on the travel road from the detection signal S1 from the sign sensor 21 in step A1, performs lane matching by comparing with the map data of the travel road in step A2, and calculates the first position X1. Also, the travel control unit 15 extracts the characteristic parts of an object such as an obstacle or another vehicle based on the detection signal S5 from the surrounding sensor 25 in step A3, performs map matching by comparing with the map data of the travel road in step A4, and calculates the second position X2.

[0034] As a result, the travel control unit 15 fuses these positions X1 and X2, the detection signal S2 which is the geodetic data from the position sensor 22 and the detection signal S4 from the first attitude detection sensor 24, and the detection signal S3 indicating the travel distance obtained by integrating the detection signals from the vehicle speed sensor 23, thereby estimating the self-position of the autonomous vehicle 10, that is, the first self-position X, and sending the first self-position X estimated every predetermined time T to the dead reckoning process of the second self-position estimation unit 17.

[0035] In response to this, the second self-position estimation unit 17 resets the second self-position Y using the input of the first self-position X from the travel control unit 15 in step A6 as a trigger. Taking the first self-position X as the second self-position Y, dead reckoning processing is performed from the detection signals S6 and S7, the movement distance from the processing start point, that is, the second self-position Y at the time of reset, is calculated, and second self-position estimation is performed to determine the second self-position Y. Hereinafter, the second self-position Y will be described as being calculated from, as an example, x, y, and yaw indicating the direction of the xy plane. The second self-position estimation unit 17 sends the second self-position Y to the travel control unit 15. Here, the second self-position estimation unit 17 prevents the second self-position Y from deviating significantly from the actual self-position by resetting the second self-position Y at a predetermined time T longer than the above-described predetermined time t, for example, every few seconds.

[0036] In response to this, in step A7, the travel control unit 15 compares the first self-position X and the second self-position Y.

[0037] Then, as will be described later, when the distance d (=|X - Y|) between these positions X and Y is equal to or less than a predetermined distance D, the travel control unit 15 continues the automatic driving of the autonomous vehicle 10 by the travel signal 15a as it is. On the other hand, when the distance d between the first self-position X and the second self-position Y exceeds the predetermined distance D, the travel control unit 15 sends a stop signal 15b to the drive control unit 14 instead of the travel signal 15a. This predetermined distance D is, for example, about 1 m in the traveling direction of the autonomous vehicle 10 and about 0.5 m in the direction perpendicular to the traveling direction, that is, the lateral direction, and may be appropriately set according to the purpose. Also, when comparing the first self-position X and the second self-position Y, the difference in the attitude angle detected from the direction, that is, the yaw, may be compared. A predetermined attitude angle threshold for determining that an error has occurred may be, for example, 5 degrees. Therefore, when an error occurs in estimating the first self-position X, the travel control unit 15 compares the second self-position Y separately estimated by the second self-position estimator 17 with the first self-position X. If the distance d between them exceeds a predetermined distance D, a stop signal 15b is created and sent to the drive control unit 14 to quickly stop the automatic driving of the autonomous vehicle 10, thus realizing safe and reliable automatic driving.

[0038] The autonomous vehicle 10 according to the embodiment of the present invention is configured as described above and operates as follows with reference to the flowchart of FIG. 4. First, in step B1, before traveling, the travel control unit 15 of the autonomous vehicle 10 creates a travel signal 15a as a travel program, or a travel signal 15a is input to the travel control unit 15 from the outside and stored in the storage unit 16 of the autonomous vehicle 10. In step B2, at the start of travel, the travel control unit 15 of the autonomous vehicle 10 reads the travel signal 15a from the storage unit 16 and controls the drive control unit 14 based on this travel signal 15a. As a result, in step B3, the drive control unit 14 drives and controls the travel unit 12 and the steering unit 13 according to the travel signal 15a, so that the autonomous vehicle 10 performs automatic travel according to the travel signal 15a.

[0039] In step B4, the automatic driving control unit 25 recognizes the signs on the travel route based on the detection signal S1 of the sign sensor 21, recognizes the guardrails on the travel route based on the detection signal S5 of the surrounding sensor 25, compares with the map data of the travel route based on the detection signal S2 of the position sensor 22, and further corrects the geodesic data, which is the detection result of the position sensor 22, based on the detection signal S4 of the first attitude detection sensor 24 and the travel distance S3. In this way, the self-position X of the autonomous vehicle 10 on the travel route is estimated.

[0040] That is, the travel control unit 15 integrates the detection signals S1, S2, S4, and S5 of these sign sensors 21, position sensors 22, first attitude detection sensors 24, and surrounding sensors 25 to estimate the first self-position X of the autonomous vehicle 10. Therefore, when the autonomous vehicle 10 is about to deviate from the designated travel path, the travel control unit 15 drives and controls the steering unit 13 so as to immediately return the autonomous vehicle 10 into the designated travel path. Thus, the autonomous vehicle 10 does not deviate from the designated travel path during automatic driving.

[0041] Then, the travel control unit 15 receives the second self-position Y estimated by the second self-position estimation unit 17 in step B5, and compares the first self-position X and the second self-position Y in step B6. In step B7, when the distance d between these positions X and Y is d > D, in step B8, the travel control unit 15 sends a stop signal 15b to the drive control unit 14 instead of the travel signal 15a. In step B9, the drive control unit 14 drives and controls the travel unit 12 and the steering unit 13 according to the stop signal 15b, stops the autonomous vehicle 10, and ends the automatic driving.

[0042] On the other hand, when d ≤ D in step B7, the travel control unit 15 continues the automatic driving by the travel signal 15a in step B10, and the travel control unit 15 determines in step B11 whether or not a predetermined time T has elapsed. If the predetermined time T has not elapsed, it returns to step B4 after a predetermined time t has elapsed in step B12. On the other hand, when the predetermined time T has elapsed in step B13, the travel control unit 15 sends the first self-position X to the second self-position estimation unit 17 in step B14. Thereby, in step B15, the second self-position estimation unit 17 resets the second self-position Y, and returns to step B4 with the first self-position X received from the travel control unit 15 as the new second self-position Y.

[0043] In this way, while estimating the first self-position X, the driving control unit 15 receives the driving signal 15a and executes automatic driving by the driving control unit 14. At the same time, the driving control unit 15 causes the second self-position estimating unit 17 to estimate the second self-position Y independently of the estimation of the first self-position, compares the first self-position X with the second self-position Y, and when an error occurs in the estimation of the first self-position X, quickly stops the autonomous vehicle 10. Therefore, safe and reliable automatic driving of the autonomous vehicle 10 becomes possible.

[0044] That is, as shown in FIG. 5, when the first self-position X on the map moves sequentially to positions x1, x2, x3, x4, x5, x6 every predetermined time t as the autonomous vehicle 10 performs automatic driving, the second self-position Y is reset in the second self-position estimating unit 17 after the elapse of the predetermined time T, and the estimation of the second self-position Y starts from position x3. Then, corresponding to positions x4, x5, x6, the second self-position estimating unit 17 sequentially estimates the second self-position Y, and thus the second self-position Y moves to y3 (= x3), y4, y5, y6 on the map. At this time, at positions x4, x5, the distance d from the second self-positions y4, y5 is smaller than the predetermined distance D, so the driving control unit 15 continues the automatic driving by the driving signal 15a as it is. On the other hand, at position x6, the first self-position X jumps significantly upward on the drawing, and the distance d from position y6 exceeds the predetermined distance D. Therefore, the driving control unit 15 determines that a self-position estimation error has occurred, interrupts the automatic driving of the autonomous vehicle 10 by the driving signal 15a, generates a stop signal 15b, and sends it to the driving control unit 14. Thereby, the driving control unit 14 drives and controls the traveling unit 12 and the steering unit 13 to stop the autonomous vehicle 10. Here, the stop operation shall include operations such as stopping the autonomous vehicle 10, correcting the self-position, retreating, traveling slowly, and notifying the traveling control unit provided outside that a self-position estimation error has occurred.

[0045] Incidentally, when a driver is in the driver's seat of the autonomous vehicle 10 and the driver manually operates the operation unit of the autonomous vehicle 10, the travel control unit 15 detects the manual operation by the driver and interrupts the autonomous driving by the travel signal 15a. Therefore, the driver can drive in the same manner as a normal automobile.

[0046] In this way, according to the autonomous vehicle 10, it is possible to perform autonomous driving along the travel route while constantly estimating its own position based on the predetermined travel signal 15a. If an error occurs in the estimation of the own position, the occurrence of the error is detected, the autonomous driving is interrupted, and the autonomous vehicle 10 is stopped, so that safe and reliable autonomous driving can be achieved.

[0047] The present invention can be implemented in various forms without departing from the spirit thereof. For example, in the above-described embodiment, the autonomous vehicle 20 travels on the ground by the wheels 12a. However, it may be provided with traveling means other than wheels, such as an endless track.

[0048] In the above-described embodiment, the autonomous vehicle 10 is configured to be of a type in which a driver can sit in the driver's seat. However, it may be a driverless vehicle without a driver's seat and without a driver boarding. The travel control unit 15 may be provided outside the vehicle body 11 instead of being provided inside the vehicle body 11, and may be connected to the drive control unit 14 of the autonomous vehicle 10 via a network.

[0049] In the above-described embodiment, the travel control unit 15 compares the first self-position with the second self-position estimated by the second self-position estimation unit 17, and determines that a self-position estimation error has occurred when the distance between them exceeds a predetermined distance. However, further, instead of the distance, the difference in the attitude angle between the first self-position and the second self-position, or the difference between the predetermined distance and the attitude angle, that is, it may be determined that a self-position estimation error has occurred when these values exceed a predetermined threshold. Further, at the first self-position and the second self-position, it may be determined that a self-position estimation error has occurred when the predetermined distance D and the difference in the attitude angle exceed a predetermined threshold. In this case, both the predetermined distance D of 0.5 m and the difference in the attitude angle of 5 degrees may be determined as the predetermined threshold for the occurrence of a self-position estimation error.

Explanation of Signs

[0050] 10 Automated driving vehicle 11 Vehicle body 12 Travel unit 12a Wheels 12b Drive source 13 Steering unit 14 Drive control unit 15 Travel control unit 16 Storage unit 17 Second self-position estimation unit 20 Detection unit 21 Sign sensor 22 Position sensor 23 Vehicle speed sensor 24 First attitude detection sensor 25 Surrounding sensor 25a LiDAR 26 Camera 27 LiDAR 28 Second vehicle speed sensor 29 Second attitude detection sensor S1~S7 Detection signals X First self-position Y Second self-position

Claims

1. An automated vehicle comprising a running unit and a steering unit, a drive control unit configured to drive and control the running unit and the steering unit, a detection unit configured to detect a running state, and a running control unit configured to control the drive control unit based on a detection signal from the detection unit, wherein the detection unit includes a position sensor configured to detect the position of the automated vehicle, a first vehicle speed sensor configured to detect the vehicle speed of the automated vehicle, a first attitude detection sensor configured to detect the attitude of the automated vehicle, a surrounding sensor configured to detect other vehicles and obstacles located around the automated vehicle, and a sign sensor configured to detect a sign serving as a reference of a running position provided along a road, the running control unit estimates a first self-position of the automated vehicle from the position, vehicle speed, and attitude of the automated vehicle detected based on detection signals from the sensors of the detection unit, other vehicles and obstacles located around the automated vehicle, and the sign, and the drive control unit drives and controls the running unit and the steering unit based on the estimated first self-position to perform automated driving of the automated vehicle, further comprising a second vehicle speed sensor configured to detect the vehicle speed of the automated vehicle different from the first vehicle speed sensor, and a second attitude detection sensor configured to detect the attitude of the automated vehicle different from the first attitude detection sensor, and a second self-position estimation unit configured to separately estimate a second self-position of the automated vehicle from the vehicle speed detected by the second vehicle speed sensor and the attitude detected by the second attitude detection sensor based on detection signals from these sensors, the second self-position estimation unit estimates the second self-position of the automated vehicle by dead reckoning from detection signals of the second vehicle speed sensor and the second attitude detection sensor, the running control unit compares the first self-position with the second self-position estimated by the second self-position estimation unit, determines that a self-position estimation error has occurred when a difference in distance and / or attitude angle between them exceeds a predetermined threshold value, and the drive control unit drives and controls the running unit and the steering unit to stop the automated vehicle. An automated vehicle.

2. the running control unit sends the first self-position to the second self-position estimation unit every predetermined time t and compares the first self-position with the second self-position, the second self-position estimation unit resets the second self-position every predetermined time T longer than the predetermined time t. The automated vehicle according to claim 1.

3. The automatic driving vehicle according to claim 1, wherein the travel control unit sends the first self-position to the second self-position estimation unit every predetermined time t and compares the first self-position with the second self-position.

4. The automatic driving vehicle according to claim 1, wherein the travel control unit sends the first self-position to the second self-position estimation unit every predetermined time t, and the second self-position estimation unit resets the second self-position every predetermined time T longer than the predetermined time t.

5. The automatic driving vehicle according to any one of claims 1 to 4, wherein when the distance between the first self-position and the second self-position exceeds a predetermined distance, the travel control unit determines that a self-position estimation error has occurred, and the drive control unit drives and controls the travel unit and the steering unit to stop the automatic driving vehicle.

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